Personality, Executive Control, and Neurobiological Characteristics Associated with Different Forms of Risky Driving

Substance use and type of Road Traffic Injury in Mexico City

Limited data are available in Mexico on the prevalence of alcohol and drug use and the possible differences in their effects on types of road traffic injury (RTI), such as those involving pedestrians, drivers or passengers of motorcycles or other motor vehicles, and the association between substance use and driving behaviors, for preventive purposes. The sample comprised 433 adult RTI patients, admitted to the emergency department (ED) of a public hospital in Mexico City (January to April 2022). Breath Alcohol Concentration (BAC) was measured using a breath tester, and six types of drugs (amphetamines, barbiturates, benzodiazepines, cannabis, cocaine, and methamphetamine) were assessed using a saliva screen test. RTI patients also self-reported their alcohol and drug use in the six hours prior to the accident. Approximately 62% of respondents had been involved in a motorcycle crash. One in three patients self-reported or had traces of a substance in their saliva or breath. The most common substance was alcohol (23.6%), followed by cannabis and stimulants (10.9%). One in five patients reported having used a cell phone ten minutes before the injury. One in three had not been using any safety device, the only behavior exacerbated by substance use. We found a high prevalence of substance use in the sample of RTI patients admitted to the ED, regardless of the type of the RTI, together with high cell phone rates. Motorcycle passengers under the influence were particularly likely not to have been wearing a helmet.

A randomized controlled pilot trial of brief online mindfulness training in young drivers

OBJECTIVE

Driver distraction contributes to fatal and injury crashes in young drivers. Mind wandering (MW) is a covert form of distraction involving task-unrelated thoughts. Brief online mindfulness training (MT) may reduce unsafe driving by enhancing recognition (meta-awareness) of MW and reducing its occurrence. This pilot trial tested these proposed mechanisms of MT and explored its specificity of action, effects on driving behaviour in simulation, as well as intervention adherence and acceptability in young drivers.

METHODS

A pre-post (T1, T2), randomized, active placebo-controlled, double-blinded design was used. Twenty-six drivers, aged 21-25, received either brief online MT (experimental) or progressive muscle relaxation (PMR, control) over 4-6 days. A custom website blindly conducted randomization, delivered interventions, administered questionnaires, and tracked adherence. At T1 and T2, a simulator measured driving behaviour while participants indicated MW whenever they recognized it, to assess meta-awareness, and when prompted by a thought-probe, to assess overall MW.

RESULTS

MT reduced MW while driving in simulation. The MT group reported higher state mindfulness following sessions. Motivation did not account for MW or mindfulness results. MT and meta-awareness were associated with more focus-related steering behaviour. Intervention groups did not significantly differ in adherence or attrition. No severe adverse effects were reported, but MT participants reported more difficulty following intervention instructions.

CONCLUSION

Results support a plausible mechanism of MT for reducing MW-related crash risk (i.e., reduction of MW) in young drivers. This preliminary evidence, alongside promising online adherence and acceptability results, warrants definitive efficacy and effectiveness trials of online MT.

Examining the predictive potential of depressed mood and alcohol misuse on risky driving

AIMS

Male driving while impaired (DWI) offenders are at heightened risk for engaging in risky driving. Males in a depressed mood are also more prone to alcohol misuse, which may further contribute to risky driving. This manuscript investigates the predictive potential of combined depressed mood and alcohol misuse on risky driving outcomes 3 and 9 years after baseline in male DWI offenders.

METHODS

At baseline, participants completed questionnaires assessing depressed mood (Major Depression scale of the Millon Clinical Multiaxial Inventory-III), alcohol misuse (Alcohol Use Disorders Identification Test), and sensation-seeking (Sensation Seeking Scale-V). Risky driving data (Analyse des comportements routiers; ACR3) were collected at follow-up 3 years after baseline. Driving offence data were obtained for 9 years after baseline.

RESULTS

There were 129 participants. As 50.4% of the sample were missing ACR3 scores, multiple imputation was conducted. In the final regression model, R2 = 0.34, F(7,121) = 8.76, P < 0.001, alcohol misuse significantly predicted ACR3, B = 0.56, t = 1.96, P = 0.05. Depressed mood, however, did not significantly predict ACR3 and sensation-seeking was not a significant moderator. Although the regression model predicting risky driving offences at Year 9 was significant R2 = 0.37, F(10,108) = 6.41, P < 0.001, neither depressed mood nor alcohol misuse was a significant predictor.

CONCLUSIONS

These findings identify alcohol misuse as a predictor of risky driving 3 years after baseline among male DWI offenders. This enhances our prediction of risky driving, extending beyond the widely researched acute impacts of alcohol by exploring chronic patterns.

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.

Emotion-related impulsivity and risky decision-making: A systematic review and meta-regression

Emotion-related impulsivity, the trait-like tendency toward regrettable behavior during states of high emotion, is a robust predictor of internalizing and externalizing psychopathology. Despite substantial evidence that emotion-related impulsivity is important transdiagnostically, relatively little is known about its cognitive correlates. This systematic review and meta-regression investigates one such candidate, risky decision-making. We analyzed 195 effect sizes from 51 studies of 14,957 total participants, including 105 newly calculated effect sizes that were not reported in the original publications. The meta-regression demonstrated evidence for a small, positive relationship of emotion-related impulsivity with behavioral indices of risky decision-making (ß = 0.086). Effects generalized across sample age, gender, Positive versus Negative Urgency, and clinical versus nonclinical samples. The average effect size varied by task type, with stronger effects for the Iowa Gambling Task and Delay Discounting Task. Experimental arousal manipulation was nearly a significant moderator, with stress and pharmacological manipulations yielding significant effect sizes. Analyses indicated that publication bias did not skew the current findings. Notwithstanding limitations, the data suggest that risky decision-making is a cognitive domain that relates to emotion-related impulsivity. We conclude with recommendations regarding the specific types of tasks and arousal inductions that will best capture emotion-related impulsivity in future experimental research.

COVID Vaccine Hesitancy and Risk of a Traffic Crash

BACKGROUND

Coronavirus disease (COVID) vaccine hesitancy is a reflection of psychology that might also contribute to traffic safety. We tested whether COVID vaccination was associated with the risks of a traffic crash.

METHODS

We conducted a population-based longitudinal cohort analysis of adults and determined COVID vaccination status through linkages to individual electronic medical records. Traffic crashes requiring emergency medical care were subsequently identified by multicenter outcome ascertainment of all hospitals in the region over a 1-month follow-up interval (178 separate centers).

RESULTS

A total of 11,270,763 individuals were included, of whom 16% had not received a COVID vaccine and 84% had received a COVID vaccine. The cohort accounted for 6682 traffic crashes during follow-up. Unvaccinated individuals accounted for 1682 traffic crashes (25%), equal to a 72% increased relative risk compared with those vaccinated (95% confidence interval, 63-82; P < 0.001). The increased traffic risks among unvaccinated individuals extended to diverse subgroups, was similar to the relative risk associated with sleep apnea, and was equal to a 48% increase after adjustment for age, sex, home location, socioeconomic status, and medical diagnoses (95% confidence interval, 40-57; P < 0.001). The increased risks extended across the spectrum of crash severity, appeared similar for Pfizer, Moderna, or other vaccines, and were validated in supplementary analyses of crossover cases, propensity scores, and additional controls.

CONCLUSIONS

These data suggest that COVID vaccine hesitancy is associated with significant increased risks of a traffic crash. An awareness of these risks might help to encourage more COVID vaccination.

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.

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.

Ecological validity of executive function tests in predicting driving performance

Almost all of our everyday activities depend on executive function (EF) skills. In line with the increasing attention to the ecological validation of neuropsychological assessment and intervention methods, this study aimed to explore the ecological validity of a relevant set of widely used EF tests, mostly from well-known paradigms of EF assessment, in predicting driving ability. Ninety-six healthy novice drivers (Mage = 26.2 years, SD = 8.4; 48 female) completed four stages of our data collection including psychological, EF, and driving assessments. For the psychological assessment, validated measures of sensation-seeking, risk-taking, personality traits, ADHD symptoms, depression, anxiety, and stress were administered. For the EF assessment, selected tests from the Delis-Kaplan Executive Function System (D-KEFS: Trail Making, Design Fluency, and Tower) and the Behavioral Assessment of the Dysexecutive Syndrome (BADS: Key Search, Zoo Map, and Modified Six Elements) along with a computerized Stroop test were administered. For the driving assessment, we used a simulated driving test comprising of 14 key dimensions of driving skills. Several correlations and multiple regression analyses were conducted. Significant correlations were found between all the EF measures and driving performance. Moreover, the EF measures predicted the driving ability over and above the effects of previous driving experience and the psychological variables. These results provide supporting evidence for the ecological validity of the EF tests in predicting driving performance. The incorporation of assessment and intervention targeting multiple domains of EF into driving rehabilitation and education programs could be a focus of future research.

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.

From phone use to speeding and driving under influence: Identifying clusters of driving risk behaviors as an opportunity for targeted interventions

Identifying the profile of risky behaviors among drivers is central to propose effective interventions. Due to the multidimensional and overlapping aspects of risky driving behaviors, cluster analysis can provide additional insights in order to identify specific subgroups of risk. This study aimed to identify clusters of driving risk behavior (DRB) among car drivers, and to verify intra-cluster differences concerning clinical and sociodemographic variables. We approached a total of 12,231 drivers and we included 6392 car drivers. A cluster algorithm was used to identify groups of car drivers in relation to the DRB: driving without a seat belt (SB), exceeding the speed limit (SPD), using a cell phone while driving (CELL), and driving after drinking alcohol (DUI). The algorithm classified drivers within five different DRB profiles. In cluster 1 (20.1%), subjects with a history of CELL. In cluster 2 (41.4%), drivers presented no DRB. In cluster 3 (9.3%), all drivers presented SPD. In cluster 4 (12.5%), drivers presented all DRB. In cluster 5 (16.6%), all drivers presented DUI. Clusters with DUI-related offenses (4 and 5) comprised more men (81.9 and 78.8%, respectively) than the overall sample (63.4%), with more binge drinking (50.9 and 45.7%) and drug use in the previous year (13.5 and 8.6%). Cluster 1 had a high years of education (14.4 ± 3.4) and the highest personal income (Md = 3000 IQR [2000-5000]). Cluster 2 had older drivers (46.6 ± 15), and fewer bingers (10.9%). Cluster 4 had the youngest drivers (34.4 ± 11.4) of all groups. Besides reinforcing previous literature data, our study identified five unprecedented clusters with different profiles of drivers regarding DRB. We identified an original and heterogeneous group of drivers with only CELL misuse, as well as other significant differences among clusters. Hence, our findings show that targeted interventions must be developed for each subgroup in order to effectively produce safe behavior in traffic.

Branching Condition of the Color-Word Interference Test Enhances Prediction of Meta-Tasking in Community-Dwelling Older Adults

OBJECTIVES

Meta-tasking (MT) is an aspect of executive functioning (EF) that involves the ability to branch (i.e., to apply "if-then" rules) and to effectively interleave sub-goals of one task with sub-goals of another task. As such, MT is crucial for successful planning, coordination, and execution of multiple complex tasks in daily life. Traditional tests of EF fail to adequately measure MT. This study examined whether Condition 4 of the Color-Word Interference Test (CWIT-4; the inhibition/switching condition that requires branching) predicted MT beyond Condition 3 (CWIT-3; inhibition-only condition) and beyond other subtests from the Delis-Kaplan Executive Function System (D-KEFS) that have a switching condition.

METHOD

Ninety-eight non-Hispanic white community-dwelling older adults completed the first four subtests of the D-KEFS and an ecologically valid measure of MT.

RESULTS

Time to completion and total errors on CWIT-4 accounted for variance in MT above and beyond CWIT-3 and beyond the switching conditions of other D-KEFS subtests. Results remained virtually unchanged when controlling for demographics and general cognitive status.

CONCLUSIONS

Among older adults, CWIT-4 is more strongly associated with MT than other D-KFES tasks. Future research should examine whether CWIT-4 relates to lapses in instrumental activities of daily living among older adults above and beyond other EF tests.

[Differences in injury patterns in motorcycle accidents involving children and adolescents]

Hintergrund

Verkehrsunfälle und ihre Verletzungsfolgen stellen eine häufige traumatische Ursache für das Versterben und für das Auftreten von irreversiblen Schäden bei Kindern und Jugendlichen dar. Bei Motorradunfällen unterscheiden sich dabei Verletzungsmuster abhängig vom Patientenalter.

Ziel der Arbeit

Ziel dieser Studie ist es, die typischen Verletzungsmuster nach Motorradunfällen im Kindes- und Jugendalter vergleichend zu beschreiben, da diese einen ausschlaggebenden Einfluss auf die Prävention sowie die adäquate Behandlung der jeweiligen Patientengruppen bieten können.

Material und Methoden

In die Studie wurden innerhalb der Jahre 2002–2018 22.923 Patienten aus dem TraumaRegister der Deutschen Gesellschaft für Unfallchirurgie (DGU®) eingeschlossen. Die Auswertung erfolgte in 4 Altersgruppen: Gruppe 1 (4 bis 15 Jahre), Gruppe 2 (16 bis 17 Jahre), Gruppe 3 (18 bis 20 Jahre) sowie Gruppe 4 (21 bis 50 Jahre) als Kontrolle.

Ergebnisse

In Gruppe 2 stellten Extremitätenverletzungen das häufigste Verletzungsmuster dar und traten überwiegend im Bereich der unteren Extremität auf. Zudem ergab die Analyse, dass Gruppe 1 häufiger ein schweres Schädel-Hirn-Trauma erleidet, trotz initial schlechtem Zustand aber ein besseres Outcome aufweist. Thorakale, abdominelle sowie Wirbelsäulen- und Beckenverletzungen kommen bei den jüngeren Altersgruppen seltener vor. Insbesondere stellen Rippenfrakturen eine Rarität bei Kindern dar. In der Diagnostik werden Kinder im Vergleich zu Erwachsenen seltener einer Ganzkörper-CT-Diagnostik zugeführt.

Diskussion

Die Studie deckt altersabhängige Unterschiede in den Verletzungsmustern von Patienten auf, die als Beifahrer oder Fahrer eines Motorrades in einen Unfall involviert waren. Zudem konnten ebenso Unterschiede in der prä- und innerklinischen Versorgung herausgearbeitet werden.

Drug use and driving behaviors among drivers with and without alcohol-related infractions

INTRODUCTION

Brazil is one of the countries with the highest rates of alcohol-related traffic infractions, but little is known about the profile of the drivers who commit them. Identifying the characteristics of impaired drivers is essential for planning preventive actions.

OBJECTIVE

To compare drug use and driving behavior profiles of drivers with and without alcohol-related infractions.

METHODS

178 drivers stopped at routine roadblocks were assessed by traffic agents who conducted standard roadblock procedures (document verification; request of a breathalyzer test [BT]). Drug use and driving behavior data were collected through semi-structured interviews. Subjects were divided into three groups: drivers who refused the BT (RDs, n = 72), drivers who tested positive on the BT (PDs, n = 34), and drivers who had committed other infractions (ODs, n = 72).

RESULTS

The proportion of alcohol use in the last year was higher among RDs (100%) than in the PD and OD groups (97.1% and 72.2% respectively, p < 0.001). Lifetime prevalence of cannabis and cocaine use for the overall sample was 44.3% and 18.2%, respectively. Fewer individuals in the OD group (31.5%) reported having been stopped at roadblocks in the previous year compared to the PDs (55.9%) and RDs (48.6%, p = 0.03). However, a higher proportion of RDs reported drunk driving in the same period (87.5%; PD 69.7%; OD 26.9%; p < 0.001).

CONCLUSION

Essential differences among groups were observed. RDs had a higher proportion of alcohol use and drunk driving in the previous year; drivers who fit into this particular group may be unresponsive or less responsive to social deterrence and enforcement actions.

Hazard Perception and Prediction test for walking, riding a bike and driving a car: "Understanding of the global traffic situation"

To "put oneself in the place of other road users" may improve understanding of the global traffic situation. It should be useful enabling drivers to anticipate and detect obstacles in time to prevent accidents to other road users, especially those most vulnerable. We created a pioneering Hazard Perception and Prediction test to explore this skill in different road users (pedestrians, cyclists and drivers), with videos recorded in naturalistic scenarios: walking, riding a bicycle and driving a car. There were 79 participants (30 pedestrians, 14 cyclists, 13 novice drivers and 22 experienced drivers). Sixty videos of hazardous traffic situations were presented, divided into 2 blocks of 30 videos each: 10 walking, 10 riding a bicycle, 10 driving a car. In each situation presented, we evaluated the performance of the participants carrying out the task of predicting the hazard and estimating the risk. In the second block, after they had carried out the task, we gave them feedback on their performance and let them see the whole video (i.e., checking what happened next). The results showed that the holistic test had acceptable psychometric properties (Cronbach's alpha = .846). The test was able to discriminate between the different conditions manipulated: a) between traffic hazards recorded from different perspectives: walking, riding a bicycle and driving a car; b) between participants with different user profiles: pedestrians, cyclists and drivers; c) between the two test blocks: the first evaluation only and the second combining evaluation with this complex intervention. We found modal bias effects in both Hazard Perception and Prediction; and in Risk Estimation.

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.

Dimensions of aberrant driving behaviors and their association with road traffic injuries among drivers

Objective

Road traffic injuries (RTIs) are recognized as one of the most important causes of morbidity and mortality throughout the world, especially in developing countries. Human behavior is reportedly one of the critical factors in the occurrence of such injuries. The purpose of this study is to evaluate the correlation of abnormal driving behaviors with the frequency and severity of RTIs among drivers in Hamadan, west of Iran.

Methods

The present cross-sectional study was conducted on 800 people driving, who were selected by multistage cluster sampling technique. Data were collected using a three-part self-administered questionnaire including demographic, social and driving characteristics; the Manchester driver behavior questionnaire (DBQ); as well as information on a history of the occurrence of the injuries caused by the crashes and the severity of them. Data were statistically analyzed using numerical indices, linear regression analysis, Pearson correlation, ordinal logistic regression model and multinomial logistic regression.

Results

The highest and lowest mean percentages of abnormal driving behavior were related to unintentional violations (19.13) and Lapses (16.44), respectively. "Changing radio stations and listening to music while driving", "overtaking a driver who drives slowly", and "unintentionally exceeding the speed limit" were the three highest behaviors associated with road traffic injuries, with the mean and standard deviation of (1.93 ± 1.4), (1.90±1.4), (1.58±1.3), respectively. Age, gender, educational level, driving experience and driving hours during the day were significantly associated with DBQ dimensions and severity of road traffic injuries.

Conclusions

The results of this study showed that socio-demographic characteristics were significantly correlated with driving behavior. In addition, driving behaviors were correlated with traffic crashes and the resulting injuries. The findings of this study can be utilized to develop driving behavior interventions among the drivers.

The fast and the furious-An experimental investigation of the pace of life and risky speed choice in traffic

Despite discernible improvements in the last decades, speeding is still a pertinent problem for road safety, fuel efficiency, and greenhouse gas mitigation. In order to understand individual speeding decisions, we need a better understanding of who speeds. In our paper, we test whether individuals' general pace of life is associated with speeding decisions. We use a novel speed-choice experiment that confronts participants with a scenario in which they repeatedly decide between driving fast or slow. This decision is associated with different accident risks. Before the experiment, each participant's pace of life was measured. Our results show that individuals with a slower pace of life are more likely to choose slow in the experiment and are also more likely to switch to slow, even when they had success by driving fast in the preliminary round. Therefore, individuals' pace of life may contribute to our understanding of speeding.

The effects of alcohol dose, exposure to an in-vehicle alcohol feedback device, and subjective responses to alcohol on the decision to drink-drive in young drivers

BACKGROUND

Several factors may influence the decision to drink-drive (DD) in young drivers, such as the amount of alcohol consumed, exposure to an in-vehicle alcohol feedback device, and subjective responses to alcohol. Understanding of their influence on DD is lacking and may be key for targeted intervention. This randomized controlled, double-blinded, driving simulation experiment tested three main hypotheses; young drivers are more likely to engage in DD with: i) lower alcohol dose; ii) lack of exposure to an in-vehicle alcohol feedback (FB) device; and iii) lower subjective responses to alcohol intoxication (SR). Interactions between the decision to DD and SR, FB and sex were also explored.

METHODS

Males (n = 80) and females (n = 80) aged 20-24 years old were randomly assigned to two conditions: i) alcohol dose (0.45 g/kg or 0.65 g/kg); and ii) exposure to an in-vehicle alcohol feedback device (no or yes). Assessment of participants' SR following alcohol intake was based upon two measures: i) subjective intoxication measured by the discrepancy between an objective measure of intoxication and their subjective estimate of intoxication; and ii) perception of capacity to drive safely under alcohol (for both variables, a higher score represents lower SR). Participants were then asked to make either a negative or positive decision to DD while confronted with time-based contingencies related to their decision. Logistic regression and moderation analyses tested hypotheses.

RESULTS

Approximately 60 % of participants decided to DD. Higher odds of DD were found in participants reporting higher capacity to drive (adjusted odds ratio [β] = 1.03, 95 % confidence interval [CI] = 1.01-1.05) and who were males (β  = 7.70; 95 % CI = 1.34-5.57). A main effect of either FB exposure or alcohol dose was not detected. Moderation analysis showed that lower SR, represented by higher perceived capacity to drive safely under alcohol was selectively predictive of greater likelihood of a decision to DD in participants not exposed to FB (effect = .054, p < .001, 95 % CI = .026-.083).

CONCLUSIONS

Lower SR was found to be associated with a greater likelihood of the decision to DD in young drivers, while exposure to an in-vehicle FB device had no effect on DD. Importantly, FB exposure appeared to disrupt the relationship between lower SR and the decision to DD, signaling that FB may be selectively effective for young drivers possessing lower SR. Future studies are needed to clarify whether FB technology, and other interventions, can be targeted to deter DD in the young drivers most likely to benefit.

A Generic Design of Driver Drowsiness and Stress Recognition Using MOGA Optimized Deep MKL-SVM

Driver drowsiness and stress are major causes of traffic deaths and injuries, which ultimately wreak havoc on world economic loss. Researchers are in full swing to develop various algorithms for both drowsiness and stress recognition. In contrast to existing works, this paper proposes a generic model using multiple-objective genetic algorithm optimized deep multiple kernel learning support vector machine that is capable to recognize both driver drowsiness and stress. This algorithm simplifies the research formulations and model complexity that one model fits two applications. Results reveal that the proposed algorithm achieves an average sensitivity of 99%, specificity of 98.3% and area under the receiver operating characteristic curve (AUC) of 97.1% for driver drowsiness recognition. For driver stress recognition, the best performance is yielded with average sensitivity of 98.7%, specificity of 98.4% and AUC of 96.9%. Analysis also indicates that the proposed algorithm using multiple-objective genetic algorithm has better performance compared to the grid search method. Multiple kernel learning enhances the performance significantly compared to single typical kernel. Compared with existing works, the proposed algorithm not only achieves higher accuracy but also addressing the typical issues of dataset in simulated environment, no cross-validation and unreliable measurement stability of input signals.

Associations between psychoactive substance use and sensation seeking behavior among drivers in Norway

Background/aim

Drug use and risky driving is associated with sensation seeking. The aim of this study was to investigate the association between use of psychoactive substances and levels of the sensation seeking personality trait as measured with the Brief Sensation Seeking Scale 4 among drivers in Norway.

Method

A cross-sectional design was applied to estimate the association between psychoactive substance use and sensation seeking behavior. Drivers in normal traffic were included in two roadside surveys: one in the north (September 2014 – October 2015) and the other in the south-east of Norway (April 2016 – April 2017). Oral fluid was analyzed for alcohol and psychoactive drugs, and data on sex, age and time of participation were recorded. Participants filled in the Brief Sensation Seeking Scale 4 questionnaire.

Results

A total of 8053 drivers were included, of which 32% were women and 62% were under 40 years. The prevalence of alcohol was 0.3%, stimulants 0.6%, tetrahydrocannabinol 1.4%, benzodiazepines and/or z-hypnotics 2.0% and polydrug use 0.6%. Associations were found between the use of tetrahydrocannabinol or benzodiazepines and/or z-hypnotics and a low score on the “thrill and adventure seeking” domain of the Brief Sensation Seeking Scale 4 (OR = 1.723, 95% C.I. = 1.001–2.966). Associations were also found between the use of stimulants and the highest scores on the “experience seeking” (OR = 2.085, 95% C.I. = 1.084–4.009) and “disinhibition” (OR = 4.791, 95% C.I. =1.748–13.135) domains of the Brief Sensation Seeking Scale 4. No associations were found between sensation seeking behavior and alcohol or polydrug use.

Conclusion

A high degree of sensation seeking was found among drivers who had used stimulating drugs, in contrast to drives who had used tetrahydrocannabinol and benzodiazepines and/or z-hypnotics who showed a low degree of sensation seeking. The combination of sensation seeking behavior and the use of stimulants might lead to increased risky behavior and thus traffic crashes.

Cortisol stress response predicts 9-year risky driving convictions in male first-time driving-while-impaired offenders

BACKGROUND

With driving while impaired by alcohol (DWI) representing a persistent burden on global health, better understanding and prevention of recidivism following a first-time DWI conviction are needed. Progress towards these goals is challenged by the marked heterogeneity in offender characteristics and a traffic safety literature that relies on subjective self-report measures and cross-sectional study designs. The present study tested the hypothesis that an objective neurobiological marker of behavioural maladjustment, the cortisol stress response (CSR), predicts future DWI and other traffic convictions over a 9-year follow-up period.

METHODS

One hundred thirty-two male first-time DWI offenders and 31 non-offender comparators were recruited and assessed at intake for their substance use, psychosocial and psychological characteristics and CSR. Traffic conviction data were obtained from provincial driving records. Survival analysis estimated the association between CSR and risk of a traffic conviction over time.

RESULTS

In support of our hypothesis, blunted CSR predicted traffic convictions during the follow-up duration. This effect generalized to both DWI offenders and non-DWI drivers. While CSR was lower in DWI offenders compared to non-offenders, it did not specifically predict recidivism in DWI offenders. Modelling results indicated that blunted CSR, along with DWI offender group membership, experience seeking and drug use frequency, may demarcate a high-risk driver phenotype.

CONCLUSIONS

CSR is a neurobiological marker of a driver phenotype with elevated generalized driving risk. For drivers with characteristics consistent with this phenotype, expanding the focus of intervention to address multiple forms of risky driving may be necessary to curb their overall threat to traffic safety.

Personality traits and risky behavior among motorcyclists: An exploratory study

BACKGROUND

Personality traits have been associated with a series of dysfunctional behaviors, ranging from violence to drug abuse and other risky behaviors. However, few studies have investigated motorcycle riders' personality traits, and no research using the psychobiological model of personality was found. Thus, we investigated the association between temperament and character traits and the occurrence of Motorcycle Accidents (MAs).

METHODS

This cross-sectional study was conducted with a randomly selected of 153 Brazilian motorcycle riders (116 male and 37 female) with a mean age of 31.8randomly selected from the driver's license register, between 2015 and 2018. A sociodemographic questionnaire and the Temperament and Character Inventory (TCI) were used.

RESULTS

Of the 153 participants, 146 (95.4%) reported having been involved in previous accidents, with the main causes as follows: "other drivers' careless behavior" (34.9%); "personal disrespect of traffic rules" (18.5%) and "personal careless behavior" (20.6%). Motorcyclists exhibited higher scores for the temperament factors of novelty seeking and persistence and lower scores for harm avoidance and reward dependence in comparison to the Brazilian population). Considering the reason for motorcycle use, the group of riders that used their motorcycles for work exhibited more temperament factors associated with risk behaviors than those who did not. It was observed that 68.9% of them had low Harm Avoidance (HA) factor scores, whereas 72.1% had high Novelty Seeking (NS) factor scores.

DISCUSSION

The present study highlighted the influences of different personality traits on behaviors, decision-making and risk attitudes that can be potentially harmful to an individual and others. The results provided evidence that a lack of knowledge and experience in riding a motorcycle or any other vehicle, combined with personality traits, contribute to the adoption of risky behaviors that may act as triggers for most causes of Motorcycle Accidents.

Social distance modulates the process of uncertain decision-making: evidence from event-related potentials

Purpose

Social distance affects risk perception in uncertain decision-making, but how this effect works and the mechanism of how social distance influences the early processing stages of uncertain decision-making are still unclear. This investigation aimed to explore how social distance influences risk-taking during uncertain decision-making using the Iowa Gambling Task with recording of event-related potentials.

Methods

A total of 57 healthy subjects (36 female) participated in the modified single-choice Iowa Gambling Task when they gambled based on three quantified social distances (self, friend, and stranger). The social distance between participant and beneficiary was quantified on a scale of 0–100 points, with 0 representing self, 5 representing a close friend, and 100 representing a stranger.

Results

Three stages of uncertain decision-making were analyzed. Behavioral results showed that social distance worked interactively with choice frame, and high social distance made people choose a more advantageous deck and a less disadvantageous deck than low social distance. The P300 in the choice-evaluation stage, which reflects stimulus discrimination, directly proved this result by showing that gambling for a stranger caused higher P300 when evaluating an advantageous deck and lower P300 when evaluating a disadvantageous deck than for others. Decision preceding negativity in the response-selection stage represents the anticipation of risky choices: this was larger with high social distance when choosing a disadvantageous deck. Feedback-related negativity and feedback-related P300 had motivational significance, showing smaller amplitudes when gambling for a stranger than for oneself.

Conclusion

These results provide evidence that social distance works interactively with choice frames of uncertain decision-making. People at high social distance are more risk-taking in an advantageous frame and more risk-avoid ant in a disadvantageous frame.

Meta-analysis of the correlation between personality characteristics and risky driving behaviors

BACKGROUND

A systematic review and meta-analysis was performed to determine the relationships risky driving behaviors (RDBs) have with the big five personality factors, sensation seeking and driving anger.

METHODS

The PubMed, EMBASE, Web of Science, Scopus, Psychinfo, and the Cochrane Library databases were systematically searched. All original studies were retrieved that assessed the relationships RDBs had with the big five personality factors, sensation seeking, and driving anger. Heterogeneity between studies was examined using the Cochran Q statistic and I2 tests. After applying Fisher's r-to-z transformation, the correlation coefficients (r) were summarized from each study and 95% confidence intervals (CIs) were estimated.

RESULTS

Overall, 22 studies were included in the meta-analysis, which included 11211 participants. The results showed that RDBs had a significant negative relationship with agreeableness (r -0.27; 95% CI, -0.36, -0.19; P less than 0.0001), but significant positive relationships with neuroticism (r 0.16; 95% CI, 0.03, 0.29; P=0.584), sensation seeking (r 0.28; 95% CI: 0.23, 0.33; P less than 0.0001) and driving anger (r 0.39; 95% CI: 0.14, 0.64; P=0.002). Conversely, RDBs were not significantly related to extraversion (r -0.01; 95% CI, -0.08, 0.05; P=0.705), conscientiousness (r -0.05; 95% CI, -0.21, 0.12; P=0.584), or openness (r -0.06; 95% CI, -0.12, 0.00; P=0.065).

CONCLUSIONS

Therefore, it appears that individuals most likely to engage in risky driving behaviors would be low in agreeableness, but high in neuroticism, sensation seeking and driving anger.

A Systematic Review and Meta-Analysis of Decision-Making in Offender Populations with Mental Disorder

Decision-making has many different definitions and is measured in varied ways using neuropsychological tasks. Offenders with mental disorder habitually make disadvantageous decisions, but no study has systematically appraised the literature. This review aimed to clarify the field by bringing together different neuropsychological measures of decision-making, and using meta-analysis and systematic review to explore the performance of offenders with mental disorders on neuropsychological tasks of decision-making. A structured search of PubMed, Embase, PsycINFO, Medline, Cinahl was conducted with additional hand searching and grey literature consulted. Controlled studies of decision-making in offenders with evidence of any mental disorder, including a validated measure of decision-making were included. Total score on each relevant decision-making task was collated. Twenty-three studies met inclusion criteria (n = 1820), and 10 studies (with 15 experiments) were entered into the meta-analysis (n = 841). All studies included in the meta-analysis used the Iowa Gambling Task (IGT) to measure decision-making. Systematic review findings from individual studies showed violent offenders made poorer decisions than matched offender groups or controls. An omnibus meta-analysis was computed to examine performance on IGT in offenders with mental disorder compared with controls. Additionally, two sub-group meta-analyses were computed for studies involving offenders with personality disorder and psychopathy, and recidivists who were convicted of Driving While Intoxicated (DWI). Individual studies not included in the meta-analysis partially supported the view that offenders make poorer decisions. However, the meta-analyses showed no significant differences in performance on IGT between the offender groups and controls. Further research is required to ascertain whether offenders with mental disorder have difficulty in making advantageous decisions. An analysis of cause and effect and various directions for future work are recommended to help understand the underpinning of these findings. Trial Registration: CRD42018088402.

Simulated Driving Performance, Self-Reported Driving Behaviors, and Mental Health Symptoms in Adolescent Novice Drivers

BACKGROUND

Risky driving behaviors contribute to adolescent injury, disability, and death, yet little is known about how mental health factors are associated with adolescent driving behaviors.

OBJECTIVES

The purpose of the research was to determine the association of risky driving behaviors and mental health symptoms in novice adolescent drivers.

METHODS

We recruited a convenience sample (n = 60) of adolescents to complete an assessment of driving performance errors in a high-fidelity simulator (Simulated Driving Assessment [SDA] Error Score) and a self-report measure of risky driving (Behavior of Young Novice Drivers Survey [BYNDS]). Participants also completed a mental health assessment of self-reported symptoms of depression (Center for Epidemiologic Studies-Depression Scale) and attention-deficit/hyperactivity disorder (ADHD; inattention and hyperactivity-impulsivity), conduct disorder, and oppositional defiant disorder (Conners-3 self-report and parent report). We evaluated the cross-sectional relationships between SDA Error Score, BYNDS, and mental health survey data with descriptive statistics, bivariate correlations, and linear regression.

RESULTS

In linear regression models, higher self-reported inattentive ADHD T-scores were associated with higher SDA Error Score (model adjusted R = .20). Higher self-reported T-scores of hyperactive-impulsive ADHD and conduct disorder were associated with higher BYNDS total scores (model adjusted R = .32). Parent report measures were not associated with adolescent BYNDS total score or SDA Error Score.

DISCUSSION

These data highlight the association of risky driving with adolescent symptoms of inattention, hyperactivity, and conduct disorder. The early stage of independent driving is an important time for addressing the relationship between driving performance and mental health conditions.

To Brake or Not to Brake? Personality Traits Predict Decision-Making in an Accident Situation

Many situations require decisions to be made in very little time—in emergency or accident situations such decisions will carry potentially harmful consequences. Can we predict how people react in such situations from their personality traits alone? Since experimental tests of accident situations are not possible in the real world, existing studies usually employ text-based surveys or post-situation assessments, making predictions and generalization difficult. In the present study, we used virtual reality to create a more life-like situation in order to study decision-making under controlled circumstances. In our experiment, participants trained in an immersive car simulation to complete a race-course as fast as possible. In the testing phase, pedestrians appeared on the course without warning, forcing participants to react. The experiment used a one-shot design to avoid pre-meditation and to test naïve, rapid decision-making. Participants' reactions could be classified into two categories: people who tried to brake, and people who potentially endangered pedestrians by not braking or conducting hazardous evasion maneuvers. Importantly, this latter group of participants scored significantly higher on psychopathy-related traits among a set of personality-related factors. Additional personality factors, as well as age, gender, gaming expertise, and driving experience did not significantly influence participants' decision-making. This result was true for both a Korean sample (N = 94) and an independently-tested German sample (N = 94), indicating cross-cultural stability of the results. Overall, our results demonstrate that decision-making in an extreme, simulated accident situation is critically influenced by personality traits.

Predictive factors associated with driving under the influence among Brazilian drug-using drivers

The incidence of driving under the influence of psychoactive substances (DUI) and its recidivism can be curtailed by the proper identification of specific and predictive characteristics among drug users. In this sense, interpersonal violence (IV), psychiatric comorbidity and impulsivity seem to play an important role in DUI engagement according to previous studies. There are, however, limited data originated from low and middle income countries. In the present study, drug-using Brazilian drivers reporting DUI (n = 75) presented a higher prevalence of bipolar disorders (BD; DUI: 8% vs. non-DUI: 0%, p < 0.001), lower prevalence of obsessive-compulsive disorder (OCD; DUI: 0% vs. non-DUI: 12.6%, p < 0.001), and higher prevalence of childhood trauma (DUI: 65.3% vs. non-DUI: 46.8%, p = 0.022) than those not reporting DUI (n = 79). The evaluation of impulsivity though the Barratt Impulsivity Scale, which give impulsivity scores ranging from 30 to 120, showed higher impulsivity scores in the DUI group (80.4 ± 8) than in the non-DUI group (77.2 ± 10, p = 0.045). In general, subjects were young adults (mean age of 36 ± 9 years), Caucasians (58.4%), not married (61.0%), and with elementary schooling (40.3%) with no significant differences in demographic characteristics between drivers with and without DUI behavior. A multiple Poisson regression model showed that individuals reporting IV as perpetrators and history of childhood trauma were more likely to report DUI (PR: 1.66, 95%CI 1.22-2.7; PR: 1.57, 95%CI 1.02-2.42, respectively). The overlapping of violent situations (childhood trauma, IV and DUI) in some individuals presented here corroborates literature data suggesting that DUI can be an externalizing expression of a range of risky behavior, such as impulsiveness and aggressiveness. Moreover, while BD and higher impulsivity scores seem to act as risk factors for DUI, OCD was shown as a protective factor. These results corroborate the hypothesis that individuals with high risk for DUI could probably be identified by multidimensional assessment of cognitive, risky taking, and personality traits, which perhaps could facilitate the development of focused interventions.

Effects of socio-demographic, personality and mental health factors on traffic violations in Chinese bus drivers

The present study aims to determine the association between bus drivers' socio-demographic characteristics, personality traits, mental health and traffic violations. This case-control study included 596 bus drivers who were recruited during October 2014 to May 2016, including 295 drivers with traffic violations and 301 drivers without traffic violations. The bus drivers' personality traits and mental health were assessed by the Eysenck Personality Questionnaire (EPQ) and the Symptom Checklist (SCL-90-R). Drivers aged 26-35 years were 72% less likely to be involved in traffic violations compared to drivers aged ≤25 years (OR:0.284,95%CI:0.137-0.586). Drivers with ≤2 years driving experience were associated with almost a three-fold increased risk of traffic violations compared to ≥21 years driving experience (OR:3.174,95%CI:1.097-9.187). The OR value decreased with the increase of annual income (OR:4.631,95%CI:2.667-8.042;OR:3.569,95%CI:2.038-6.251;OR:3.781,95%CI:1.999-7.151). Occasionally drinking drivers and regularly drinking drivers, compared to nondrinking drivers, exhibited a higher risk of traffic violations (OR:2.487,95%CI:1.521-4.065;OR:3.271,95%CI:1.387-7.716).Extroversion and neuroticism were identified as significant factors associated with traffic violations (OR:1.262,95%CI:1.145-1.393;OR:1.159,95%CI:1.060-1.267).Somatization increased eleven-fold risk of bus drivers' traffic violations (OR:11.185,95%CI:4.563-27.419). The results revealed that bus drivers' traffic violations were mainly affected by specific socio-demographic characteristics, personality traits and mental health, which increase the risk of traffic violations.

Young male drivers' perceptions of and experiences with YouTube videos of risky driving behaviours

OBJECTIVE

YouTube features millions of videos of high risk driving behaviours and negative consequences of high risk driving ("fails"), such as injuries or deaths. Unfortunately, no information is available on YouTube viewership of these types of sites or on the effects of these videos on viewers. The purpose of this study was to examine young male drivers' perceptions of and experiences with YouTube videos of risky driving behaviours.

METHODS

Using an exploratory qualitative descriptive approach, three 2-hour focus groups were conducted with young men 18-30 years of age to determine: (i) if they watch and share YouTube videos, including high risk driving videos; (ii) what effects high risk driving videos have on them and others and whether YouTube videos of negative consequences discourage high risk driving.

RESULTS

Participants indicated three uses for YouTube; it has replaced television watching and provides entertainment and information. Motivations of both risky drivers in videos and viewers to engage in high risk driving activities included person characteristics (e.g., sensation seeking and responsivity to financial rewards for high view count videos) and socio-environmental factors (e.g., peer pressure). Most indicated that they would not try to imitate the risky behaviours exhibited in videos, although a few had tried to copy some risky driving moves from videos.

CONCLUSIONS

Social, not mass media is now the common information and entertainment source for young people. YouTube videos of high risk driving are common and ubiquitous. Findings from these focus groups suggest that viewers could influence subsequent content of social media videos and reciprocally, videos could influence behaviours of some viewers, particularly young male viewers.

Relationship Between the Incidence of Road Traffic Accidents, Psychological Characteristics, and Genotype in Bus Drivers in a Chinese Population

Background

The aim of this study was to determine the association between the incidence of road traffic accidents, psychological characteristics, and genotype in bus drivers in a Chinese population.

Material/Methods

Bus drivers who had been involved in road traffic accidents (n=106) (the study group), and bus drivers with no history of road traffic accidents (n=106) (the control group) completed demographic questionnaires, the Eysenck Personality Questionnaire (EPQ) and the Type-A behavior pattern (TABP) evaluation. Serum 5-hydroxytryptamine (5-HT) (serotonin), and 5-hydroxytryptophan (5-HTP) levels were measured by high-performance liquid chromatography-fluorescent detection (HPLC-FLD). Serotonin transporter promoter-linked polymorphism region (5-HTTLPR) and the 521 C/T single nucleotide polymorphism (SNP) in the regulatory region of the dopamine D4 receptor gene (DRD4-521 C/T) were measured using polymerase chain reaction-restriction fragment length polymorphism (PCR-RFLP).

Results

After accounting for potential confounders, extroversion, psychopathy, neuroticism and time hurrying (impatience) were significant factors associated with road traffic accidents in bus drivers (adjusted OR: 1.268, 95% CI: 1.133–1.419; adjusted OR: 1.177, 95% CI: 1.028–1.347; adjusted OR: 1.092, 95% CI: 1.005–1.187; adjusted OR: 1.123, 95% CI: 1.025–1.230, respectively). Reduced serum levels of 5-HT and 5-HTP were significantly associated with the incidence of road traffic accidents (adjusted OR: 0.985, 95% CI: 0.973–0.997; adjusted OR: 0.982, 95% CI: 0.969–0.994, respectively).

Conclusions

Psychological characteristics associated with the 5-HTTLPR and DRD4-521 C/T genotypes, including extroversion, psychopathy, neuroticism, and time hurrying (impatience), and low serum levels of 5-HT and 5-HTP in bus drivers were associated with an increased risk of road traffic accidents.

Testosterone, Cortisol and Financial Risk-Taking

Both testosterone and cortisol have major actions on financial decision-making closely related to their primary biological functions, reproductive success and response to stress, respectively. Financial risk-taking represents a particular example of strategic decisions made in the context of choice under conditions of uncertainty. Such decisions have multiple components, and this article considers how much we know of how either hormone affects risk-appetite, reward value, information processing and estimation of the costs and benefits of potential success or failure, both personal and social. It also considers how far we can map these actions on neural mechanisms underlying risk appetite and decision-making, with particular reference to areas of the brain concerned in either cognitive or emotional functions.

The Self-perception of Text-message Dependency Scale (STDS): Psychometric update based on a United States sample

BACKGROUND

Some have suggested that text messaging is an addictive behavior. However, this characterization is uncertain, partly due to lack of well-validated measures of text messaging attitudes and behaviors. One standard instrument for measuring text messaging attitudes and behaviors is the Self-perception of Text-message Dependency Scale (STDS), though the psychometric properties of this scale have only been examined with a sample of Japanese youth.

OBJECTIVES

The primary objective of this study was to evaluate the STDS in the United States to determine its utility as a measure of text messaging dependence. We were interested in examining the factor structure and determining the extent to which this scale would correlate with two important outcome measures: motor vehicle accidents (MVAs) and moving violations.

METHODS

We analyzed data from 468 adults (age 18-74; 274 women) recruited via Amazon's Mechanical Turk (mTurk) service. Participants completed the STDS and provided information about their driving-related incidents in the past year.

RESULTS

First we performed a confirmatory factor analysis, which supported the instrument's original factor structure. Then we tested the relationship between scores on the STDS and two important variables, MVAs and moving violations. We found that the STDS significantly correlated with both MVAs and moving violations.

CONCLUSION

The present study confirms that the STDS is a potentially useful instrument for studying texting dependence in the United States and with adults of all ages. The instrument may be particularly useful in predicting motor vehicle outcomes.

Health promotion in young people: Identifying the predisposing factors of self-care health habits

Unhealthy behaviors are strongly associated with chronic diseases, disabilities, or mortality. Identifying the predisposing factors that influence on self-care healthy habits will improve an early detection of high-risk groups. Four hundred and sixty-six Spanish young people aged 18-25 years were assessed. Global perceived health self-care was predicted by Value of health and Conscientiousness, both in females (R² = 0.185; F = 29.661; p < 0.001) and males (R² = 0.154; F = 17.849; p < 0.001). The results have shown gender differences in health self-care habits. Health promotion policies should include specific health consciousness-based strategies.

Sensation Seeking, Non-contextual Decision Making, and Driving Abilities As Measured through a Moped Simulator

The general aim of the present study was to explore the relations between driving style (assessed through a moped riding simulator) and psychological variables such as sensation seeking and decision making. Because the influences of sensation seeking and decision making on driving styles have been studied separately in the literature, we have tried to investigate their mutual relations so as to include them in a more integrated framework. Participants rode the Honda Riding Trainer (HRT) simulator, filled in the Sensation Seeking Scale V (SSS V), and performed the Iowa Gambling Task (IGT). A cluster analysis of the HRT riding indexes identified three groups: Prudent, Imprudent, and Insecure riders. First, the results showed that Insecure males seek thrills and adventure less than both Prudent males and Insecure females, whereas Prudent females are less disinhibited than both Prudent males and Insecure females. Moreover, concerning the relations among SSS, decision making as measured by the IGT, and riding performance, high thrill and adventure seekers performed worse in the simulator only if they were also bad decision makers, indicating that these two traits jointly contribute to the quality of riding performance. From an applied perspective, these results also provide useful information for the development of protocols for assessing driving abilities among novice road users. Indeed, the relation between risk proneness and riding style may allow for the identification of road-user populations who require specific training.

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.

A Personalidade na Tomada de Decisão com o Iowa Gambling Task: Uma Revisão Integrativa

RESUMO O Iowa GamblingTask (IGT), apesar de amplamente utilizado na avaliação da tomada de decisão, apresenta uma grande variabilidade nos resultados. Pretende-se com este trabalho proceder a uma revisão integrativa da literatura que relacione a personalidade com o desempenho no IGT, de modo a identificar o papel dessa variável nesse desempenho. Para o efeito, foram selecionados e analisados 74 estudos referenciados na Web of Science e na b-on. Os resultados evidenciam alguma inconsistência e algumas relações não lineares entre variáveis, embora o mau desempenho no IGT surja associado mais frequentemente à dimensão neuroticismo, ansiedade, impulsividade, variáveis socioeconômicas e ao fator antissociabilidade na psicopatia e dependência de substâncias. À luz desses resultados, sugerem-se algumas orientações para a pesquisa na área.

The Cognitive and Psychological Factors (Personality, Driving Behavior, and Mental Illnesses) As Predictors in Traffic Violations

Objective: Driving is a complex behavior and is affected by several factors. This cohort study aimed at representing the main determinants such as personality features, driving behavior, and mental illnesses on driving violation based on logistic regression. Method: In this cohort study, 800 heavy truck and lorry drivers were recruited. Participants were selected from those individuals who referred to Imam Sajjad hospital in Tehran, Iran during fall 2013 to summer 2015. Manchester Driving Behavior Questionnaire (MDBQ), Big Five Personality Test (NEO Personality Inventory), and SADS (Semi-Structural Interview) were used in this study. After 2 years, we checked all traffic violations caused by human factors involving the drivers. SPSS Version 18 was used for data analysis; t test and logistic regression (OR) was also used. Results: The findings of the present study revealed significant differences between the 2 groups of drivers (those who were and were not involved in driving offenses) with respect to controlling the effective and demographic variables. Moreover, it was found that depression and anxiety could increase the chance of accidents (2.4 and 2.7 accidents odds, respectively) (P = 0.04, P = 0.004). Furthermore, just neuroticism could increase 1.1 odds of traffic offences (P = 0.009), but other personality traits did not have an effect on the equation. Conclusion: Consistent with previous examinations, some mental disorders may affect traffic violations. Considering the magnitude and sensitivity of driving behavior, it is essential to evaluate multiple psychological factors in drivers before and after receiving or renewing their driver's licenses.

Expressing Anger Is More Dangerous than Feeling Angry when Driving

Anger is an emotion that drivers often feel and express while driving, and it is believed by researchers to be an important cause of dangerous driving behavior. In this study, the relationships between driving trait anger, driving anger expression, and dangerous driving behaviors were analyzed. The Driving Anger Scale (DAS) was used to measure driving trait anger, whereas the Driving Anger Expression (DAX) Inventory was used to measure expressions of driving anger. A sample of 38 drivers completed the DAS, DAX, and a driving simulation session on a simulator where their driving behaviors were recorded. Correlation analysis showed that the higher scores on the DAS were associated with longer durations of speeding in the simulator. The more participants expressed their anger in verbal and physical ways, the more likely they were to crash the virtual vehicle during the simulation. Regression analyses illustrated the same pattern. The findings suggest that, although trait anger is related to speeding, the passive expression of anger is the real factor underling traffic accidents. This study extends findings about the predictive effects of self-report scales of driving behaviors to behaviors recorded on a simulator. Thus, if in traffic safety propaganda, guiding drivers to use positive ways to cope with driving anger is recommended by our findings.