Driving Anger Scale Research Articles

Driving risks of young drivers with symptoms of attention deficit hyperactivity disorder: association with the dopamine transporter gene VNTR polymorphism

Background Road traffic injuries are a leading cause of death for young adults, and young drivers with higher expression of symptoms of attention deficit-hyperactivity disorder (ADHD) could pose an even greater risk in traffic. Dopaminergic dysfunction has been found to occur in ADHD, with the dopamine transporter (DAT) gene VNTR polymorphism (DAT1 VNTR; rs28363170) being one of the most consistent genetic markers. Thus, we aimed at clarifying how the ADHD symptoms and the DAT1 VNTR relate to risk-taking behaviour in traffic, impulsivity and driving anger in young drivers. Method We used data of two traffic behaviour study samples (n = 741, mean age = 23.3 ± 7.2 years; n = 995, mean age = 22.9 ± 8.1 years) and the Estonian Children Personality Behaviour and Health Study (ECPBHS; traffic behaviour data n = 1,016, mean age = 25.2 ± 2.1 years). ADHD symptoms were assessed by self-report with the Adult ADHD Self-Report Scale (ASRS v1.1) and impulsivity with the Adaptive and Maladaptive Impulsivity Scale. Traffic behavioural measures were either self-reported (Driver Behaviour Questionnaire, Driving Anger Scale) or obtained from databases (registered accidents and violations). Results Drivers with more self-reported ADHD symptoms also reported more risk-taking in traffic and had more of recorded traffic accidents and violations. DAT1 9 R carriers had a higher probability of high traffic risk behaviour only if they also had ADHD symptoms. Conclusion Higher level of ADHD symptoms is a significant risk factor in traffic, and carrying of the DAT1 9 R allele appears to aggravate these risks.

Development of Malaysian Driver Anger Scale (MDAS): A Pilot Survey and Reliability Analysis

Anger is a negative emotion and able to present problems on the road because it can cause aggressive driving, violation and can lead to risk of road accidents. Malaysia is one of the countries that records highest number of accident due to aggressive driving. Therefore, this study has proposed Malaysian Driver Anger Scale (MDAS) which is suitable in the context of driving culture in Malaysia by modifying instrument driving questionnaire anger scale (DAS) introduced by Deffenbacher et al. (1994). This study identified research gaps of Driving Anger Scale (DAS) by doing a literature review. Initially, this study attempted to find a suitable primary theory model to describe anger among drivers. After DAS was selected as a reference theory model, this study tried to find out DAS study applied in Malaysia in order to figure out how well this theory model used in Malaysia. Then, based on previous studies, this study drafted a questionnaire and proposed MDAS. Pilot test was run to identify the weaknesses of items in the set of the survey form and to determine the reliability internal consistency of items. A Questionnaire form was selected as an instrument and scoring were based on a 5 point Likert scale. This study was conducted among drivers in Parit Raja, Batu Pahat Johor. A 30 voluntary respondents were selected to answer the survey form. They were approached face to face to determine the weaknesses of items in the set of the survey and all the weaknesses or errors in the survey form were recorded for improvement. All data collected were analyzed using Statistical Package of Social Science (SPSS) to gain Cronbach’s Alpha coefficient. The pilot test result analysis showed Cronbach’s alpha coefficient for DAS (Discourtesy α = .922; Traffic Obstruction α =. 902; Hostiles Gestures α = .896; Slowly Driving α = .838; Police Presence α = .927; Illegal Driving α = .906) and Road Accident Risk Factor (α = .776) is acceptable. Only the Psychological Effect (α = .576) showed less satisfactory Cronbach’s alpha coefficients. Therefore, this study will modify all the items with less satisfactory results in addition to seeking advice from the expert. This study will proceed with future work by interviewing respondents who have experiences related to road bullying to gather more information on anger driving in Malaysia.

Masculinity, femininity, and angry drivers: Masculinity and femininity as moderators between driver anger and anger expression style among young drivers

Driver anger and its expression are among the most studied topics in traffic safety literature. However, the function of gender roles, i.e., masculinity and femininity, in driving anger experience and expression has remained mainly unexplored. The present study investigates the association between driving anger and gender roles on the expression of anger among young drivers. Three hundred seventy-nine young drivers filled a questionnaire including the Driving Anger Scale, Bem Sex Roles Inventory, Driving Anger Expression Inventory, and demographic information. Moderated regression analyses showed that masculine gender role and anger provoked by other road users’ discourtesy were positively and femininity negatively related to verbal aggression while driving. Anger related to police presence, slow driving, and masculine gender role were positively related to gesture-based and vehicle-based expression of driver aggression. Hostility and feminine gender role were negatively related to the gesture-based expression of driver aggression, while anger related to witnessing illegal driving and feminine gender role were negatively related to the vehicle-based expression of aggression. The interaction effects between masculinity and hostility, masculinity and slow driving, and femininity and illegal driving were also found on the gesture-based expression of driver aggression. The effects of interaction between masculinity and slow driving and femininity and illegal driving were also found on the vehicle-based expression of driver aggression. Slow driving and femininity had a positive relationship to the adaptive expression of anger in driving. The results suggest that masculinity and femininity moderate the relationship between driving anger and the expression of driving anger among young drivers.

Driving anger scale validation: Relationship of driving anger with the aberrant driving behaviour of truck drivers

Truck-related accidents in China have substantially increased. Truck driver safety issues have elicited considerable attention from transportation safety researchers. Driving anger is one of the most important factors that influence driving behaviour. However, little knowledge about the driving anger of truck drivers was available in the relevant literature. This study aimed to (1) provide empirical data about the driving anger of truck drivers, (2) examine the factor structure and psychometric properties of the driving anger scale (DAS) with a sample of truck drivers and (3) explore how the driving anger of truck drivers predicts their aberrant driving behaviour. The three-part survey data from 475 randomly selected truck drivers were collected in this study. The self-reported aberrant driving behaviour that was measured with the driving behaviour questionnaire was predicted by the drivers’ DAS ratings. One-factor structure and three-factor structure of the DAS were tested for Chinese truck drivers. Results indicated that the one-factor structure of the six-item DAS was more suitable for truck drivers than the three-factor structure. The factor structure of the DAS for Chinese truck drivers was consistent with the structure of the original version by Deffenbacher, Oetting, and Lynch (1994). The internal consistency, convergent validity and criterion-related validity of the six-item DAS were acceptable. Driving anger amongst truck drivers can be used to predict their aberrant driving behaviour. This study identified several practical implications to reduce the driving anger of truck drivers and consequently improve their driving behaviour.

Driving anger in Germany: Validation of the driving anger scale for German drivers

In 1994, Deffenbacher et al. published the Driving Anger Scale (DAS), a tool for assessing a driver’s propensity to experience anger in road traffic. Since then, much research has used this scale to measure the driving anger experienced in various countries around the world. This study examines the scale’s validity for German drivers. It also relates their experiences of anger while driving to their experiences and expressions of anger in general, as well as to certain demographic variables. In addition, it compares German drivers’ experiences of driving anger to those reported by drivers from other countries. We distributed a German version of the DAS and the State-Trait Anger Expression Inventory (STAXI) to a sample of 1136 German drivers. Results showed that a 22-items version of the DAS with six factors produced good fit indices for German drivers. Furthermore, data analysis revealed small to moderate significant relationships between German drivers’ driving anger experiences and their experiences and expressions of anger in general, underlining the idea that driving anger is a personality characteristic that is related to one's general experience and expression of anger. Finally, German drivers' driving anger experiences differed from those of drivers from other countries in that German drivers reported less driving anger than drivers from Spain and New Zealand, comparable levels to those from Turkey, Malaysia, and the United States, and more driving anger than drivers from France, Australia, China, and the United Kingdom. In addition, discourteous driver actions and hostile gestures consistently triggered highest driving anger ratings whereas police presence was rated lowest. Given these results, we conclude that the DAS can be applied to German drivers in its modified version.

The effect of emotion regulation on driving anger of motorbike drivers in Jakarta

The rapid growth of vehicles in Jakarta results in various problems, from air pollution, traffic jam to an increase in the amount of traffic accidents. Road rage is also one of the most common emotions caused by traffic growth. This research aims to identify if there is a significant effect of emotion regulation toward driving anger on motorbike drivers in Jakarta. The research was conducted on 102 motorbike drivers aged 18-24 who regularly passed across Jakarta. Emotion Regulation Questionnaire (ERQ) and Driving Anger Scale (DAS) were used to obtain the data. Logistic regression analysis shows a significant effect of cognitive reappraisal (Sig. 0.00) and expressive suppression (Sig. 0.039) toward driving anger.

A study of road rage in India

IntroductionRoad rage is a term used to describe driving usually extreme in nature. There seems to be a multifactorial relationship between the situational characteristics of an anger provoking road situation and the feelings of anger and road behaviour.ObjectivesTo examine driver anger with regards to various sociodemographic parameter.Methods282 participants completed an internet-based survey including sociodemographic profile, anger assessment while driving using the Deffenbacher Driver Anger Scale, details of the driving. Participants were recruited through networks of authors, institution. The survey was disseminated through social media applications and email by snowball sampling method.ResultsMean age of the sample was 26.1 years with age group 24-29 years making half of the population. Majority sample were males (62.1%), graduates (53.2%), professionals (45.7%), urban locality based, nuclear family type. People experienced greater anger on Defenbacher likert scale for the following situations, when Someone is driving very close to your rear bumper (mean= 3.09), Someone cuts in right in front of you on the motorway(mean= 3.44), Someone cuts in and takes the parking spot(mean= 3.19), Someone coming towards you does not dim headlights at night(mean= 3.26), driving behind a vehicle smoking badly or giving off fumes(mean= 3.38).ConclusionsThe results revealed a prevalence of high anger scores amongst Indian drivers. The rage didn’t vary significantly within gender, locality, type of vehicle, however the anger scores were significantly higher in younger population. Strategies targeting at driving safety and reducing road rage should be implemented by authorities with sensitization of the drivers.DisclosureNo significant relationships.

Validation of the cycling anger scale in Singapore

Objectives Emotions can be dangerous companions in road traffic for vehicle drivers and cyclists in particular. It is therefore important to reliably assess emotions like anger in road traffic. The first objective of the present paper is to examine whether the cycling anger scale (CAS) can be used to assess Singaporean Cyclists’ anger experiences in traffic. In addition, it relates the cycling anger measure to similar constructs like driving anger (DAS), and the cyclists’ experiences of trait anger in general in order to further examine the validity of the CAS scale. Methods In an online survey, we distributed the English versions of the Cycling Anger Scale (CAS), the Driving Anger Scale (DAS), and the Trait Anger Scale (TAS) to a sample of 116 cyclists from Singapore. We then analyzed the psychometric properties of the CAS. In addition, we correlated cyclists’ CAS ratings with their DAS ratings, TAS ratings, and demographic variables. Finally, we compared cycling anger ratings across cultures. Results With respect to the first objective, we found that the Cycling Anger Scale can be applied to cyclists from Singapore given very minor modifications. Regarding our second objective, we obtained substantial correlations between cycling anger experience, driving anger experience, and general anger experience. In addition, cyclists’ CAS ratings were related to their demographic variables but not to their self-reported aggressive cycling behavior. The cross-cultural comparison revealed that cyclists from Singapore experience less anger than cyclists from other cultures. Conclusions We conclude that we could show the validity of the CAS for cyclists from Singapore. Researchers and practitioners who are interested in safer cycling can apply the CAS in Singapore. In line with other studies, we also conclude that cycling anger experience is related to driving anger experience and general trait anger. However, cycling anger does not seem to be related to self-reported aggressive cycling.

The influence of driving anger on truck drivers’ speeding behavior in Serbia: the evidence from naturalistic global positioning system driving data

Objective Speeding behavior is recognized as one of the three main causes of risk on the roads and the most frequent ordinary violation among truck drivers. The study reported in this article focused on the driving anger personality trait and its role in predicting the observed speeding behavior in a sample of truck drivers. Methods A longitudinal study design was implemented, where 93 Serbian truck drivers filled in an adapted form of the Driving Anger Scale designed to assess the amount of driving anger evoked by specific traffic situations. The drivers’ second-by-second speeding behavior data were captured using GPS tracking and recording devices installed in the vehicles over a period of six months. Hierarchical multiple linear regression was used to examine the predictive performance of driving anger. Results The results showed that more than three fourths of the exceeded speed ranged from 1 to 9 km/h and the highest percentage of speed events occurred in urban areas. The findings suggest that truck drivers experienced the highest level of anger in driving because of the discourteous and illegal behavior of other drivers. Younger truck drivers are more likely to drive fast compared to older drivers. Truck drivers who perform driving tasks more often and spend less time driving are more likely to participate in speed events. The results revealed that the subscales of anger, hostile gestures and traffic obstructions have a positive effect, while slow driving has a negative effect on the observed speeding behavior of truck drivers. Conclusions This study confirms the predictive performance of driving anger facets. The results of the research can help us improve our understanding of the mechanisms of speeding behavior of truck drivers.

Development of Anger Reduction Animated Video for Indonesian Car Driver

Driving, especially in congested traffic, might trigger anger and this could be calmed down by accepting appropriate advice through animated socialization video. In this paper, we will discuss the development of anger reduction animated video for Indonesian Car Driver based on driver anger scale measurement in Denpasar, Manado, and Padang. In each city, we asked 200 respondents to fill the driver anger scale consist of 100 motorcyclists and 100 car drivers. Therefore, the overall sample was 600 respondents. A mean different analysis with 2.5 (the departure from not angry to angry) was conducted on 14 items of the scale. In general, the mean responses were less than 2.5 or only marginally above 2.5 except for items 3 (other road users keep changing lanes), 9 (a car moving back without looking) and 13 (a truck kicks up gravel to your vehicle). Therefore, we only design the animated socialization videos for these items.

EXAMINING THE RELATIONSHIP BETWEEN EMPATHY and ANGER EXPRESSIONS OF THE DRIVERS

When human behavior, which is mediated by many different variables, is taken into consideration in a special condition such as traffic, it requires to investigate not only the visible situations that concern the moment, but also the sub factors that cause the resulting behavior. When examining driver behavior, focusing only on cognitive processes can lead to a one-way evaluation of the behavior, which may lead us to ignore factors such as emotions, past experiences and personality. Therefore, driver behavior should be addressed by a comprehensive holistic approach in which emotions and cognitive factors are considered together. The aim of the study is to investigate the role of empathy in the relationship between the situations evoking anger in traffic and anger expressions of the drivers. In order to run the study, data were collected through Demographic information form, Driver Anger Scale (DAS), Driver Anger Expression Inventory (DAX) and Basic Empathy Scale (BES) among 975 participants who are over 18 years of age and active drivers in traffic. According to the results, it has been seen that as people's cognitive empathy levels increased, their adaptive/ constructive anger expressions were increased. Also, the forms of expression of anger, was found to be significantly different according to gender.

FIELD STUDY ON KNOWLEDGE, ATTITUDES AND BEHAVIORS REGARDING VIOLENCE IN TRAFFIC AND ROAD RAGE

Context and Aim: The road rage can be defined as the anger occurred while driving and its level can be associated with aggressive and risky driving, loss of concentration and vehicular control, and near accident misses on traffic. The aim of this study is to measure whether the attitudes and behaviors of people in the face of incidents in traffic are covered by road rage and also whether people are aware of their legal rights when they encounter violence in traffic. 
 Methodology: In this study, the factorability of the 14-item short form of Driver Anger Scale (DAS) was investigated among 421 drivers from Turkish population, and SPSS program has been used in the analyses.
 Findings: Drivers had more difficulty in controlling their anger and showed aggressive behaviors when they felt they were at risk and could control their anger better in cases of impatience, such as waiting for a vehicle to park. The percentage of those who honk in traffic and of those who flash their lights when they get angry in traffic was 71% and 57%, respectively, which suggest that the acts of honking, flashing lights have become normal and are not considered as acts of violence. While 75% of the surveyed drivers, and 80% of the non-lawyers surveyed drivers stated that they did not know their legal rights when they encountered violence in traffic, 81% of the lawyers who participated in the research stated that they knew their legal rights. 
 Conclusion: Violence in traffic ranges from injury to killing, from insulting to sexual harassment, from endangering traffic safety to damage to property. Although there are some regulations proposed in the legal dimension to combat violence in traffic and suggestions to enable drivers to control their anger, the main solution is increasing the level of culture and education.

Anger while driving in Mexico City.

This study aims to analyze the level of anger developed by drivers in Mexico City and also understand the behavior that those drivers use to express that anger, using four different survey methods. The first focuses on personal information, the second Driving Anger Expression Inventory (DAX), the third refers to a shorten version of Driving Anger Scale (DAS) and the fourth being the Dula Dangerous Driving Index (DDDI). These have previously been applied and validated in several different countries. The questionnaires were filled out online by 626 drivers. Using the data collected through the online platform, it was possible to identify the kind of reactions volunteers displayed while driving. Also, it was possible to identify that people in Mexico City developed anger depending on their driving area. Our analyses shows that in the Adaptive/Constructive Expression subscale, males and females show a significant difference in their mean score, with women express their anger in a more constructive way than males.

Road rage in China: An exploratory study

This study consisted of a stated-preference questionnaire survey to investigate road rage among Chinese drivers. A total of 5157 Chinese drivers completed the survey. The Driving Anger Scale (DAS) and Driving Anger Expression Inventory (DAX) were used to measure road rage under various anger-provoking situations. Meanwhile, the theory of planned behavior (TPB) was adopted to explore respondents’ attitudinal perception towards road rage behaviors. Three TPB variables, i.e., behavioral attitude (BA), subjective norm (SN), and perceived behavioral control (PBC), were used to describe drivers’ perceived anger levels, driving habits, self-efficacy, and perceived controllability of road rage, respectively. Additionally, aggressive reaction (AR) was introduced to describe drivers’ inclination to express road rage. Then, descriptive analyses were performed to examine the connection between individual characteristics on road rage. Results exhibited these variables have different between-group correlation and significant relationships with gender, age group, education, driving years, professional or not, daily driving hours, and vehicle type. Also, outcomes from structural equation models (SEMs) demonstrated that the above four descriptive variables in the modified TPB model could be linked to drivers’ intention to exhibit road rage behaviors. Finally, countermeasures for controlling and curing road rage were proposed based on the findings.

German bike messengers’ experiences and expressions of cycling anger

Objective: The present study has 3 objectives: First, we wanted to examine whether the Cycling Anger Scale (CAS) applies to German professional bike messengers, because this scale was previously developed with nonprofessional cyclists in Germany. Second, we wanted to look at possible differences in cycling anger experience and expression between professional German bike messengers and nonprofessional German cyclists. Third, we explored whether cycling anger is somehow related to driving anger and general anger.Methods: We applied German versions of the CAS, the Driving Anger Scale (DAS), and the State–Trait Anger Expression Inventory (STAXI) to a sample of 123 professional German bike messengers. Then we compared their ratings with the results of 421 nonprofessional German cyclists.Results: Regarding our first objective, results indicate that the CAS model fit is better for nonprofessional than for professional cyclists. However, the CAS in a slightly modified version can be used for professional cyclists as well. As for our second objective, we show that professional cyclists experience significantly less cycling anger than nonprofessional cyclists. However, bike messengers report more frequent aggressive cycling behaviors when angry, indicating a weaker link between trait anger while cycling and aggressive behavior among professionals. Thirdly, we found relations between cycling anger, driving anger, and general anger.Conclusions: We conclude that the CAS in its slightly modified 13-item version with the established 4 subscales produces an acceptable model fit and can be applied to professional German bike messengers for further research purposes or applied issues; for example, traffic education or self-awareness in terms of accident prevention behaviors. In addition, for professional cyclists, less anger does not result in less aggressive cycling behaviors. Subsequent research should explore the role of anger in behavioral regulation of cyclists’ unsafe cycling behaviors taking different levels of experience and professionalism into account in order to reduce adverse effects of anger on traffic safety.

Trait driving anger and driving styles among Colombian professional drivers

This study analyzes the association between trait driving anger and driving styles in a sample of Colombian professional drivers. Additionally, the internal and external validity of the Deffenbacher's Driving Anger Scale (DAS-14) was examined in the study population. The DAS-14 and the Spanish Version of the Multidimensional Driving Style Inventory (S-MDSI) were administered to 492 urban bus and taxi operators. Average trait driving anger scores in the study population were similar to those reported in previous validation studies from Spain, Argentina, China, and Malaysia. After deleting three cross-loaded items, confirmatory factor analyses revealed a three-dimensional latent structure for the DAS-14, similar but not equal to the previous Spanish speaking validations. This factorial structure fits the data reasonably well. Finally, linear regression analyses revealed that the three factors of the DAS-14 (impeded progress by others, illegal driving, and direct hostility) significantly predict adaptive and maladaptive driving styles. Overall, the results of this study suggest that the DAS-14 is a reasonably reliable measure of driving anger traits among professional drivers, and it also provides relevant insights for the prevention of risky driving styles in this occupational group.

Multigroup invariance of the DAS across a random and an internet-sourced sample

It is well established that angry and, subsequently, aggressive drivers pose a problem for road safety. Over recent years, there has been an increase in the number of published studies examining driver anger, particularly using the Driving Anger Scale (DAS). The DAS measures six broad types of situations likely to provoke anger while driving (i.e., police presence, illegal driving, discourtesy, traffic obstructions, slower drivers, and hostile gestures). The majority of the recent studies have moved away from traditional paper-and-pencil methodologies, using the internet to collect data, for reasons of convenience. However, it is not yet completely clear whether data obtained from this methodology differs from more traditional methods. While research outside of the driving arena has not found substantial differences, it is important to establish whether this also applies to driving-related research and measures, such as the DAS. The present study used Multigroup Confirmatory Factor Analysis (MGCFA) to investigate the invariance of the DAS across a random sample from the electoral roll (n = 1,081: males = 45%) and an internet sourced sample (n = 627; males = 55%). The MGCFA showed the same six-factor solution was supported in both datasets. The relationships between the DAS factors and age, sex, trait anger, and annual mileage were broadly similar, although more significant differences were identified in the internet sample. This research demonstrates that driving measures administered over the internet produce similar results to those obtained using more traditional methods.

Driving anger among motor vehicle drivers in China: A cross-sectional survey

Objective: Driving anger is a common emotion while driving and has been associated with traffic crashes. This study aimed to investigate situations that increase driving anger among Chinese drivers.Methods: A cross-sectional study was conducted among 3,101 drivers in southern China. The translated version of the 33-item Driving Anger Scale (DAS) was used to measure driving anger. Data were collected by face-to-face interviews between June 2016 and September 2016.Results: Confirmatory factor analysis showed that the fit of the original 6-factor model (discourtesy, traffic obstacles, hostile gestures, slow driving, illegal driving, and police presence) was satisfactory, after removing 2 items and allowing 5 error pairs to covary. The model showed satisfactory fit: goodness of fit index (GFI) = 0.90, incremental fit index (IFI) = 0.90, root mean square error of approximation (RMSEA) = 0.06, 90% confidence interval (CI) = 0.061–0.064. Driving anger among Chinese drivers was lower than that in some Western countries. Compared to older and experienced drivers, younger and new drivers were more likely to report driving anger. There was no difference in total reported driving anger between males and females. Additionally, the higher the driver’s anger level was, the more likely he or she was to have had a traffic crash.Conclusion: Driving anger is a common emotion among Chinese drivers and has a strong correlation with aggressive driving behavior and traffic crashes.

Évaluation des comportements agressifs routiers : adaptation et validation en version française de l’Aggressive Driving Behavior Scale (ADBS)

ObjectivesFor over twenty years, a particular interest has been shown to drivers’ behaviors. Research in this domain has studied different behaviors that might influence dangerous driving and motor vehicle accidents. In particular, aggressive driving has been frequently studied. For instance, nowadays road users perceive aggressive driving as one of the most significant problems encountered on the road. Moreover, aggressive driving is a major cause of traffic accidents and injuries. Houston et al. (2003) have developed the Aggressive Driving Behavior Scale (ADBS) for assessing aggressive driving. This 11-item self-reported questionnaire, allowing to measure aggressive driving behaviors as Speeding and Conflict Behavior. To our knowledge, there is no French self-report instrument to assess this phenomenon. Many studies have investigated the relationship between aggressive driving and specific variables as psychological processes (cognitive and emotional) or personal determinants (personality, driving behavior). Driving anger and driving transgression have been reported to be significantly and positively correlated with aggressive driving. The aim of this study was (a) to validate the French version of the ADBS and (b) to investigate the relationship between Aggressive Driving, Driving Anger and Driving Transgression. MethodsA sample of 431 drivers, ages ranging from 18 to 81years (M=34.53; SD=12.25), completed the ADBS, the Driving Anger Scale (DAS) and the Driving Behavior Scale Transgression (DBQT). ResultsConfirmatory factor analysis (CFA) was conducted to test the proposed 2-factor structure of the ADBS. As the first model did not fit the original one, others model were tested. Exploratory factor analysis indicated that a three-factor solution, excluding the item 7, best described the item structure: (1) Aggressive Driving, (2) Transgression/Aggressive Driving involving others and (3) Individual Transgressive Driving. On the other hand, ADBS correlated positively with all the dimensions of the DBQT and the DAS except for the factor “Illegal Driving” with which ADBS correlated negatively. The internal consistency of the ADBS was acceptable (α=0.77). ConclusionsThe initial model developed by Houston, Harris and Norman did not fit the data from the French population. French version of Aggressive Driving Behavior Scale can be an interesting assessment of aggressive driving by making a distinction between aggressive behaviors, transgressive behaviors perceived as aggressive behavior by other road users and individual transgressive behaviors. Our findings highlight that aggressive driving are associated with driving anger. This could suggest that it can be useful to include in driver rehabilitation programs for example strategies to manage anger. These programs, based on cognitive behavioral interventions, would focus on social problem-solving that helps people become aware of the long-term negative consequences of their anger and identifies new response.

Cyclists’ anger experiences in traffic: The Cycling Anger Scale

Research on emotions in road traffic has focused on car drivers rather than on cyclists. However, cyclists experience cycling anger and its consequences as vulnerable road users, i.e., without having a car-like protection zone around them. To address the issue of cycling anger, we suggest a psychological measure assessing cyclists’ anger experiences in traffic, the Cycling Anger Scale (CAS). This questionnaire assesses cyclists’ anger experiences in interaction with their cycling environment. A principal component analysis and a following confirmatory factor analyses with two different samples proposed a 14 items questionnaire solution with four subscales: police interaction, car interaction, cyclist interaction, and pedestrian interaction. Alpha reliabilities were acceptable to good. The CAS correlated significantly with the Driving Anger Scale (DAS) for car drivers and with the general State-Trait Anger Expression Inventory (STAXI) suggesting convergent validity. Additionally, we examined the relations between cycling anger, demographics, and self-reported cycling behavior. We conclude that the CAS provides a complementary efficient instrument for measuring cycling anger in road traffic.