驾驶行为特性与人格特征关系研究

为了开展驾驶行为特性与人格特征关系的研究,选用26名被试人员,运用自主研 发的驾驶员综合能力测试系统,利用数理统计规律,研究被试者复杂反应、速度估计与 人格特征之间的关系。结果表明:在相同的试验环境下,所有被试者在伴有蜂鸣声时复 杂反应错误次数明显多于无蜂鸣声时;男女驾驶员在复杂反应时间方面表现出显著性差 异, 而在复杂反应错误次数方面未表现出明显差异;男女驾驶员在速度估计方面未表现 出显著性差异,但部分驾驶员表现出过高或过低估计速度的倾向;复杂反应指数和速度 估计指数与驾驶员的攻击性、独立性和敢为性之间存在着较强的正相关性,与社会向性 、稳定性之间存在着较强的负相关性;男性驾驶员表现出较强的攻击性、敢为性和独立 性,而女性驾驶员表现出较强的稳定性和社会向性。自主研发的系统能有效地分析了驾 驶行为特性与人格特征之间的内在关系,可以检测出潜在的事故倾向性大的驾驶员,有 利于减少交通事故的发生。     

Driver personality characteristics related to self-reported accident involvement and mobile phone use while driving

A causal model was developed in this study to clarify the effect of mobile phone use on driving safety. Based on the model, a series of questionnaires were developed, and 194 car drivers were interviewed based on these questionnaires. Results showed that perceived risk and mobile phone usage habits varied with different individual traits. Drivers who were prone to accidents revealed a lower perception of safety risks and a higher self-reported accident rate resulting from mobile phone use than those who were not accident-prone. Aggressive drivers were found to use mobile phones more frequently while driving but had a similar accident rate to non-aggressive drivers. Frequency in mobile phone use while driving significantly increased among aggressive male drivers regardless of accident proneness. Findings from this study imply that the perceived risk of drivers might be an ignored but important factor in the relationship between mobile phone use and driving safety. Because of the difficulty in practically identifying who is accident-prone or not, this study suggests that overall prohibition in mobile phone use while driving is needed to reduce the corresponding number of traffic accidents.     

The effects of personality and gender on risky driving behaviour and accident involvement

The present study investigates the effects of personality traits and gender on risky driving behaviour and accident involvement. A sample of Norwegian adolescents in two Norwegian counties participated (n = 1356). Anxiety was significantly correlated to excitement-seeking and risky driving behaviour, and excitement-seeking was significantly correlated to risky driving behaviour and collisions. Through a regression analysis, personality traits and gender were found to explain 37.3% of the variance in risky driving behaviour. However, the relations were not very strong, and the personality traits did only explain a moderate part of the variance. Possible explanations for this as well as methodological considerations are discussed. Directions for further research are suggested.     

The sex disparity in risky driving: A survey of Colombian young drivers

Objective: The overrepresentation of young drivers in poor road safety outcomes has long been recognized as a global road safety issue. In addition, the overrepresentation of males in crash statistics has been recognized as a pervasive young driver problem. Though progress in road safety evidenced as a stabilization and/or reduction in poor road safety outcomes has been made in developed nations, less-developed nations contribute the greatest road safety trauma, and developing nations such as Colombia continue to experience increasing trends in fatality rates. The aim of the research was to explore sex differences in self-reported risky driving behaviors of young drivers, including the associations with crash involvement, in a sample of young drivers attending university in Colombia.

Methods: The Spanish version of the Behaviour of Young Novice Drivers Scale (BYNDS-Sp) was applied in an online survey to a sample of 392 students (225 males) aged 16–24 years attending a major university. Appropriate comparative statistics and logistic regression modeling were used when analyzing the data.

Results: Males reported consistently more risky driving behaviors, with approximately one quarter of all participants reporting risky driving exposure. Males reported greater crash involvement, with violations such as speeding associated with crash involvement for both males and females.

Conclusion: Young drivers in Colombia appear to engage in the same risky driving behaviors as young drivers in developed nations. In addition, young male drivers in Colombia reported greater engagement in risky driving behaviors than young female drivers, a finding consistent with the behaviors of young male drivers in developed nations. As such, the research findings suggest that general interventions such as education, engineering, and enforcement should target transient rule violations such as speeding and using a handheld mobile phone while driving for young drivers in Colombia. Future research should investigate how these interventions could be tailored specifically for the Colombian cultural context, including how their effects can be evaluated, prior to implementation.     

Conscientious personality and young drivers' crash risk

Introduction: Personality characteristics are associated with many risk behaviors. However, the relationship between personality traits, risky driving behavior, and crash risk is poorly understood. The purpose of this study was to examine the association between personality, risky driving behavior, and crashes and near-crashes, using naturalistic driving research methods. Method: Participants' driving exposure, kinematic risky driving (KRD), high-risk secondary task engagement, and the frequency of crashes and near-crashes (CNC) were assessed over the first 18 months of licensure using naturalistic driving methods. A personality survey (NEO-Five Factor Inventory) was administered at baseline. The association between personality characteristics, KRD rate, secondary task engagement rate, and CNC rate was estimated using a linear regression model. Mediation analysis was conducted to examine if participants' KRD rate or secondary task engagement rate mediated the relationship between personality and CNC. Data were collected as part of the Naturalistic Teen Driving Study. Results: Conscientiousness was marginally negatively associated with CNC (path c = − 0.034, p = .09) and both potential mediators KRD (path a = − 0.040, p = .09) and secondary task engagement while driving (path a = − 0.053, p = .03). KRD, but not secondary task engagement, was found to mediate (path b = 0.376, p = .02) the relationship between conscientiousness and CNC (path c′ = − 0.025, p = .20). Conclusions: Using objective measures of driving behavior and a widely used personality construct, these findings present a causal pathway through which personality and risky driving are associated with CNC. Specifically, more conscientious teenage drivers engaged in fewer risky driving maneuvers, and suffered fewer CNC. Practical Applications: Part of the variability in crash risk observed among newly licensed teenage drivers can be explained by personality. Parents and driving instructors may take teenage drivers' personality into account when providing guidance, and establishing norms and expectations about driving.     

The impact of intersection design on simulated driving performance of young and senior adults

PURPOSE: The Federal Highway Administration (FHWA) proposed guidelines for highway design to increase the safe driving ability of older drivers; however, little empirical evidence exists to support the effectiveness of these guidelines. The purpose of this study was to investigate the effects of implementing these guidelines (in 4 pairs of intersections) on safe driving performance of older and younger drivers using a high-fidelity driving simulator. DESIGN AND METHODS: We replicated four intersection pairs (improved versus unimproved) in a high-fidelity, virtual reality driving simulator. Simulator scenarios were created from actual road locations, replicating road geometrics and traffic control devices. The simulator's controls were integrated with an actual vehicle to make the driving experience as realistic as possible. Kinematic measures were obtained from the simulator in conjunction with driving errors recorded by trained driving evaluators sitting in the cab of the car. Thirty-nine subjects, 19 younger and 20 older adults, participated in the study. RESULTS: For the kinematic data we found greater lateral control, as indicated by significantly smaller maximum yaw during the turn phase, at all of the improved intersections when compared to the unimproved intersections. We found some significant age differences, but mostly in only one of the intersection-pairs. For the behavioral data, there were significant differences in driving errors between improved and unimproved intersections in two intersection-pairs; however, there were no significant differences in driving errors between the older and younger drivers. IMPLICATIONS: The findings suggest that both young and older drivers may benefit from roadways with safety features recommended by the FHWA guidelines as indicated by the increased lateral control of the vehicle when negotiating these intersections. These findings generate critical information for those involved in the design of roadway systems.     

The impact of roadway intersection design on driving performance of young and senior adults

OBJECTIVE: To test the effectiveness of the FHWA guidelines for intersection design. METHODS: In an experimental design we used kinematics measures from an instrumented vehicle and behavioral (error) data collected during on-road evaluations to quantify the effects of improved versus unimproved intersections (turn phase) and to determine if these intersections were safer (vehicular stability and driver confidence) for both older (65-85 years) and younger (25 -45) drivers. We analyzed kinematics data with a 2 x 2 repeated measures ANOVA and behavioral data (driving errors yes, no) with Wilcoxon sign rank test (within subject variable: intersection improved vs. unimproved) and Wilcoxon rank sum test (between subject variable: age, younger vs. older driver). RESULTS: Kinematics measures (turn phase), showed three maneuvers had statistically significantly lesser side forces (measured by lateral acceleration and combined acceleration) for the improved conditions, and four maneuvers had statistically significantly greater, yet appropriate, speeds for the improved conditions. Lesser side forces indicated improved lateral stability and increased speed indicated greater confidence. Drivers made fewer errors on two of the improved intersections; but across all maneuvers, older drivers appeared to make fewer errors on the improved intersections. CONCLUSIONS: This study brings empirical intersection design and safety information for engineers and city planners to consider as they plan and develop intersections. Future researchers may want to use the conceptual and analytical framework of this study to determine the effectiveness of other FHWA guidelines. Given that these intersection design guidelines benefit younger and older drivers alike, plausible policy-making opportunities are opened in the design of safe roadway systems, to benefit the broad spectrum of adult drivers.     

Protective factors associated with young passenger intervening in risky driving situations

IntroductionWhile the negative influence of passengers on driving is usually studied, young passengers may protect against young drivers' crash involvement by speaking out and trying to stop unsafe driving behavior. This study sought to examine psychosocial constructs of young passengers who are likely to intervene in their friends' risky driving.MethodUniversity students aged 17 to 25 years who were single (n = 123) or in a romantic relationship (n = 130) completed an online survey measuring protective factors.ResultsThe combination of individual, friend and (for participants in a relationship) romantic partner protective factors predicted self-reported passenger intervening intentions.Impact on IndustrySince peer passengers often increase young drivers' crash risk, research on passenger intervening has significant implications for road safety strategies. The findings provide support for the operationalization of protective factors in strategies that target passenger intervening behavior.     

The characteristics of young Indigenous drink drivers in Queensland,Australia

Objective: This study investigates the prevalence and characteristics of first drink driving convictions among young Aboriginal and Torres Strait Islander (Indigenous) Australians (aged from 14 to 24) and considers some of the risk factors associated with recidivism.

Methods: Convictions recorded between 2006 and 2013 were extracted from the Queensland Department of Justice and Attorney General database. Convictions were regrouped by gender, age, Accessibility/Remoteness Index of Australia classification, and sentence severity. Chi-square analyses and logistic regression were conducted to identify group differences in offense characteristics for gender and recidivism (recidivists versus nonrecidivists).

Results: The sample consisted of 1,583 individuals (74.1% males) convicted in the 8-year period. Gender comparisons showed that there was no significant difference in age at time of first offense, blood alcohol concentration (BAC) level at apprehension, or type of penalty received between males and females. However, males received larger fines and longer periods of license disqualification. Comparisons for reoffending and non-reoffending revealed that males, drivers aged 14–17 years of age and 18 to 20 years of age, and inner regional drivers were more likely to reoffend.

Conclusions: There were limited differences between females and males or recidivists and nonrecidivists at first conviction. Convictions for drink driving may provide an opportunity for early alcohol intervention with Indigenous young drivers (<20 years) because it is likely to be an individual's first alcohol-related conviction.     

Examination of personality traits and social problem-solving skills of individuals whose driving licenses have been confiscated due to drunk driving

Objective: Drunk driving is one of the major behavioral issues connected with problematic alcohol consumption. The objective of this study was to evaluate the relationship between personality traits and social problem-solving skills of individuals who drive while intoxicated.

Method: One hundred forty-four individuals apprehended twice while driving drunk and sent to a driver behavior training program (9 females and 135 males) participated in our study. The Eysenck Personality Questionnaire Revised–Abbreviated (EPQ-RA) composed of 4 subscales (Extroversion, Neuroticism, Psychoticism, and Lying) and the Social Problem Solving Inventory (SPSI) composed of 7 subscales (Cognitive, Emotion, Behavior, Problem Definition and Formulation, Creating Solution Options, Solution Implementation and Verification, and Decision Making) were used to evaluate the participants.

Results: A positive relationship was found between the Extroversion subscale of the EPQ-RA and the Cognition subscale (P <.01), Emotion subscale (P <.01), Behavior subscale (P <.01), Generation of Alternatives subscale (P <.01), Decision Making subscale (P <.05), and Solution Implementation and Verification subscale (P <.01). For individuals who repeated intoxicated driving, all subscales of the EPQ-RA (Extroversion, Lying, Neuroticism, and Psychoticism subscales) explained 12% of the scores of the Cognition subscale and 16.2% (P <.001) of the Emotion subscale of the SPSI. There was no significant relationship between the first and second incident alcohol blood levels (P >.05).

Conclusion: Drinking and driving behaviors appear to be negative or maladaptive behaviors closely related to personality traits and may represent an effort to avoid negative emotions. Evaluation of negative emotions may have an important place in training programs intended to change drunk driving behavior.     

Supervisor role overload and frustration as antecedents of abusive supervision: The moderating role of supervisor personality

The current research explores supervisor‐level antecedents of abusive supervision in the workplace. Specifically, this study introduces affective events theory to the abusive supervision literature to suggest that supervisor role overload, a work‐related event, leads to supervisor frustration. As an intense negative emotional reaction, frustration, in turn, triggers supervisors to exhibit abusive behaviors in the workplace. Supervisor personality traits—namely, neuroticism, conscientiousness, and agreeableness—are also posited to moderate these hypothesized relationships. Specifically, neuroticism is expected to moderate the relationship between role overload and frustration while conscientiousness and agreeableness are expected to moderate the relationship between frustration and abusive supervision. Ultimately, we propose and examine a moderated‐mediation model. Multisource field data demonstrate general support for the hypothesized relationships. We conclude with theoretical and practical implications as well as future research avenues. Copyright © 2016 John Wiley & Sons, Ltd.     

Learning from errors: The role of context,emotion, and personality

This research focused on the relationship between negative emotionality and learning from errors. Specifically, negative emotionality was expected to impair learning from errors by decreasing motivation to learn. Perceived managerial intolerance of errors was hypothesized to increase negative emotionality, whereas emotional stability was proposed to decrease negative emotionality. All the hypotheses were tested in a laboratory simulation. Contrary to the prediction, a positive association was found between negative emotionality and motivation to learn. The effects of perceived managerial intolerance of errors and emotional stability on negative emotionality were as predicted. Moreover, exploratory data analyses were conducted at the level of specific negative emotions and revealed differentiated effects of specific negative emotions on learning from errors. Copyright © 2010 John Wiley & Sons, Ltd.     

女性驾驶人特性与行为机制研究现状及展望

为系统地认识女性驾驶人的驾驶特性,分析其驾驶行为,从女性驾驶人交通事故数据统计、致因和心理、生理、“药驾”等因素,梳理国内外女性驾驶人驾驶特性及行为机制的研究成果,总结主流研究角度、方法和内容,并展望其未来研究趋势。对文献的梳理和分析表明:导致女性驾驶人交通事故的因素主要包括人格、认知等心理特征和视觉能力、应激反应等生理特征,同时“药驾”也影响着驾驶特性与行为。剖析了女性驾驶人特性及行为机制研究目前存在的不足之处,对未来的研究提出了建议。并针对女性驾驶人群体在各种道路交通环境中开展有效的模拟驾驶培训和教育,进而全面提升中国女性驾驶人的交通安全水平。     

Traffic climate and driver behaviors: The moderating role of driving skills in Turkey and China

Introduction: While road traffic accidents and fatalities are a worldwide problem, the rates of road traffic accidents and fatalities show differences among countries. Similarly, driver behaviors, traffic climate, and their relationships also show differences among countries. The aim of the current study is to investigate the moderating effect of driving skills on the relationship between traffic climate and driver behaviors by country. (Turkey and China). Method: There were 294 Turkish drivers and 292 Chinese drivers, and they completed the Traffic Climate Scale, the Driving Skills Inventory, and the Driver Behavior Questionnaire. The moderated moderation analyses were conducted with Hayes PROCESS tool on SPSS. Results: The results showed that safety skills moderated the relationship between internal requirements and violations both in Turkey and China. Safety skills also moderated the relationship between internal requirements and errors only in China and the relationship between functionality and violations in Turkey. Perceptual-motor skills moderated the relationships between external affective demands and errors, and also the relationship between internal requirements and positive driver behaviors in Turkey. It can be inferred that driving skills has different influences on traffic climate-driver behaviors relationship in different cultures and there might be cultural differences in the evaluation of drivers’ own driving skills. Practical Applications: Among driving skills, safety skills have a more critical role to increase road safety by decreasing number of violations. Interventions to increase safety skills of drivers might be promising for road safety.     

Thrill and adventure seeking in risky driving at work: The moderating role of safety climate

Introduction Within many industrialized countries, the leading cause of worker fatalities and serious injuries can be attributed to road trauma. In non-occupational research, high levels of sensation seeking personality, and specifically thrill and adventure seeking, have been associated with risky driving behaviors. In work driving literature, high organizational safety climate has been associated with reduced risky driving in work drivers. However, the extent that factors such as safety climate and thrill seeking interact in regard to work driving safety remains unclear, and the current research examined this interaction. Methods A total of 1,011 work drivers from four organizations participated in the research. Surveys were distributed online and hardcopies were sent via mail. The survey included measures of thrill and adventure seeking, safety climate and work-related driving behaviors, as well as questions relating to participant demographics and information about their work driving. Results The results demonstrated that safety climate significantly moderated the effect of thrill and adventure seeking trait on driving errors, driving violations, and driving while fatigued. Conclusion These results suggest that the development of a strong safety climate has the potential to improve work driving safety outcomes by reducing the impact of particular personality traits such as thrill seeking within an organizational context. Practical application To improve work driving safety, organizations and management need to develop strategies to encourage and foster positive work driving safety climate, particularly within work settings that may attract thrill and adventure seeking employees.     

The burden of traumatic brain injury among adolescent and young adult workers in Washington State

ObjectiveThis study describes injury characteristics and costs of work-related traumatic brain injury (WRTBI) among 16-24 year olds in Washington State between 1998 and 2008.MethodsWRTBIs were identified in the Washington Trauma Registry (WTR) and linked to workers' compensation (WC) claims data. Medical and time-loss compensation costs were compared between workers with isolated TBI and TBI with other trauma.ResultsOf 273 WRTBI cases identified, most (61.5%) were TBI with other trauma. One-third of WRTBI did not link to a WC claim. Medical costs averaged $88,307 (median $16,426) for isolated TBI cases, compared to $73,669 (median $41,167) for TBI with other trauma.ConclusionsResults highlight the financial impact of WRTBI among young workers. Multiple data sources provided a more comprehensive picture than a single data source alone. This linked-data approach holds great potential for future traumatic occupational injury research.Impact on IndustryTBI among young workers not only involves long-term health and psychological impacts, but is costly as well.     

The antecedents,experience, and coping strategies of driver boredom in young adult males

IntroductionRoad crash statistics are evidence of the severe consequences resulting from human error, especially among young adult males. Drivers perform best and safest when they are adequately engaged in the driving task. Boredom and a lack of engagement in the driving task may cause risk taking and phone use. However, the antecedents to driver boredom, the subjective experience itself, as well as the coping strategies to combat boredom are not well understood. The aim of this study was to investigate these aspects.MethodWe carried out a qualitative study in a simulated, safe, yet highly immersive driving environment. The 24 participants included male drivers aged 18 to 25 susceptible to risky driving and phone use. A phenomenological framework was used to analyze their accounts of the experience of boredom while driving.ResultsResults indicate that situations giving rise to driver boredom include low traffic, slow or constant speed, and routine drives. Feelings comprising the experience were frustration, vigilance, relaxing, autopilot, mind wandering, and discomfort. Coping mechanisms manifest themselves in approach strategies related to the driving task such as speeding, which are often dangerous, and avoidance strategies, which include phone use.ConclusionsWe conclude that driver boredom bears similarities to the experience of boredom at work (unlike boredom at home) due to the situational constraints, where people feel stuck, trapped, or obliged to remain vigilant.Practical applicationsThe findings present an opportunity for the road safety and automotive technology community to address the issue of under-stimulation through safety interventions aimed at increased task engagement. Our work can also aid in investigating driver experiences in partially automated driving, which is likely to induce boredom as well.     

The confounding role of personality and trait affectivity in the relationship between job and life satisfaction

Previous research has demonstrated a strong positive relationship between job and life satisfaction. Traditionally, this relationship has been explained in terms of a spillover model, wherein job experiences spill over onto life, and vice versa. This study directly tests a different explanation for this relationship: personality traits that influence both job and life satisfaction. In a longitudinal test with multisource data, three typologies, which were shown by past research to be linked to both job and life satisfaction, were examined: Big Five, positive and negative affectivity, and core self‐evaluations. One hundred and fifty‐three university employees working in a diverse set of occupations were surveyed twice, with a six month time interval; the first survey also included a second questionnaire to be completed by a ‘significant other.’ Analyses of concurrent and prospective zero‐order and partial correlations, as well as structural equation modeling, supported the hypothesized confounding role of all three typologies, especially core self‐evaluations. Though controlling for personality reduced the magnitude of the job–life satisfaction relationship, it did not entirely eliminate it. Overall, the results suggest the presence of both dispositional and environmental factors in job and life satisfaction. Finally, implications for organizational practice and theory development are discussed. Copyright © 2002 John Wiley & Sons, Ltd.     

Re-education of young driving offenders; Effects on self-reports of driver behavior

Introduction

Offending drivers are often re-educated, but these courses have seldom been shown to have any safety effects.

Method

An on-line improvement course for offending drivers below the age of 25 was evaluated with several driver inventories.

Results

The drivers reported higher levels of aggression, stress, sensation seeking, drunk driving, and driving violations, six months after the course than before. However, these levels were lower than those of controls, indicating that the initially low levels for the education group were due to socially desirable responding, as measured by a lie scale, an effect that waned after the course.

Discussion

The results can be interpreted as a positive effect of the education, although this conclusion is tentative and not in agreement with all effects in the data.

Impact on industry

The results are in disagreement with previous evaluation studies using the same or similar instruments, and show the need to include controls for social desirability in self-report studies.