The role of impulsivity, attentional bias and decision-making styles in risky driving behaviors among male drivers in tehran

Background: Road accidents are a major cause of deaths, injuries, and financial losses globally, especially in developing countries. Iran is one of the countries with a high rate of road accidents causing considerable damage in different domains. Therefore, in order to tackle this problem, we need to examine its causes. Objectives: The aim of the present study was to examine the association of risky driving behavior with impulsiveness, attentional bias, and decision-making styles. Methods: Thiswasa descriptive-correlational study. The sample included 117 maledrivers, aged 20-34 years, attending car insurance agencies in Tehran. The participants were selected using the convenience sampling method. The data were gathered using the Manchester Driver Behavior Questionnaire (DBQ), the Barratt Impulsiveness Scale (BIS), the Decision-Making Style Scale (DMS), and the Dot Probe Task to assess attentional bias. All the analyses were performed using SPSS, version 22. Results: According to the results of the Pearson correlation coefficient, risky driving behavior was significantly correlated with impulsiveness subscales (P < 0.01) and attentional bias (P < 0.05). In addition, significant relationships were observed between risky driving behaviors and three decision-making styles, including rational (P < 0.05), spontaneous (P < 0.01), and avoidant (P < 0.01). Conclusions: Based on the study results, impulsivity, decision-making styles, and attentional bias as factors influencing drivers' cognitive skills related to driving, could explain the increase in the frequency of risky driving behavior. © 2020, Author(s)

Difficulties in Emotion Regulation and Optimistic Bias in Young Drivers’ Risky Driving Behaviors

Risky driving behavior is the most dominant human error among young novice drivers. This research's objective was to find the correlation between difficulties in emotion regulation and optimistic bias towards risky driving behavior of teenagers. Sample was Senior High School students from grade 10 to 11 S who drove private vehicles on a daily basis (N=160). Instruments used were modified Behavior of Young Novice Drivers' Scale (BYNDS), modified Difficulties in Emotion Regulation Scale (DERS) and optimistic bias scale. Hypotheses were tested using multiple regression analysis. Results showed that there was a positive and significant correlation between difficulties in emotion regulation and optimistic bias towards risky driving behavior (F (2, 157) = 47.846; p < .01). Bigger contribution was found on difficulties in emotion regulation, indicating that teenagers while driving, relied more on their emotion regulation abilities than their awareness of driving risks

Lifestyle and chronic illness: Variables affecting risk perception.

Despite efforts to inform the public of prominent health hazards, a substantial proportion of the Canadian population still engages in unhealthy behaviours. Theories of health behaviour propose that perceived vulnerability to negative health outcomes influences the likelihood of engaging in healthy behaviours. However, research has demonstrated that people can be optimistic when making risk predictions for negative health outcomes, and perceive that bad things are less likely to happen to them. This phenomenon has been called unrealistic optimism (Weinstein, 1980), and has been demonstrated for a wide variety of events with respect to comparative risk judgments. A major goal of the present research was to develop a path model that would explain determinants of risk perception. Incorporating new variables above and beyond those previously studied was an important focus in building on the foundation of results from previous research. Male and female undergraduates completed questionnaires asking for comparative risk judgments for getting chronic diseases in the future, their perception of control for preventing these conditions, as well as their experience with them. In addition, participants completed measures of lifestyle, impulsivity, health value, and time perspective. Consistent with hypotheses, a significant optimistic bias was demonstrated for five of seven chronic conditions. Further, three alternative path models were specified; results showed that one offered a good fit in the present sample. Further, most paths were significant in the hypothesized direction. The final path model demonstrated that control, experience, health behaviours, and health value were all directly and significantly linked to risk perception in the hypothesized directions whereas time perspective and impulsivity variables affected health behaviours and health value.Dept. of Psychology. Paper copy at Leddy Library: Theses & Major Papers - Basement, West Bldg. / Call Number: Thesis2005 .P535. Source: Dissertation Abstracts International, Volume: 67-07, Section: B, page: 4093. Thesis (Ph.D.)--University of Windsor (Canada), 2005

Factors influencing drivers' queue-jumping behavior at urban intersections: A covariance-based structural equation modeling analysis

Queue-jumping is widely acknowledged as one of the most vexing driving behaviors and a prevalent traffic violation at urban intersections in China, exerting detrimental effects on both traffic operational efficiency and safety. To investigate the motivational factors underlying drivers' queue-jumping behavior at urban intersections, a questionnaire was designed to collect data based on an extended theory of planned behavior (TPB). A total of 427 valid responses were received through an online self-reported questionnaire survey conducted in China. The Pearson's chi-square test was employed to examine potential demographic disparities in self-reported queue-jumping behavior among drivers at urban intersections. Covariance-based structural equation modeling (CB-SEM) with bootstrapping was utilized to elucidate the impact of various factors on drivers' engagement in queue-jumping behavior. The findings revealed significant gender and age differences regarding drivers' propensity for queue-jumping at urban intersections, with male and young drivers exhibiting higher inclination compared to female and older counterparts, respectively. Furthermore, the extended TPB effectively accounted for both behavioral intention and actual occurrence of queue-jumping among drivers at urban intersections. Behavioral intention (β = 0.391, p = 0.002) and perceived behavior control (β = 0.282, p = 0.002) emerged as influential determinants of queue-jumping. Among all influencing factors shaping drivers' behavioral intention toward engaging queue-jumping at urban intersections, attitude (β = 0.316, p = 0.005) proved to be the most significant factor followed by perceived risk (β = 0.230, p = 0.001), moral norms (β = 0.184, p = 0.002), subjective norms (β = 0.175, p = 0.002), and perceived behavior control (β = 0.122, p = 0.05). These results offer valuable insights for urban road traffic managers seeking effective strategies for public awareness campaigns as well as practical intervention measures aimed at curbing improper driving behavior of queue-jumping at urban intersections

Inhibitory Control Training and Disruptive Behaviour in Young People

Objective: Adolescence is a period of crucial neuropsychological development. Executive control functions (ECF) develop during adolescence and are constructs involving the planning, initiation, and regula¬tion of goal-directed behaviour. ECFs include impulse control critical for behavioural regulation. Training approaches for improving inhibitory control (IC) and impulsivity in young people (YP) are in their infancy, although some positive effects have been found in adults. This research aimed to test the hypothesis that IC intervention would improve IC and impulsivity (direct, near and far-transfer effects) and improve behavioural-control (mid and far-transfer effects) in YP. Methods: Six healthy YP, aged 11-16 years, attending mainstream education, participated in this single-case, multiple-baseline experimental design. The participants completed assessments at three phase-change points and completed continuous measures of their own impulsivity and behaviour goals. Each participant completed a baseline and intervention phase of differing randomised lengths within the 20 day study. The data were analysed visually using non-parametric tests of difference, randomisations tests and indices of reliable change. Results: IC and impulsivity were not observed to improve with intervention based on direct and far-transfer effects and limited improvement was observed based on near-transfer effects. Overall, behavioural control was not observed to improve with intervention based on near and far-training effects, but limited improvements were observed for some individual participants. Conclusion: The intervention was not observed to be effective in reducing IC or improving behavioural control overall, with very limited effects found in individual cases, which are discussed in directions for future research

Job-related factors that predict the psychological health and well-being of urban taxi drivers

A vast body of research conducted over several decades has established that (a) psychological stress is a major occupational health problem, and (b) drivers in the transport industry are one of several occupational groups who report disproportionately high levels of work-induced stress and psychological ill health. Although the psychological health of truck, coach and urban bus drivers has been studied extensively over the past three decades, the taxi industry has not received the same level of research scrutiny. Only two studies have investigated the effects that driving a taxi has on drivers’ psychological health and well-being. These studies identified potential job-related factors that may influence drivers’ health. The present research aimed to further contribute to knowledge by investigating job-related environmental, organisational and individual factors and their effects on the levels of depression, anxiety, stress and well-being of a sample of taxi drivers in the Brisbane metropolitan area. The theoretical framework for this research utilised Karasek’s (1979) job demand-control model of job strain. In essence, jobs in which demands are high and control is low create an increased level of job strain, which can manifest as psychological illness and a diminished sense of job-related well-being. In addition to the job demands and job control environmental factors, the individual factors of driver aggression, risk-taking and coping strategies, and the organisational factor of safety climate, were incorporated into a proposed ‘extended Karasek model’ in order to more accurately predict the psychological health and well-being of the taxi drivers

Roadside experiences of parents of children with developmental coordination disorder and/or attention deficit hyperactivity disorder

Introduction: Pedestrians are a vulnerable group at the roadside and previous research has identified that children with DCD and ADHD are at a heightened risk of pedestrian injuries. Despite this, limited research has explored parental perspectives of the pedestrian risks faced by children with DCD and/or ADHD. Understanding parents’ perspectives provides a unique insight into the challenges children face every day and the concerns that parents perceive regarding their children’s safety as pedestrians. Therefore, the aim of this study was to explore parents’ perspectives of the pedestrian risks faced by their children with DCD and/or ADHD. Methods: Semi-structured interviews were conducted with 14 parents of primary school and early secondary school aged children with age range 7–17. The participants were divided into three groups based on their children’s conditions: DCD group (10–17 years, n = 3), ADHD group (7–13 years, n = 5), and co-occurring group (7–16 years, n = 6). All parents confirmed an existing diagnosis and completed the SNAP-IV and DCDQ as screening tools. The interviews explored parents’ perspectives regarding their children’s pedestrian behaviors, parents’ concerns and preventative measures taken to improve the pedestrian safety of their children with DCD and/or ADHD. Reflexive thematic analysis was undertaken to analyze the interviews, from which three themes were developed. Results: The first theme related to the challenges experienced by children at the roadside; parents emphasized the significance of structured and controlled pedestrian crossing sites, underlining their preference for designated crossings as safer options due to their heightened perceptions of risk associated with other road-crossing locations. The second theme: parental concerns and influences on children’s road safety referred to their children’s performance and safety at the roadside, leading to increased monitoring and a more protective approach to road crossing. The third theme: road safety education related to various strategies parents implemented to mitigate risks, while balancing independence and prioritizing their safety. Discussion: While there were commonalities in the challenges faced by children with DCD and/or ADHD at the roadside, there were also notable differences. Parents of children with DCD discussed challenges with spatial awareness and motor skills, whereas parents of children with ADHD discussed challenges with impulsivity and inattention. Parents of children with co-occurring DCD and ADHD described a complex interplay of these challenges. It is evident from the interviews that children with DCD and/or ADHD require a distinct approach to develop their pedestrian skills effectively and parents reported specific strategies they used to address the risks associated with their children’s roadside behavior. Promoting pedestrian safety for children with DCD and/or ADHD necessitates collaboration among parents, schools and local authorities to implement comprehensive measures ensuring their safety. These findings contribute to understanding parental experiences and needs, providing valuable guidance for targeted interventions and policies to enhance the road safety of children with DCD and/or ADHD

Roadside experiences of parents of children with Developmental Coordination Disorder and/or Attention Deficit Hyperactivity Disorder

Introduction: Pedestrians are a vulnerable group at the roadside and previous research has identified that children with DCD and ADHD are at a heightened risk of pedestrian injuries. Despite this, limited research has explored parental perspectives of the pedestrian risks faced by children with DCD and/or ADHD. Understanding parents’ perspectives provides a unique insight into the challenges children face every day and the concerns that parents perceive regarding their children’s safety as pedestrians. Therefore, the aim of this study was to explore parents’ perspectives of the pedestrian risks faced by their children with DCD and/or ADHD. Methods: Semi-structured interviews were conducted with 14 parents of primary school and early secondary school aged children with age range 7–17. The participants were divided into three groups based on their children’s conditions: DCD group (10–17 years, n = 3), ADHD group (7–13 years, n = 5), and co-occurring group (7–16 years, n = 6). All parents confirmed an existing diagnosis and completed the SNAP-IV and DCDQ as screening tools. The interviews explored parents’ perspectives regarding their children’s pedestrian behaviors, parents’ concerns and preventative measures taken to improve the pedestrian safety of their children with DCD and/or ADHD. Reflexive thematic analysis was undertaken to analyze the interviews, from which three themes were developed. Results: The first theme related to the challenges experienced by children at the roadside; parents emphasized the significance of structured and controlled pedestrian crossing sites, underlining their preference for designated crossings as safer options due to their heightened perceptions of risk associated with other road-crossing locations. The second theme: parental concerns and influences on children’s road safety referred to their children’s performance and safety at the roadside, leading to increased monitoring and a more protective approach to road crossing. The third theme: road safety education related to various strategies parents implemented to mitigate risks, while balancing independence and prioritizing their safety. Discussion: While there were commonalities in the challenges faced by children with DCD and/or ADHD at the roadside, there were also notable differences. Parents of children with DCD discussed challenges with spatial awareness and motor skills, whereas parents of children with ADHD discussed challenges with impulsivity and inattention. Parents of children with co-occurring DCD and ADHD described a complex interplay of these challenges. It is evident from the interviews that children with DCD and/or ADHD require a distinct approach to develop their pedestrian skills effectively and parents reported specific strategies they used to address the risks associated with their children’s roadside behavior. Promoting pedestrian safety for children with DCD and/or ADHD necessitates collaboration among parents, schools and local authorities to implement comprehensive measures ensuring their safety. These findings contribute to understanding parental experiences and needs, providing valuable guidance for targeted interventions and policies to enhance the road safety of children with DCD and/or ADHD

Predicting young driver behaviour from pre-driver attitudes, intentions and road behaviour

Drivers under 25 years are over-represented in global road accident statistics. The Theory of Planned Behaviour (TPB) has been used to identify individuals who are likely to engage in behaviours, such as speeding, which are associated with increased accident involvement. In an attempt to investigate adolescents‟ attitudes and behaviours from pre- to post-driver training, the studies presented incorporate past behaviour into the TPB. Three questionnaire-based studies were conducted in Scotland and New Zealand. The first study explored adolescent pre-drivers‟ road behaviour, driving attitudes and speeding intentions. Adolescents‟ with the greatest speeding intentions frequently engaged in high-risk road behaviour and had more accepting attitudes towards driving violations. The second study explored the development of attitudes and intentions from pre- to post-driver training. Drivers who frequently violated reported more accepting attitudes towards violations and engagement in frequent high-risk road behaviours as pre-drivers. The third study assessed the stability of pre-drivers‟ driving attitudes and speeding intentions. Adolescents‟ attitudes and intentions fluctuated significantly; however, males reported riskier driving attitudes and greater speeding intentions. This research suggests that the role of road safety education and pre-driver interventions on future driving behaviour has been under-estimated. Interventions that simultaneously reinforce safe road practices and motivate the reduction of dangerous practices will influence the future of adolescents as safe drivers

Eye quietness and quiet eye in expert and novice golf performance: an electrooculographic analysis

Quiet eye (QE) is the final ocular fixation on the target of an action (e.g., the ball in golf putting). Camerabased eye-tracking studies have consistently found longer QE durations in experts than novices; however, mechanisms underlying QE are not known. To offer a new perspective we examined the feasibility of measuring the QE using electrooculography (EOG) and developed an index to assess ocular activity across time: eye quietness (EQ). Ten expert and ten novice golfers putted 60 balls to a 2.4 m distant hole. Horizontal EOG (2ms resolution) was recorded from two electrodes placed on the outer sides of the eyes. QE duration was measured using a EOG voltage threshold and comprised the sum of the pre-movement and post-movement initiation components. EQ was computed as the standard deviation of the EOG in 0.5 s bins from –4 to +2 s, relative to backswing initiation: lower values indicate less movement of the eyes, hence greater quietness. Finally, we measured club-ball address and swing durations. T-tests showed that total QE did not differ between groups (p = .31); however, experts had marginally shorter pre-movement QE (p = .08) and longer post-movement QE (p < .001) than novices. A group × time ANOVA revealed that experts had less EQ before backswing initiation and greater EQ after backswing initiation (p = .002). QE durations were inversely correlated with EQ from –1.5 to 1 s (rs = –.48 - –.90, ps = .03 - .001). Experts had longer swing durations than novices (p = .01) and, importantly, swing durations correlated positively with post-movement QE (r = .52, p = .02) and negatively with EQ from 0.5 to 1s (r = –.63, p = .003). This study demonstrates the feasibility of measuring ocular activity using EOG and validates EQ as an index of ocular activity. Its findings challenge the dominant perspective on QE and provide new evidence that expert-novice differences in ocular activity may reflect differences in the kinematics of how experts and novices execute skills