The relationship between driver aggression,violence, and vengeance

A distinction is made between mild driver aggression and driver violence as unique constructs that differ mainly in frequency of occurrence and severity of outcome. Drivers completed questionnaires assessing the likelihood of engaging in mild driver aggression, the frequency of past driver violence, driving vengeance, and willful violations. Violence was predicted by the interaction of mild aggression and vengeance, such that violence was greater among aggressive drivers, but only for those with elevated levels of vengeance. Driver violence was also predicted by the interaction of mild aggression and violations. Specifically, violence was greater among aggressive drivers reporting traffic violations. The present findings suggest that mild driver aggression and driver violence are linked within a small group of drivers that hold other dangerous driving attitudes and behaviors as part of their typical driving repertoire.     

Age and vengeance as predictors of mild driver aggression

The present study examined the influence of driver age and vengeance on mild aggression among drivers with at least 5 years experience. Mild aggression decreased with age among low vengeance drivers and changed little across age groups among moderately vengeful drivers. However, mild driver aggression actually increased with age among highly vengeful drivers. Results are interpreted in terms of the aggressive nature of an enduring vengeful attitude.     

College students use cell phones while driving more frequently than found in government study

OBJECTIVE: Cell phone use while driving is hazardous; it quadruples the risk of a collision and multiplies the risk of a fatality nine-fold. The National Highway Traffic Safety Administration estimates that 8% of young drivers and 5% of all drivers use cell phones while driving. PARTICIPANTS AND METHODS: The authors trained graduate student volunteers to observe the daytime cell phone use of 3,650 drivers leaving the student exits of college parking structures at a large university. RESULTS: The student observers recorded a cell phone usage rate of 11.1%, which was significantly higher than that seen in the National Occupant Protection Use Survey (p<.00001). Female drivers were 1.51 times more likely to be using a cell phone while driving than were men (12.9% vs 8.6%, p<.001), and drivers with passengers were 0.15 times more likely to drive while telephoning than were solo drivers (1.8% vs 12.1%, p<.001). CONCLUSIONS: The authors offer suggestions for possible interventions to reduce this hazardous behavior.     

The parents' share

A 5 item sexual permissiveness scale devised by Reiss, and 4 personality inventory scales purporting to measure psychoticism (P), neuroticism (N), extraversion (E) and propensity to dissimulate (L for lie scale) were administered to 427 male and 436 female subjects aged between 20 and 50 years. It was found that men were more permissive than women on all 5 items; that items are intercorrelated in a pattern which could be predicted from the Guttman‐type properties of the original scale; that high P scorers were more permissive than low P scorers; that high L scorers were less permissive than low L scorers; and that extraverts were slightly more permissive than introverts. All the findings relating to personality and permissiveness were in good agreement with findings from previous studies of the relation between personality and sexual attitudes. Assortative mating was studied for 241 couples who formed part of the original sample. Correlations for permissiveness were all positive, and reached significance for all but one of the scales. For the personality scales, assortative mating was found to be important only for neuroticism, a finding in agreement with previous studies.     

Drinking locations prior to impaired driving among college students: implications for prevention

Drinking and driving is perhaps the most serious problem associated with heavy drinking among college students in the United States. In this study, the authors examined drinking locations prior to impaired driving in a college student sample. They administered the Impaired Driving Assessment to 91 college students identified as high risk for drinking and driving. Participants reported an average of 7.98 (SD = 7.67) impaired driving episodes during the past 5 weeks. Using a random effects model, the authors found that location was a significant predictor of blood alcohol content (BAC), F(6,89.6) = 3.62, p = 0.0029. After drinking alcohol at a party, students' average estimated BAC prior to driving (geometric M = 0.089) was significantly greater than all other drinking locations (geometric M = 0.033). The findings of this study provide insight into drinking locations prior to impaired driving and can be used by college health practitioners to develop appropriate interventions to reduce the magnitude of this problem.     

Parking Sign and Solidarity within Religious Groups: Social Identity Constructions in Nigeria*

This study offers an interpretation of driving signs used in interpersonal communication. Questionnaires were administered in a university setting to faculty members to assess the manner in which “parking” is used. Religious affiliations of the respondents are related to social identities, and the results suggest that religion serves as a direct influence on motorists who park off the road to communicate with other drivers. The findings further suggest that within the specific cultural milieu described, parking connotes respect for family members.     

Angry drivers: a test of state-trait theory

Tested hypotheses from state-trait theory applied to anger while driving. College student drivers high in trait driving anger were compared to drivers low in trait driving anger. High anger drivers were more frequently angered in day-to-day driving (frequency hypothesis). They reported more intense anger in their most angering driving situations, when visualizing provocative driving events, and in day-to-day driving (intensity hypothesis). Driving diaries and surveys showed they engaged in more aggressive behavior and expressed their anger through more verbal, physical, and vehicular means (aggression hypothesis). They reported handling of their anger less well when visualizing provocative events and on the Adaptive/Constructive Expression scale (reduced adaptive expression hypothesis). They engaged in risky behavior (risky behavior hypothesis) and experienced more moving violations, close calls, and losses of concentration, but not more major or minor accidents (partial support for crash-related outcomes hypothesis). High anger drivers were more generally angry and impulsive and employed more negative, less controlled forms of general anger expression. Results supported state-trait theory and added to the literature showing that high anger drivers have some other psychological and behavioral characteristics that may interact negatively with anger behind the wheel.     

Skills of novices early trained or traditionaly trained versus experienced drivers confronted to simulated urban accidents' scenarios

In order to prevent the over-representation of young drivers in car crashes, France instated an early driver training from the age of 16, but the positive effects of this opportunity have not yet been proven. Three groups of male drivers (12 subjects each) were confronted with some prototypical accident scenarios introduced in a simulated urban circuit. The first and second groups were composed of young drivers having less than one month of driving licence; twelve have had a traditional learning course, and twelve had followed, in addition to the initial course, an early driver training under the supervision of an adult. The third group was composed of experienced drivers. Strategies of the three groups were analyzed through their response time, speed and maneuvers. No difference appeared across groups regarding obstacle detection. But traditionally-trained drivers' position control was more conservative than the two others groups, which were more likely to involve efficient evasive action. The exposure gained during early training could thus increase the development of visuo-motor coordination and involve better skills in case of difficult situations. Others accidents' scenarios could be used to confront young drivers with difficult situations not commonly encountered in natural driving.     

Toward a reliable measure of breast self-examination. Attitudes and performance barriers

Breast self-examination (BSE) attitude scales are typically administered as part of face-to-face interviews or telephone surveys. The purpose of this study is to test the reliability (i.e., internal consistency) of a newly developed BSE scale that can be self-administered. The scale is made up of 24 items, each rated on a 5-point Likert-type scale. The scale items cover such issues as perceived seriousness and susceptibility to breast cancer, perceived effectiveness of breast self-examination, and personal barriers. Preliminary results were encouraging. Results of an exploratory factor analysis suggest that six factors may underlie this scale (common variance = 53%). Areas of item and scale improvements and implications for the use of this scale in health evaluation research are discussed.     

The impact of in-vehicle cell-phone use on accidents or near-accidents among college students

With in-vehicle use of cell phones rapidly increasing, the safety of young drivers, who represent 14% of licensed drivers but 26% of drivers involved in fatal crashes, may be disproportionately threatened. The authors used a questionnaire to examine the association between in-vehicle cell-phone use and accidents or near-accidents among 1,291 conveniently recruited college students in 4 states. Of the 1,185 respondents who were drivers, 87% had a cell phone, and 86% of the cell-phone owners reported talking while driving at least occasionally. Of the 762 reported accidents or near-accidents, 21% (n = 159) involved at least 1 of the drivers talking while driving. Chi-square tests and logistic regression analyses showed that the frequency, not the duration, of drivers talking while driving was related to experiencing accidents or near-accidents. Differences between drivers who used cell phones and nonusers in unsafe driving behaviors and attitudes were also examined, and target groups for intervention efforts against talking on a cell phone while driving are suggested.     

Exercise can improve speed of behavior in older drivers

The main aim of this research was to study the effects of a specific exercise program on the speed of behavior of older adults during on-the-road driving. Twenty-six drivers (55-78 yr old) were randomly assigned to either an exercise group or a control group. The exercise program (3 sessions of 60 min/wk for 8 wk) incorporated tasks that induced the participants to respond quickly to challenging situations. On-the-road driving tasks (under single- and dual-task conditions) included measures of simple and choice reaction time, movement time, and response time. Significant positive effects were found at follow-up resulting from participation in the exercise program: Improvements were found for several measures in all driving tasks, and a composite score reflected a better general drivers' speed of behavior. These results show that exercise can enhance speed of behavior in older drivers and should therefore be promoted.     

The Recalled Childhood Gender Questionnaire-Revised: a psychometric analysis in a sample of women with congenital adrenal hyperplasia

We administered the 18-item Recalled Childhood Gender Questionnaire-Revised (RCGQ-R), female version, to 147 adult women with congenital adrenal hyperplasia (CAH) representing three different degrees of prenatal androgenization due to 21-hydroxylase deficiency and to non-CAH controls. A principal components analysis generated three components accounting for 46%, 9%, and 6% of the variance, respectively. Corresponding unit-weighted scales (high scores = feminine) were labeled Gender Role (13 items; Cronbach alpha = .91), Physical Activity (3 items; alpha = .64), and Cross-Gender Desire (2 items; alpha = .47). Discriminant validity was demonstrated in terms of highly significant comparisons across the four groups. We conclude that the first 2 RCGQ-R scales show good psychometric qualities, but that the third scale needs to be further evaluated in a sample that includes women with gender identity disorder.     

Potential Selective Responding in a Parent Questionnaire Study of Post-Institutionalized Children

This study assesses selective responding in a single wave of data collection and a four-wave study. Participants were 121 parents of post-institutionalized children, identified as “never responders,” “previous responders,” or “wave 4 responders.” Parents evaluated their adopted child's family, school, peer, and behavioral adjustment. Children (47% male) were 2 to 20 years old (M = 10.79, SD = 4.59) and adopted between 5 and 54 months of age (M = 15.49, SD = 9.94). Within a single wave of data collection, no evidence suggested that selective responding contributes much bias. Over a multi-wave study, however, results may under-represent adjustment difficulties.     

The recalled childhood gender questionnaire‐revised: A psychometric analysis in a sample of women with congenital adrenal hyperplasia

We administered the 18‐item Recalled Childhood Gender Questionnaire‐Revised (RCGQ‐R), female version, to 147 adult women with congenital adrenal hyperplasia (CAH) representing three different degrees of prenatal androgenization due to 21‐hydroxylase deficiency and to non‐CAH controls. A principal components analysis generated 3 components accounting for 46%, 9%, and 6% of the variance, respectively. Corresponding unit‐weighted scales (high scores = feminine) were labeled Gender Role (13 items; Cronbach α = .91), Physical Activity (3 items; a = .64), and Cross‐Gender Desire (2 items; α = .47). Discriminant validity was demonstrated in terms of highly significant comparisons across the 4 groups. We concluded that the first 2 RCGQ‐R scales show good psychometric qualities, but that the third scale needs to be evaluated further in a sample that includes women with gender identity disorder.     

“THE WAR FOR THE FARE”: HOW DRIVER COMPENSATION AFFECTS BUS SYSTEM PERFORMANCE

Prior to 2007, two systems of bus driver compensation coexisted in Santiago, Chile: one paid drivers per passenger transported, while the other paid a fixed wage. Per‐passenger drivers engaged in “The War for the Fare,” altering their driving patterns to compete for passengers. Examining these systems on similar routes in Santiago, we observed two key findings. Compared with the fixed‐wage system, the per‐passenger system leads to (1) 13% shorter passenger wait times, via reduced bunching of buses and (2) 67% more accidents per kilometer driven, via more aggressive driving. We discuss implications for the design of incentives in public transit. (JEL L92, M52, R41)     

Development and validation of a condom self-efficacy scale for college students.

This study proposed to develop and validate a scale for the college population that measures self-efficacy in using condoms. The Condom Use Self-Efficacy Scale (CUSES) was derived from several sources and consisted of 28 items describing an individual's feelings of confidence about being able to purchase condoms, put them on and take them off, and negotiate their use with a new sexual partner. This scale was administered to a sample of 768 college students. It was found to possess adequate reliability (Cronbach's alpha = .91; test-retest correlation = .81) and correlated well with the Attitude Toward the Condom Scale (r = .51) and the Contraceptive Self-Efficacy Scale for women (r = .55). Our scale also correlated with a measure of intention to use condoms (r = .40) but was unrelated to a measure of social desirability. Students who differed on measures of previous condom use as well as on sexual intercourse experience also showed significant differences on this scale in the expected direction, indicating evidence of this scale's discriminant validity. The potential uses of this scale in a college population are discussed, along with the issues underlying condom usage self-efficacy.     

Prevalence of DSM-IV major depression among Spanish university students

OBJECTIVE: The authors' purpose in this study was to estimate prevalence and correlates of Diagnostic and Statistical Manual of Mental Disorders, 4th edition (DSM-IV), major depressive episodes (MDEs) among Spanish university students. PARTICIPANTS AND METHODS: In October and November 2004, interviewers administered a screening tool to a sample of 554 students aged 18-34 years (65.9% women). RESULTS: The prevalence of MDEs was 8.7% (95% confidence interval = 6.5%-11.3%). The most common symptoms were depressed mood (81.3%) and altered sleep (79.2%). MDEs were more prevalent among women than men (p < .05). The mean number of previous episodes of depression among currently depressed students with previous episodes was 2.2 (SD = 1.4). Of depressed students, 0.6% had considered suicide and 0.2% had attempted suicide. CONCLUSIONS: Depression was highly prevalent among university students. The results suggest the need to develop some type of program or service for university students with the aim of preventing depression and improving their adaptation to university life.     

Moving targets: bicycle-related injuries and helmet use among university students.

We conducted a cross-sectional study to evaluate bicycling habits and helmet use in a sample of university students in a southwestern state university. Thirty-one of 100 students in our sample owned bicycle helmets; of these, 17 (54.8%) wore helmets during most (more than three fourths) of their bicycle trips. Almost half of the students reported that more than 25% of their bicycling was done in heavy traffic but they rarely used bicycle trails. Sixty-five students in the sample had sustained at least one minor injury during the previous 5 years, and 18 had been hospitalized as a result of bicycle-related injuries. We found no substantial differences between male and female subjects in bicycle-related hospitalizations, although male subjects were more likely to sustain minor injuries than were females. Helmet ownership was most strongly associated with previous injury experience, especially hospitalization resulting from bicycling injuries (OR = 3.6; 95% CI = 1.3, 10.1). We also observed an association between helmet ownership and possession of insurance coverage for bicycling injuries (OR = 3.0; 95% CI = 1.2, 7.6). Ethnicity was a factor in helmet ownership--helmets were owned by 26 of 69 (37.7%) of non-Hispanic whites, in contrast to 1 of 24 (4.2%) of all other ethnic groups combined. Our survey data suggest that perceived risk is an important factor in bicyclists' use of safety helmets.