Aggressive Violations Research Articles

Self-reported driving behaviors as a function of trait anxiety

This study examined self-reported driving behaviors in 120 (Israeli) male drivers as a function of trait anxiety (TA). TA was assessed through the TA scale of the State-Trait Anxiety Inventory. For the analysis of driving behaviors, the present study used the Driver Behavior Questionnaire (DBQ) and adopted previous distinctions between four classes of behaviors within the DBQ: errors, lapses, ordinary violations and aggressive violations. Regression analyses revealed that level of TA had a significant direct positive effect on all dependent variables, suggesting riskier driving behaviors among high-anxious individuals. Significant logarithmic effects for all measures indicate that these aberrant driving behaviors increase more at increasing LTA-, than at increasing HTA-values. Consistent with the general adverse effects of anxiety on performance effectiveness, the present findings as well, are interpreted in the framework of theories which suggest that worries occupy the capacities of working memory, at the expense of the task to be performed. The positive relation between aggressive violations and TA is sought to reflect low levels of emotional adjustment among high-anxious individuals.

Safety and Security in Small-Scale Recovery Housing for People With Severe Mental Illness: An Inner-City Case Study

Safety and Security in Small-Scale Recovery Housing for People With Severe Mental Illness: An Inner-City Case Study

Cross-cultural differences in driving behaviours: A comparison of six countries

The first aim of the present study was to investigate the applicability of the three-factor structure (aggressive violations, ordinary violations, and errors) of the Manchester Driver Behaviour Questionnaire (DBQ) and then to compare these driving behaviours across the six countries (Finland, Great Britain, Greece, Iran, The Netherlands, and Turkey). The third aim of the present study was to evaluate the role of driving styles in the relationship between traffic cultures (countries) and the number of traffic accidents utilizing a mediational framework. The fourth aim of this paper was to investigate the relationship between the three factors of DBQ and the number of traffic accidents in each country. Two hundred and forty-two drivers were chosen from each of the six countries, matched for age and sex. The results of confirmatory factor analyses showed that the fit of the three-factor model of DBQ was partially satisfactory in each country. Exploratory factor analyses together with target (Procrustes) rotation and factorial agreement indexes showed that the “ordinary violations” factor was fully congruent and the “errors” factor was fairly congruent across countries. Reliabilities of the scales were at the same level as in the original British data. ANOVA results revealed differences between drivers from “safe” Western/Northern European and Southern European/Middle Eastern countries on DBQ items and scales. Results demonstrated that driving style mediates the relationship between traffic culture (i.e. country) and the number of accidents. Poisson and negative binomial regression analyses also showed that the importance of driver characteristics and behaviours in predicting the number of traffic accidents varies from country to country.

Spanish drivers and their aberrant driving behaviours

One of the most commonly used frameworks for investigating the relationship between self-reported driving behaviour and crash involvement is the Manchester Driver Behaviour Questionnaire (DBQ). However, in spite of the fact that Spain has a relatively large road safety problem (annually more than 5000 people die and over 150,000 are injured in traffic accidents), only one study could be found using the DBQ to measure aberrant driving behaviour in this country. In addition that research solely reported the frequencies of the different driving behaviours they measured. The current research attempted to fill this gap by administering a translated Spanish version of the DBQ to a sample of drivers in Spain. Although factor analysis produced a four factor solution, there were a number of departures from the expected factor structure. The most unusual finding was that the first factor contained a mixture of lapses and errors. This may indicate that either some of the meaning was lost in the translation into Spanish, or that the distinction between these two factors may not apply to Spanish drivers. The second factor was a strong violations factor and was constructed of violations and aggressive violations to do with getting somewhere in a hurry. The third factor once again confirmed that interpersonal violations are a separate entity from the other aggressive violations, meaning that this research did not support the “aggressive violations” factor. The fourth factor had very low internal reliability and contained only three lapses. However, in agreement with previous research, it was the violations factor which was predictive of crash involvement after the contributions of the demographic and descriptive variables had been partialled out.

Why are there sex differences in risky driving? the relationship between sex and gender‐role on aggressive driving, traffic offences, and accident involvement among young turkish drivers

AbstractThe aim of this study was to investigate how sex (male and female) and gender‐role (masculinity and femininity) and their interaction were associated with risky driving behaviors, traffic offences, and accident involvement among young Turkish drivers. Three‐hundred and fifty‐four young drivers (221 males and 133 females) filled in a form including the short form of Bem Sex‐Role Inventory (BSRI), the Driver Behaviour Questionnaire (DBQ), questions about a driver's accident history, and background information. The effects were tested on outcome variables by using hierarchical regression analysis. It was found that sex (being male) predicted only the ordinary violations. While masculinity score predicted positively the number of offences, and aggressive and ordinary (highway code) violations, femininity score predicted negatively the number of accidents and offences, aggressive and ordinary violations, and errors. The effect of interaction between masculinity and femininity was only found on the number of accidents and aggressive violations among young drivers. There was no significant interaction effect between sex and gender roles on criterion variables. Aggr. Behav. 00:1–12, 2005. © 2005 Wiley‐Liss, Inc.

A social psychological approach to driving violations in two Chinese cities

A questionnaire study conducted in two Chinese cities investigated the determinants of the respondents’ aberrant driving behaviours. The Chinese Driving Questionnaire (CDQ) was developed and a version of the Manchester Driver Behaviour Questionnaire (DBQ) containing an extended set of driving violations particularly relevant in China was also included. Factor analysis of the DBQ revealed four factors with Alpha values over .60, two of them violations and the other two lapses and errors. Factor analysis of the CDQ items also revealed four factors with Alpha values over .60, namely the sense of social hierarchy, potential road safety countermeasure, belief in interpersonal network, and challenging legitimate authority. The result of a correlation analysis of the DBQ and CDQ scales showed that while the two violation scales were significantly and positively correlated with the social hierarchy and interpersonal network scale, the two lapse and error scales basically were not. When the DBQ scales were regressed on demographic variables and CDQ scales, the results of the hierarchical regressions showed that the prediction of self-reported driving violations had been significantly improved by the addition of culture relevant factors measured in the CDQ, while there was no major change in the prediction of lapses and errors. Logistic regression analysis showed that aggressive violations made a significant contribution to traffic accident involvement, independent of the demographic variables. The present study also identified some potential road safety countermeasures, and suggested young female drivers, and drivers at their early thirties should be especially targeted in road safety campaign.

Aberrant driving behaviours amongst New Zealand truck drivers

Research using the driver behaviour questionnaire (DBQ) has found that aberrant driving behaviours can be categorised into: errors, lapses and violations (and aggressive violations, depending on the version of the DBQ used). There is also extensive evidence that it is only the `violations' score which is significantly correlated with, and predictive of, crash involvement. This consistency has been found both across different samples and different countries. However, recent research conducted on those driving cars in a work-related context has found a different factor structure and a different pattern of correlations with crash involvement. The present study extends this research by investigating the factor structure of the DBQ and the relationship between aberrant driving behaviour and crash involvement for a sample of truck drivers. Factor analysis yielded a four factor solution, that broadly replicated the four hypothetical factors (errors, lapses, violations and aggressive violations) found in the general driving population. Only the violations factor was found to be significantly predictive of crash involvement. This research provides evidence of the robust nature of the DBQ findings in populations other than the drivers of private motor vehicles.

Interpersonal violations, speeding violations and their relation to accident involvement in Finland

The aim of the present study was to replicate the distinction between errors, lapses and violations, and to identify aggressive violations from normal or highway code violations. Furthermore, the relationship of these behaviours with road traffic accidents was examined. A total number of 1126 Finnish drivers completed a questionnaire containing the Driver Behaviour Questionnaire (DBQ) with extended violations scale, and questions regarding background information, such as age, gender and mileage. Also, questions about previous accidents and fines were asked. Factor analysis showed that a four-factor structure seemed more appropriate than the earlier established three-factor structure. The four factors were errors, lapses, speeding violations and interpersonal violations. The two types of violations result from different motives, and seem to be associated with different kinds of affect. Both interpersonal and speeding violations were reported most by young males, which was consistent with earlier findings. Logistic regression analyses indicated that errors predicted active accident involvement after partialling out the effects of demographic variables, whereas interpersonal violations were positively related to involvement in passive accidents. This was presumably due to different reporting tendencies of respondents. Speeding tickets were predicted by speeding and interpersonal violations and lapses and penalties for speeding by both kinds of violations and errors. Penalties for speeding, parking and other offences were predicted by interpersonal violations. The implications of these results are discussed.

Self-reports of aberrant behaviour on the roads: errors and violations in a sample of Greek drivers

Recent studies have shown that unsafe driver acts can be classified into two distinct categories (i.e., errors and violations) entailing different measures for reducing road traffic accidents. A survey of over 1400 drivers in Greece is reported in which a variety of aberrant driving behaviours have been identified. The present study has confirmed the results of earlier studies in the driving populations of Britain, Australia and Sweden that errors and violations are the major determinants in the factor structure of aberrant behaviours. Three types of violations were identified including, highway code-, aggressive- and parking-violations (or situational violations). Mistakes and lapses were two major forms of errors. The factor analysis identified another two classes of behaviour that could not be accounted for very well by the error-violation distinction. One class of behaviours referred to a state of low preparedness and negligence while the other class referred to communication errors and ‘social disregard’ for the other road users. Each class of behaviour was found to have different demographic correlates. Finally, accident liability was predicted by self-reported tendency to commit highway-code violations, but not by tendency to make errors due to failures of judgement (i.e., mistakes) or lapses. Aggressive violations were significantly related to involvement in speeding convictions and law-breaking whilst highway-code violations were related to speeding convictions only.

Does traffic congestion increase driver aggression?

In his recent article about aggressive driving, David Shinar proposed that the classical frustration-aggression hypothesis (Dollard, J., Doob, L., Miller, N., Mowrer, O. & Sears, R. (1939). Frustration and aggression . New Haven, CN: Yale University Press) provides a useful tool for understanding driver aggression (Shinar, D. (1998). Aggressive driving: the contribution of the drivers and situation. Transportation Research Part F, 1 , 137–160). According to Shinar's (1998) application of the frustration–aggression hypothesis, driver aggression is caused by frustration because of traffic congestion and delays. In the present study, the relationships between exposure to congestion (rush-hour driving) and aggressive violations (DBQ) were investigated in Great Britain, Finland and the Netherlands. Partial correlations showed that the frequency of rush-hour driving did not correlate statistically significantly with driver aggression. Correlations between driving during rush-hour and aggression did not differ in magnitude from those between driving on country roads and aggressive violations. In addition, correlations between exposure to congestion and aggressive violations in countries with large number of vehicles per road kilometre (UK, Netherlands) were not higher than those in a sparsely populated country (Finland). These results from three countries suggest that congestion does not increase driver aggression as directly as suggested by Shinar (1998).

Dimensions of driver anger, aggressive and highway code violations and their mediation by safety orientation in UK drivers

Abstract Aggressive behaviour on the roads is reported to be on the increase. This study administered Driving Anger Scale ( Deffenbacher et al. (1994) . Development of a driving anger scale. Psychological Reports, 74 , 83–91.), the Driver Behaviour Questionnaire, and the Driving Skill Inventory to a sample of 270 British drivers. Factor analysis of the Driving Anger Scale items yielded three factors measuring anger generated by the reckless driving, direct hostility and impeded progress by others—contrary to the six subscales found with the original US sample. Younger drivers and low mileage drivers were more likely to exhibit all three types of driving anger, but no differences between male and female drivers were found. In addition, a driver’s safety orientation predicted (negatively) anger evoked by impeded progress and direct hostility whereas self-assessed perceptual-motor skills were positively related to anger generated by impeded progress. Both Highway Code and aggressive violations were significantly related to the anger factors, and, using the procedure by Baron and Kenny ( Baron & Kenny (1986) . The moderator–mediator variable distinction in social psychological research: conceptual, strategic, and statistical considerations. Journal of Personality and Social Psychology, 51 , 1173–1182.), the prediction of violating behaviour (Driver Behaviour Questionnaire) by reported anger was shown to be mediated by the self-assessed safety skill scale but not the perceptual-motor skill scale (Driver Skill Inventory), and moderated by neither. Implications for driver education countermeasures are noted.

Attitudinal predictors of interpersonally aggressive violations on the road

Aggressive driving behaviour was studied using a self-report questionnaire. Respondents were asked about their own behaviour on the road using a version of the Driver Behaviour Questionnaire which contained an extended set of driving violation items. Three violation factors were distinguished, providing support for the findings of Lawton, R., Parker, D., Manstead, A.S.R., and Stradling, S.G. (1997). The role of affect in predicting social behaviours: the case of road traffic violations. Journal of Applied Social Psychology, 27, 1258–1276). Respondents’ beliefs and attitudes towards two aggressive driving scenarios were measured, using Ajzen’s (1988)theory of planned behaviour model (Ajzen, I. (1988). Attitudes, personality and behavior. Milton Keynes, UK: Open University Press) supplemented by a measure of affective beliefs. In one scenario the driver was described as initiating an aggressive driving episode, and in the other as retaliating to the aggressive driving of another. Beliefs and attitudes in relation to the scenarios were found to be significantly predictive of own self-reported aggressive driving behaviour. It was shown that aggressive driving behaviour was particularly associated with relatively positive (or less negative) beliefs and attitudes in relation to the initiation of an aggressive driving episode.

The Role of Affect in Predicting Social Behaviors: The Case of Road Traffic Violations

Increasing support for the relationship between road traffic violations and accident liability has led to research focusing on the motivational factors that promote these behaviors. In Study 1, a large sample of young (17–40 years) drivers were asked to complete the Driver Behavior Questionnaire (DBQ; Parker, Reason, Manstead, & Stradling, 1995). Factor analysis revealed 3 factors: errors, highway code violations, and more interpersonally aggressive violations. In Study 2, a smaller sample of drivers was recruited (17–70 years) to investigate further this distinction between different types of violation and also the role of affect in predicting behavior. Factor analysis of a modified DBQ revealed 3 types of violation. Measures of positive affect were found to be good predictors of all 3 violation types. Discussion focuses on social psychological and applied implications.

Changes of Violence in Sport

In the course of a development sociological analysis the question is asked, if violence in sports in the course of civilization process increases or decreases. The seeming contradiction between the thesis of decrease of violence in sports and the thesis of increase of violence in sports is solved by differentiating between expressive, pleasant, affective violence on one hand and instrumental, affectless, rational violence on the other. It can be seen that within long term development trends in society of increasing control of affects and monopolizing violence, ex pressive violence in sports is more and more repressed, tamed, i.e. compared to earlier forms of sports expressive violence in sports today has decreased. On the other hand change of sports towards success orientation, increasing economical, political, and public significance of sports leads to an increase of instrumental violence in the sense of a consciously planned, aggressive rule violation in the interest of higher aims. In contrast to this an analysis of development of female sports shows - because of the change in power balance between sexes, the change of female behavior standards - that in female sports as well an increase of instrumental as of expressive violence can be noted in the sense of an ad justment process to general social violence standards.

New bar stock valves for wide application

The primary purpose of this study was to develop a self-report questionnaire to assess the driving violations of Chinese motorcycle riders and evaluate its screening accuracy between accident-involved and accident-free motorcycle riders. A Chinese Motorcycle Rider Driving Violation (CMRDV) scale, consisting of 19 items, was developed and administered to a sample of motorcycle riders (n = 920). Exploratory factor analysis revealed a two-factor solution, which supported the theoretical premise that there are two types of driving violations, aggressive violations and ordinary violations, and that they also apply to motorcycle riders. Cronbach's alpha for these two sub-scales was between 0.876 and 0.914. The test–retest reliability was satisfactory with intra-class correlations of individual item scores ranging from 0.729 to 0.891. Respondents with a past history of active accidents scored significantly high than those without (p < 0.0001). Overall, the area under the ROC curve was 0.715 (p < 0.0001, 95% CI 0.670–0.760) at a cutoff score of 30.5 with sensitivity of 0.706 and specificity of 0.610. The results indicated that the CMRDV questionnaire was valid and reliable for measuring the driving violations of Chinese motorcycle riders.