亲社会和攻击性驾驶行为量表的修订及信效度检验

目的修订驾驶员亲社会和攻击性驾驶行为量表并检验其信效度。方法采用中文版亲社会和攻击性驾驶行为量表对驾驶员进行测试,获得692份有效问卷。结果量表包括28个题目,分为2个维度,累计方差解释率为44.14%。量表的结构拟合度较好(CFI=0.90,TLI=0.92,RMSEA=0.051)。两个维度的内部一致性系数为0.87和0.90;与总分之间的相关系数为0.50和0.76,且Ps0.001。2个维度与大五人格量表各维度之间部分相关显著,表明量表具有良好的相容效度。结论修订后的驾驶员亲社会和攻击性驾驶行为量表信度和效度较好,可以作为测量我国驾驶员亲社会和攻击性驾驶行为的一个可靠而有效的工具。     

Aggressive driving: an observational study of driver, vehicle, and situational variables

Over 2000 aggressive driving behaviors were observed over a total of 72 h at six different sites. The behaviors selected for observation were those that are commonly included in "aggressive driving" lists, and they consisted of honking, cutting across one or more lanes in front of other vehicles, and passing on the shoulders. In addition, an exposure sample of 7200 drivers were also observed at the same times and places. Relative risks (RRs) and odds ratios (ODs) were calculated to show the relative likelihood that different drivers under different conditions will commit aggressive behaviors. The rate of aggressive actions observed in this study decreased from the most frequent behavior of cutting across a single lane, through honking, and to the least frequent behaviors of cutting across multiple lanes and passing on the shoulders. Relative to their proportion in the driving population, men were more likely than women to commit aggressive actions, and the differences increased as the severity of the action increased. Drivers who were 45 years old or older were less likely to drive aggressively than younger ones. The presence of passengers was associated with a slight but consistent reduction in aggressive driving of all types; especially honking at other drivers. There was a strong linear association between congestion and the frequency of aggressive behaviors, but it was due to the number of drivers on the road. However, when the value of time was high (as in rush hours), the likelihood of aggressive driving--after adjusting for the number of drivers on the road--was higher than when the value of time was low (during the non-rush weekday or weekend hours). The results have implications for driver behavior modifications and for environmental design.     

Differentiating risky and aggressive driving: Further support of the internal validity of the Dula Dangerous Driving Index

The Dula Dangerous Driving Index (DDDI) is a cross-cultural validated instrument that measures simultaneously various manifestations of behaviours, cognitions, and affects associated with dangerous driving. The aims of the study were to translate the DDDI into French and then to verify the validity and reliability of the French version of the scale by means of observed behaviours on a driving simulator, and of self-reported measures of driving behaviours, personality and sociodemographic characteristics. A first sample of 395 drivers completed self-reported questionnaires and a second sample of 75 male drivers also completed tasks on a driving simulator. A confirmatory factorial analysis supported the internal validity of the scale. Findings also show that the French version of the DDDI yields good internal consistency, concomitant and convergent validity for each subscale (risky driving, negative cognitive/emotional driving and aggressive driving) and total score. The scale was useful to differentiate sociodemographic and psychological profiles associated with each subscale.     

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

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

Differential impact of personality traits on distracted driving behaviors in teens and older adults

ObjectiveTo determine the impact of personality on distracted driving behaviors.MethodParticipants included 120 drivers (48 teens, 72 older adults) who completed the 45-item Big Five Personality questionnaire assessing self-reported personality factors and the Questionnaire Assessing Distracted Driving (QUADD) assessing the frequency of distracted driving behaviors. Associations for all five personality traits with each outcome (e.g., number of times texting on the phone, talking on the phone, and interacting with the phone while driving) were analyzed separately for teens and older adults using negative binomial or Poisson regressions that controlled for age, gender and education.ResultsIn teens, higher levels of openness and conscientiousness were predictive of greater reported texting frequency and interacting with a phone while driving, while lower levels of agreeableness was predictive of fewer reported instances of texting and interacting with a phone while driving. In older adults, greater extraversion was predictive of greater reported talking on and interacting with a phone while driving. Other personality factors were not significantly associated with distracted driving behaviors.ConclusionsPersonality traits may be important predictors of distracted driving behaviors, though specific traits associated with distracted driving may vary across age groups. The relationship between personality and distracted driving behaviors provides a unique opportunity to target drivers who are more likely to engage in distracted driving behavior, thereby increasing the effectiveness of educational campaigns and improving driving safety.     

Assessing dangerous driving behavior during driving inattention: Psychometric adaptation and validation of the Attention-Related Driving Errors Scale in China

Driver inattention is a significant cause of motor vehicle collisions and incidents. The purpose of this study was to translate the Attention-Related Driving Error Scale (ARDES) into Chinese and to verify its reliability and validity. A total of 317 drivers completed the Chinese version of the ARDES, the Dula Dangerous Driving Index (DDDI), the Attention-Related Cognitive Errors Scale (ARCES) and the Mindful Attention Awareness Scale (MAAS) questionnaires. Specific sociodemographic variables and traffic violations were also measured. Psychometric results confirm that the ARDES-China has adequate psychometric properties (Cronbach’s alpha = 0.88) to be a useful tool for evaluating proneness to attentional errors in the Chinese driving population. First, ARDES-China scores were positively correlated with both DDDI scores and number of accidents in the prior year; in addition, ARDES-China scores were a significant predictor of dangerous driving behavior as measured by DDDI. Second, we found that ARDES-China scores were strongly correlated with ARCES scores and negatively correlated with MAAS scores. Finally, different demographic groups exhibited significant differences in ARDES scores; in particular, ARDES scores varied with years of driving experience.     

Unlicensed driving and other related health risk behaviors: A study of Montana high school students

Purpose

Health risk behaviors tend to cluster in young people, not least among young drivers. Less is known about the health risk profile of young unlicensed drivers. This study investigates health risk behaviors among young unlicensed drivers compared to both their licensed and driving peers, and their non-driving peers.

Methods

High school students participating in the Youth Risk Behavior Surveillance System in Montana (US) and age-eligible to have a driver's license were studied (n = 5985), categorized according to their self-reported car driving and license practice (licensed driving, unlicensed driving, and non-driving). Ten health risk behaviors, of which four were related to car riding/driving, were considered. Multinomial logistic regression was used to compile sex-specific odds ratios (with 95% confidence intervals) of adopting those behaviors using licensed drivers as a reference and adjusting for age and race/ethnicity.

Results

Health risk behaviors tended to be more common among unlicensed drivers than other groups, although some behaviors were prevalent in all groups (i.e., alcohol use and lack of seat belt use). As a consequence, for both male and female students, there was a significant association between unlicensed driving and most health risk behaviors, except for being involved in a physical fight and riding with a drinking driver among female students.

Conclusions

Young unlicensed drivers are more likely than licensed drivers to adopt several health risk behaviors both in car driving/riding or otherwise, in particular alcohol use and cigarette smoking. This challenges any simplistic approach as unlicensed driving in youth is not an isolated act suggesting public health and traffic safety initiatives.     

驾驶行为量表(中国版)的制订及信效度检验

目的检验中文版驾驶行为量表(Driving Behavior Scale,DBS)在国内驾驶员群体中的信度、效度和适用性。方法采用中文版驾驶行为量表对360名驾驶员进行了测量,获得328份有效问卷,通过项目分析和因素分析,形成最终中文版量表。结果量表共有21个题目,分为3个维度:过度的安全/谨慎行为、驾驶功能缺陷和敌意/攻击行为。累计方差解释率为62.48%。量表的内部一致性系数为0.86,各个因素的内部一致性系数在0.81-0.93之间,P均0.001。修订后中文版驾驶行为量表各维度与驾驶安全态度量表各维度之间显著相关。这说明该量表的相容效度良好。结论最终中文版驾驶行为量表信效度良好,能够可靠而有效的测量国内焦虑驾驶行为。     

The relationship of dangerous driving with traffic offenses: A study on an adapted measure of dangerous driving

Using data from three different samples and more than 1000 participants, the current study examines differences in dangerous driving in terms of age, gender, professional driving, as well as the relationship of dangerous driving with behavioral indicators (mileage) and criteria (traffic offenses). The study uses an adapted (Romanian) version of the Dula Dangerous Driving Index (DDDI, Dula and Ballard, 2003) and also reports data on the psychometric characteristics of this measure. Findings suggest that the Romanian version of the DDDI has sound psychometric properties. Dangerous driving is higher in males and occasional drivers, is not correlated with mileage and is significantly related with speeding as a traffic offense, both self-reported and objectively measured. The utility of predictive models including dangerous driving is not very large: logistic regression models have a significant fit to the data, but their misclassification rate (especially in terms of sensitivity) is unacceptable high.     

Effect of consecutive driving on accident risk: A comparison between passenger and freight train driving

This study combined driver-responsible accidents with on-board driving hours to examine the effect of consecutive driving on the accident risk of train operations. The data collected from the Taiwan Railway Administration for the period 1996–2006 was used to compute accident rates for varied accumulated driving hours for passenger and freight trains. The results showed that accident risk grew with increased consecutive driving hours for both passenger and freight trains, and doubled that of the first hour after four consecutive hours of driving. Additional accident risk was found for freight trains during the first hour due to required shunting in the marshalling yards where there are complex track layouts and semi-automatic traffic controls. Also, accident risk for train driving increased more quickly over consecutive driving hours than for automobile driving, and accumulated fatigue caused by high working pressure and monotony of the working environment are considered to be the part of the reason. To prevent human errors accidents, enhancing safety equipment, driver training programs, and establishing a sound auditing system are suggested and discussed.     

Development and evaluation of a Driving Observation Schedule (DOS) to study everyday driving performance of older drivers

This paper describes the development and evaluation of an on-road procedure, the Driving Observation Schedule (DOS), for monitoring individual driving behavior. DOS was developed for use in the Candrive/Ozcandrive five-year prospective study of older drivers. Key features included observations in drivers’ own vehicles, in familiar environments chosen by the driver, with start/end points at their own homes. Participants were 33 drivers aged 75+ years, who drove their selected route with observations recorded during intersection negotiation, lane-changing, merging, low speed maneuvers and maneuver-free driving. Driving behaviors were scored by a specialist occupational therapy driving assessor and another trained observer. Drivers also completed a post-drive survey about the acceptability of DOS. Vehicle position, speed, distance and specific roadways traveled were recorded by an in-vehicle device installed in the participant's vehicle; this device was also used to monitor participants’ driving over several months, allowing comparison of DOS trips with their everyday driving. Inter-rater reliability and DOS feasibility, acceptability and ecological validity are reported here. On average, drivers completed the DOS trip in 30.48 min (SD = 7.99). Inter-rater reliability measures indicated strong agreement between the trained and the expert observers: intra-class correlations (ICC) = 0.905, CI 95% 0.747–0.965, p < 0.0001; Pearson product correlation, r (18) = .83, p < 0.05. Standard error of the measurement (SEM), method error (ME) and coefficient of variation (CV) measures were consistently small (3.0, 2.9 & 3.3%, respectively). Most participants reported being ‘completely at ease’ (82%) with the driving task and ‘highly familiar with the route’ (97%). Vehicle data showed that DOS trips were similar to participants’ everyday driving trips in roads used, roadway speed limits, drivers’ average speed and speed limit compliance. In summary, preliminary findings suggest that DOS can be scored reliably, is of feasible duration, is acceptable to drivers and representative of everyday driving. Pending further research with a larger sample and other observers, DOS holds promise as a means of quantifying and monitoring changes in older drivers’ performance in environments typical of their everyday driving.     

A nationwide survey of self-reported red light running: measuring prevalence, predictors, and perceived consequences

A United States probability sample of 880 licensed drivers participated in a telephone survey of red light running perceptions and behaviors. Despite most drivers believing red light running was problematic and dangerous, approximately one in five respondents reported running one or more red lights when entering the last ten signalized intersections. Among several demographic and attitude variables, only age group predicted recent red light running. Specifically, younger respondents were more likely to be violators. Drivers also reported being more likely to run red lights when alone, and were typically in a hurry when speeding up to be beat red lights. Contrary to expectations, frustration was not as important for predicting red light running as it was for other driving behaviors, such as speeding, tailgating, weaving, and gesturing angrily at others. Additionally, drivers perceived and received few consequences for running red lights. Less than 6% had received a traffic ticket for red light running and most believed that police would catch less than 20% of violators. Slightly more than one in ten had been involved in a red light running crash. Respondents most commonly suggested legal initiatives to reduce red light running. Accordingly, we recommend traffic safety experts pursue interventions that apply immediate and consistent negative consequences to violators to change the public's red light running perceptions and behavior.     

Internal validation of near-crashes in naturalistic driving studies: A continuous and multivariate approach

Large naturalistic driving studies give extremely detailed insight into how traffic accidents happen and what causes them. However, even in very large studies there are only relatively few crashes. Hence one additionally selects and studies crash surrogates, so called “near-crashes”, i.e. situations when a crash almost happened. The selection procedures invariably entail severe risks of causing bias. In this paper we use extreme value statistics to develop two methods to study the extent and form of this bias. The methods are applied to a large naturalistic driving study, the 100-car study. Both methods identified a severe discrepancy between the rear-striking near-crashes and the rear-striking crashes. Perhaps surprisingly, one conclusion is that, for rear-striking and in this study, the crashes have little relevance for increasing traffic safety. We believe substantial efforts should be made to develop statistical methods for using near-crashes and crashes in future large naturalistic driving studies (such as the SHRP2 study).     

Exploring the effects of lifestyle, sleep factors and driving behaviors on sleep-related road risk: A study of Greek drivers

Purpose

The present study explored the effect of various lifestyle patterns and sleep-related factors on the sleep-related road risk. Sleep-related factors included daytime sleepiness, drowsy driving and quality/quantify of sleep.

Methods

A sample of 1366 non-professional drivers aged 19–65 was selected from the broader Athens area of Greece, using stratified random sampling. The questionnaire solicited information on the participants’ socio-demographic characteristics, driving background, lifestyle patterns, sleep quality and quantity, daytime sleepiness, drowsy driving behavior and sleep-related road risk.

Results

Sleep-related road risk was affected by gender, quantity of night sleep and drowsy driving behavior. Drowsy driving behavior was shown to be related to gender, daytime sleepiness, sleep quality and the lifestyle of “amusement”. Daytime sleepiness was correlated with sleep quality and the lifestyles of “amusement” and “sport”. Finally, sleep quality and quantity were significantly affected by the lifestyles of “amusement” and “yuppies-workaholic”.

Conclusion

The current study has identified a number of risk factors in sleep-related crash risk in the general population of drivers. By raising public awareness the health and safety community can play an important role in reducing, if not preventing, the consequences of this public health problem.     

Driver behavior in car-to-pedestrian incidents: An application of the Driving Reliability and Error Analysis Method (DREAM)

To develop relevant road safety countermeasures, it is necessary to first obtain an in-depth understanding of how and why safety-critical situations such as incidents, near-crashes, and crashes occur. Video-recordings from naturalistic driving studies provide detailed information on events and circumstances prior to such situations that is difficult to obtain from traditional crash investigations, at least when it comes to the observable driver behavior. This study analyzed causation in 90 video-recordings of car-to-pedestrian incidents captured by onboard cameras in a naturalistic driving study in Japan. The Driving Reliability and Error Analysis Method (DREAM) was modified and used to identify contributing factors and causation patterns in these incidents. Two main causation patterns were found. In intersections, drivers failed to recognize the presence of the conflict pedestrian due to visual obstructions and/or because their attention was allocated towards something other than the conflict pedestrian. In incidents away from intersections, this pattern reoccurred along with another pattern showing that pedestrians often behaved in unexpected ways. These patterns indicate that an interactive advanced driver assistance system (ADAS) able to redirect the driver's attention could have averted many of the intersection incidents, while autonomous systems may be needed away from intersections. Cooperative ADAS may be needed to address issues raised by visual obstructions.     

Preventing risky driving: A novel and efficient brief intervention focusing on acknowledgement of personal risk factors

Impulsive personality is an important predictor of risky driving. Acknowledging their impulsive tendencies may help novice drivers to drive more safely. The aim of this study was to evaluate the efficacy of a novel brief intervention targeting novice drivers’ risky behavior in traffic, taking into account potential moderator effects. Driving school students (n = 1866) were divided into an intervention group and a control group. The intervention consisted of a lecture and group work (1.5 h). Subjects’ traffic offenses and crashes were monitored during the following year using police and traffic insurance fund databases. The groups were similar in their baseline characteristics. The intervention group had half as many speeding violations in the year following the intervention compared with the controls. The proportion of speeders was significantly lower in the intervention group compared with the control group in subgroups of subjects with medium cognitive abilities and low or medium BIS-11 impulsiveness levels. In alpha_2A-adrenoceptor gene (ADRA2A) G allele carriers, general traffic risk and speeding decreased in response to the intervention, unlike in subjects with the CC genotype. It is concluded that brief interventions that are integrated into the driving education program and focus on personal psychological risk factors may be effective for improving traffic safety.     

Young novice drivers and the risky behaviours of parents and friends during the Provisional (intermediate) licence phase: A brief report

Purpose

While there is research indicating that many factors influence the young novice driver's increased risk of road crash injury during the earliest stages of their independent driving, there is a need to further understand the relationship between the perceived risky driving behaviour of parents and friends and the risky behaviour of drivers with a Provisional (intermediate) licence.

Method

As part of a larger research project, 378 drivers aged 17–25 years (M = 18.22, SD = 1.59, 113 males) with a Provisional licence completed an online survey exploring the perceived riskiness of their parents’ and friends’ driving, and the extent to which they pattern (i.e. base) their driving behaviour on the driving of their parents and friends.

Results

Young drivers who reported patterning their driving on their friends, and who reported they perceived their friends to be risky drivers, reported more risky driving. The risky driving behaviour of young male drivers was associated with the perceived riskiness of their fathers’ driving, whilst for female drivers the perceived riskiness of their mothers’ driving approached significance.

Conclusions

The development and application of countermeasures targeting the risky behaviour of same-sex parents appears warranted by the robust research findings. In addition, countermeasures need to encourage young people in general to be non-risky drivers; targeting the negative influence of risky peer groups specifically. Social norms interventions may minimise the influence of potentially-overestimated riskiness.     

The adsorption of O on (001) and (111) CdTe surfaces: A first-principles study

Density-functional theory and a pseudopotential plane-wave approach are employed to study the structural and electronic properties of oxygen on CdTe (001) and (111) surfaces. The energetically favored configuration for oxygen adsorption on CdTe (001) is that where the O adatoms are located at the Cd-terminated B site, while O adatoms are at the Cd-terminated H₃ site of CdTe (111) surface among the structures examined. Some possible surface defects are also examined on CdTe (001) and (111) surfaces. Oxygen can easily diffuse into the CdTe substrate at the (111) surface compared with the (001) surface.     

The Influence of Micro-Characteristics in Different Modes of Globalization of Innovation: A Comparative Study of Indian (Pune) and Chinese (Beijing) Firms

Since the seminal work of Archibugi and Michie (1995 Archibugi, D. and Michie, J. (1995) The globalisation of technology: a new taxonomy, Cambridge Journal of Economics, 19(1), pp. 121–140.[Web of Science ®] , [Google Scholar]) on the globalization of innovation, several authors have attempted to understand the complex relationship between innovation and internationalization. However, most tend to focus on industrialized countries, just one mode of globalization of innovation and often one traditional indicator of innovation, such as patents or R&;D investment, thus ignoring the complexity and multiple aspects of the phenomenon. This paper explores empirically the linkages between different modes of globalization of innovation and firms' micro-characteristics in two of the fastest growing emerging economies. We analyze three distinct modes of globalization of innovation: the global exploitation of innovation, the global sourcing of technology and global research collaboration. We then use primary data from Chinese and Indian firms belonging to three sectors (automotive components, software and green biotech) to explore the differences in the ways in which the firms located in these two economies globalize their innovatiton activities.