Dissertations / Theses on the topic 'Automobile drivers Australia Psychology'

Young drivers are over represented in traffic crashes throughout the world and despite considerable efforts to date, there is still considerable work to be undertaken to develop interventions that will aid in the reduction of this road trauma. Historically, road safety research has been more focused on evaluative research rather than the application of theory and this has effects on the success of interventions. This research used a well supported social psychological theory (Theory of Planned Behavior [TPB]) to investigate the relationship between attitudes and behavior in young drivers with a view to determining if there was an opportunity to move towards acceptable and appropriate interventions to reduce young drivers' involvement in traffic crashes.

This pragmatic study consists of four cross-sectional and two inter-linked longitudinal studies designed to review two classroom-based interventions aimed at modifying driving related attitudes and self-reported driving behaviour. Subjects, (N=451), were divided into three groups. Subjects in Group 1 (N=176), learned to drive, passed the driving test and completed a questionnaire schedule. Group 2 subjects, (N=123), in addition to the above, attended classroom-based predriver training course while learning to drive. The subjects in Group 3, (N= 152), after learning to drive, received a classroom-based post-driver training course \\ithin three months of passing the driving test. Questionnaires were issued as the subjects started driver training (Time I), on passing the driving test (Time 2), three months post-test (Time 3) and nine months post-test (Time 4). The ftrst study, Time I, tested the predictive ability of Ajzen's (1985, 1988) Theory of Planned Behaviour with regard to the intentions of new drivers to conform to the social and legal conventions of driving and was successful in explaining 34% of the variance. Study two, Time 2, tested for increased driving knowledge and additional driving motives between groups for effects of the pre-driving test intervention. No support for this type of intervention was found. Study three, Time 3, assessed the performance of a post-test intervention informed by the Health Belief Model (Rosenstock, 1966) and Protection Motivation Theory (Rogers, 1975). Using the Drivers Skil1s Inventory (Lajunen and Summala, 1995), results revealed that subjects in Group 3 perceived themselves to be signiftcantly less skilled and less safe. Study four, Time 4, was designed to test for effects of both interventions at nine-months post-test The results revealed that only those subjects in Group 3 had better behavioural intentions with regard to speeding behaviour. Overall no support was found for pre-driver training. However, limited support was found for post-driver training in influencing self-reported driving behaviour.

Thesis (Ph. D.)--University of Alabama at Birmingham, 2008.
Title from PDF title page (viewed Sept. 21, 2009). Additional advisors: Michael Crowe, Cynthia Crowley, Virginia G. Wadley, David E. Vance. Includes bibliographical references (p. 31-34).

Many individuals rely on a navigational system every day to direct them to various destinations, and with the prevalence and danger of distracted driving accidents, it is imperative that we find an effective way to display navigational information to drivers with minimal visual distraction. The lane change test (LCT) was used to measure driving performance, as participants followed lane change cues presented on Road-Signs, a Head-Up Display (HUD), and a Head-Down Display (HDD). A peripheral detection task (PDT) was also implemented on half of the test tracks, with inward moving stimuli from either side of the road, to measure the participants’ ability to detect ecologically-valid stimuli while interacting with the assorted display locations. Driving performance, measured by the mean deviations from a normative path (MDev), was the worst with the HDD and similar with the Road-Signs and HUD. Analyses were completed to investigate a potential effect of age on the ability to interact with the display locations. Younger participants (20-24 years) performed the best with the HUD; while Older participants (26-31 years) performed the best with the Road-Signs. These differences are potentially attributed to the evolution of GPS technologies over the last decade. No significant differences were found in peripheral detection response time or accuracy between the display types or the age groups. As road signs cannot offer specific navigational instructions for all drivers in real-time, HUDs may be a good alternative to the in-vehicle HDD present in modern vehicles, but any in-vehicle interface implementation should be customizable and optional.

Thesis (PhD)--University of Stellenbosch, 2003.
ENGLISH ABSTRACT: The problem of how the mind relates to the brain stands as one of the greatest challenges today. The materialistic worldview and pragmatic approach to social problems are both being transformed by discoveries of how human experience and culture arise in cerebral activity. Even so, this effort, spearheaded by neuroscience, has seen the important and contentious issue of driver behaviour somehow been left behind. From an extensive literature study, it can be concluded that gross disregard of the neural underpinnings of such behaviour tied to a behaviouristic approach is endemic to the field. Numerous qualitative psychological models (each associated with debates about their validity) and Artificial Intelligence models, which effectively only imitate robots 'impaired' to display some humanlike characteristics, were come across. Although neural networks are derived from current knowledge of computation within the brain and deployed in industry, human driver behaviour modelling is not benefiting from this revolution in humanlike information processing. To date, very little has been done to determine what makes road users speed, drive while drunk, overtake, or yield at crossroads. As the central nervous system is the human measuring device in and of the world and thus key affector of human behaviour, it is ofutrnost importance to invest resources in 'inoculating' the field of driver behaviour modelling onto a robust basis provided by neuroscience. Being a human driver incorporates a broad complement of interrelated brain systems to perform driving tasks (psychological functions) at hand, such as lane keeping, speed choice, risk perception, and obstacle avoidance. The proper level of analysis of such a psychological function is the level at which that function is represented in the brain. Providing a theoretical model of human behaviour, based on biological facts of the brain as a whole, is surely a challenge for decades to come, but the field of driver behaviour should be part of such an effort. Collaboration is needed among investigators from the fields of neuroscience, psychology, mathematics, computer science, and engineering to further driver behaviour modelling. It is uncommon that professionals from these fields have a thorough understanding of the other fields involved, but the author, not pretending to be an expert, argues that such a union of fields will be of significant value not only to transportation, but all behavioural sciences. The wealth of to-date knowledge amassed in neuroscience lies ready to be tapped by researchers interested in explaining human driver behaviour. To this end, the use of modem brain-imaging techniques will be invaluable in pinning down the neural correlates of particular driving subtasks, bearing in mind the extent of structural impacts on the brain of each individual, brought about by a lifetime of interaction with the environment. Thus, based on the findings of this literature study, the author proposes that supplementary work be conducted by a multi-disciplinary team to roll-out an experiment to study the nature of environmental stimuli as instigators of aggression and road rage, by drawing on knowledge about brain imaging and (amygdala) activation.
AFRIKAANSE OPSOMMING: Die vraagstuk hoe die verstand [denke] met die brein in verband staan, is een van die grootste uitdagings tans. Die materialistiese wêreldbeskouing sowel as die pragmatiese benadering van maatskaplike probleme word verander deur ontdekkings aangaande die wyse waarop menslike ervaring en kultuur hul in serebrale aktiwiteit voordoen. Desondanks is in hierdie poging, met die neurowetenskap aan die spits, die belangrike en omstrede kwessie van bestuurdersgedrag om een of ander rede agterweë gelaat. Uit 'n uitgebreide literatuurstudie kan afgelei word dat grootskaalse verontagsaming van die neurale basis van sodanige gedrag gekoppel aan 'n behavioristiese benadering endemies is aan die gebied. Talle kwalitatiewe sielkundige modelle en kunsmatige intelligensiemodelle is teëgekom, elk gepaard met debatte oor die geldigheid daarvan. Hoewel neurale netwerkmodelle gebaseer word op huidige kennis van verwerking binne die brein en ontplooi word in die industrie, trek menslike bestuurdersgedragmodellering nie voordeel uit hierdie revolusie in neurale inligtingsverwerking nie. Tot op hede is baie min gedoen om vas te stel waarom padgebruikers jaag, dronkbestuur, verbysteek of by kruispaaie toegee. Aangesien die sentrale senuweestelsel die menslike meettoestel in en van die wêreld is en dus die sleutelbeïnvloeder van menslike gedrag is, is dit van die uiterste belang om middele te investeer in die fundering van die gebied van bestuurdersgedragmodellering op 'n stewige basis daargestel deur die neurowetenskappe. Om'n menslike bestuurder te wees behels 'n omvattende komplement van verbandhoudende breinstelsels om bestuurstake (sielkundige funksies) te verrig, soos spoedkeuse, risikowaarneming en die vermyding van obstruksies. Die gepaste ontledingsvlak van so 'n sielkundige funksie is die vlak waarop daardie funksie in die brein verteenwoordig word. Die daarstelling van 'n teoretiese model van menslike gedrag, gebaseer op biologiese feite van die brein in die geheel, is gewis nog vir komende dekades 'n uitdaging, maar die gebied van bestuurdersgedrag moet deel uitmaak van so 'n pogmg. Samewerking is nodig tussen navorsers uit die neurowetenskappe, sielkunde, wiskunde, rekenaarwetenskap en ingenieurswese om bestuurdersgedragmodellering te bevorder. Dit is ongewoon dat vakkundiges uit hierdie velde 'n deeglike begrip het van die ander gebiede wat betrokke is, maar die outeur, sonder om voor te gee dat hy 'n deskundige is, betoog dat so 'n samesnoering van vakgebiede van betekenisvolle waarde sal wees, nie net vir die vervoerwese nie, maar ook vir al die gedragwetenskappe. Die omvang van die jongste kennis wat in die neurowetenskappe vergaar is, lê gereed om deur navorsers benut te word wat belang stel in die verklaring van menslike bestuurdersgedrag. Met dié doel sal die gebruik van moderne breinskanderingstegnieke van onskatbare waarde wees om die neurale korrelate van bepaalde bestuursubtake vas te pen, gedagtig aan die omvang van strukturele impakte op die brein van elke indiwidu teweeggebring deur 'n leeftyd van interaksie met die omgewing. Daarom, gebaseer op die bevindinge van hierdie literatuurstudie, stel die outeur voor dat addisionele werk gedoen word deur 'n multi-dissiplinêre span ten einde 'n eksperiment uit te voer, waarin die aard van stimuli uit die omgewing, wat lei tot padwoede, bestudeer kan word, met inagneming van die beskikbare kennis oor breinskandering en (amygdala) -aktiveringpatrone.

Thesis (Ph. D.)--Civil and Environmental Engineering, Georgia Institute of Technology, 2005.
Includes bibliographical references (p. 310-316). Also available online via the Georgia Institute of Technology, website (http://etd.gatech.edu/).

Innovative passenger vehicle technologies are required to make significant contributions to climate change mitigation. A number of challenges exist as barriers to their adoption. One key opportunity is the potential for social influence to have a positive impact on adoption rates. Social influence is how an individual's decisions can be influenced by other people – what their peers and others say and do and how this, in turn, affects the diffusion of new behaviours. The mixed method research detailed in this thesis contributes to an emerging interest in social influence in transport studies addressing a key research gap, the spatial aspects of this influence. Spatial analysis of private Toyota Prius vehicle ownership, was undertaken at the Output Area level for London for the period 2000 to 2011. Exploratory Spatial Data Analysis (ESDA), an important first step in spatial analysis, indicated the presence of spatial autocorrelation and Toyota Prius spatial clusters ('hotspots'). These 'hotspots' enlarged over time which can be indicative of social influence. This informed the need for in-depth quantitative analysis on the role of co-variables through the use of a Zero Inflated Negative Binomial model and the choice of case study areas for qualitative interviews. In the model, 'what your neighbours do' is a key co-variable represented by the average number of Priuses from neighbouring Output Areas (OA). This measure of social influence had a positive impact on the number of Toyota Priuses in a neighbourhood. The likelihood of Prius ownership in an OA increases by over 50% when the average number of Priuses in neighbouring OA increases by one. The case study OAs were examined in detail setting the scene for the qualitative interviews. Nine face-to-face semi-structured interviews were undertaken with current and potential future Toyota Prius owners. All referenced at least one form of social influence. The influences included direct observation of the vehicles, the opportunity to trial vehicles and changes in the symbolism of the vehicle through its adoption by others. Broader findings were consistent with the literature, for example with regard to the role of congestion charge exemptions and the socio-economic background of the participants. The confirmation of social influence indicated by these findings could assist in the geographic positioning of demonstration schemes or in the allocation of grants, with the economic assessment benefits of grant programmes, because of the 'knock-on' effects of social influence, potentially being wider than conventionally assumed.

The present study is based on an ecological analysis of transport and wellbeing as devised by Stokols and Novaco (1981). This study seeks to examine the link between transport mode and well-being. One hundred and eight Participants (N= 1 08) filled out a questionnaire that contained the psychological well-being scales of self-efficacy, general health and perceived stress; and the organizational scales of job satisfaction and absenteeism. The participants were divided into groups of 18 according to which transport mode they used. The transport mode groups were drive alone, train, bus, car pool, walk or cycle. It was hypothesized that there would be a significant difference in well-being between transport modes, that alternative modes of transport would score better than the drive alone category and that transport mode had an effect on psychological and organizational well-being. Findings supported that there was a difference in well-being between transport modes with the cycle and drive alone categories being significantly different to the bus, car pool and walk categories. Only the alternative mode of cycle performed better on the well-being scales than the drive alone category which did not support our second hypothesis. Transport mode did have an effect across both the psychological and organizational categories. Research and practical implications are discussed and directions for future research are highlighted.

Research has suggested that affective states have critical effects on various cognitive processes and performance. Evidence from driving studies has also emphasized the importance of driver situation awareness (Endsley, 1995b) for driving performance and safety. However, to date, no research has investigated the relationship between affective effects and driver situation awareness. Two studies examined the relationship between a driver's affective states and situation awareness. In Experiment 1, 30 undergraduates drove in a simulator after either anger or neutral affect induction. Results suggested that an induced angry state can degrade driver situation awareness and driving performance more than the neutral state. Interestingly, the angry state did not influence participants' perceived workload. Experiment 2 explored the possibilities of using an "attention deployment" emotion regulation strategy as an intervention for mitigating angry effects on driving, via an adaptive speech-based system. 60 undergraduates drove the same scenario as in Experiment 1 after affect induction with different intervention conditions: anger with no sound; anger with the ER system: directive/ command style emotion regulation messages; anger with the SA system: suggestive/ notification style situation awareness prompts; or neutral with no sound. Results showed that both speech-based systems can not only enhance driver situation awareness and driving performance, but also reduce the anger level and perceived workload. Participants rated the ER system as more effective, but they rated the SA system as less annoying and less authoritative than the ER system. Based on the results of Experiment 2, regression models were constructed between a driver's affective states and driving performance, being mediated by situation awareness (full mediation for speeding and partial mediation for collision). These results allow researchers to construct a more detailed driver behavior model by showing how an affective state can influence driver situation awareness and performance. The practical implications of this research include the use of situation awareness prompts as a possible strategy for mitigating affective effects, for the design of an affect detection and mitigation system for drivers.

This thesis proposed that theory on human territoriality, particularly the work of Irwin Altman and colleagues, can contribute to a better understanding of the relationship between people and their car. The car has often been labelled a territory, analogous to the home, which plays a significant role in the lives of individuals in motorised societies. A review of the existing literature on both territoriality and driver behaviour suggested that the car conforms to the defining features of a territory, being an important and enduring object that many drivers decorate with personal items and that they protect against invasion by other road users. Despite this literature, there is little empirical research to support the idea that the car is an imp011ant human territory. Using the methodological framework of transactional psychology, this thesis reported on three studies that utilised an array of self-rep01t techniques to answer research questions on the relationship between territoriality and driver behaviour. The research questions enquired as to whether drivers perceive the car and the surrounding road space as territory, whether they see the driving environment as defined in territo1ial terms, and whether these features influence behaviour on the road. In the first study, 13 focus groups were conducted to determine whether drivers' descriptions of the relationship with their car conformed to existing descriptions of territory. Specific interest was taken in whether the car conformed to Brown and Altman's (1981) descriptions of primary (e.g., home), secondary (e.g., workplace) or public (e.g., park) territory. Focus group questions reflected the territorial features of duration, centrality, marking range, marking intention, and response to invasion. Analysis revealed that the car can be considered a territory, with descriptions of the car closely matching Brown and Altman's descriptions of territory types. However, exactly what type of territory the car was depended on the individual. For instance, young drivers were more likely to perceive the car as aligned with notions of primary territory, while drivers of work vehicles were more likely to describe the car as a secondary or even public territory. Fm1her, dimensional variations were present within d1iver groups and within individuals, such that the broad application of the label 'primary', 'secondary' or 'public' territory to desc1ibe the car was not appropriate. As such, it was noted that territorial researchers should determine the nature of a person's relationship with a particu1ar place/object p1ior to making assumptions about what type of territory it is. Study Two examined the constructs (i.e., descriptors) that drivers use to interpret driving situations, hypothesising that they would correspond to territorial themes such as privacy, safety and control. Phase One of the study generated a representative list of 20 common driving situations, through the use of a travel diary, for subsequent use in a repertory grid task. In Phase Two, 101 drivers completed a repertory grid in which they compared the 20 situations on a se1ies of self-generated constructs. Generalised Procrustes analysis of the grids revealed two major dimensions that drivers use to interpret their driving environment, representing the constructs of safety, control, anger, stress and enjoyment. With few exceptions, these constructs were consistently applied by all drivers and across all driving situations. Safety and control are both linked to aspects of human territoriality. Control was also notable for representing both control over whether a situation is entered into, and control over what occurs once in the situation. Although anger, stress and enjoyment are not key territorial themes, this may reflect the comparatively deficient coverage of emotion in territorial literature. In Study Three, the survey responses of 403 drivers were used to test three hypotheses. First, principal components analysis of the relationship with the car revealed that the major themes characterising this association were linked to the dimensions of territoriality desc1ibed by Brown and Altman (1981). In addition, the degree to which each theme was experienced varied as a function of driver age and car ownership, a feature also noted in the focus group study. Second, the majority of drivers were able to nominate a part of the road-space surrounding the car that they saw as part of their territory. The size of this space varied as a function of the driver and the type of car driven. Third, mixed results were found for the effect of territoriality on self-reported aggressive and prosocial driving. Although viewing the car as a defendable space predicted aggressive behaviours, and believing that the car provides autonomy predicted prosocial driving in some situations, other variables directly related to territory were non-significant. As was found in Study Two, the emotional states of enjoyment and anger also played a role in predicting response to the behaviour of others. Together, these studies suggested that the car is a territory, for some drivers analogous to a primary territory such as the home. The manner in which the car, the surrounding road-space, and the driving environment are considered territorial has implications for understanding road user behaviour, including the topics of aggressive and prosocial driving, conformity with road rules, and travel demand management. As such, the findings of this research have potential application in the development of strategies to improve dri ver behaviour, specifically in relation to aggressive and prosocial driving. In addition, the research conducted in this thesis has implications for the further development of theory on human territoriality. Primarily this relates to further elucidating the role of control in territoriality, especially as it differentiates between primary, secondary and public territories. Territoriality theory would also benefit from a more comprehensive understanding of the role that emotion plays in territoriality. Given the exploratory nature of this research, further work is also required to further understand the links between territoriality and driver behaviour.

In Australia and other developed countries, young drivers are more likely to be involved in crashes than older, more experienced drivers. However, not all young drivers are crash involved. There is increasing evidence within road safety literature suggesting the existence of a subgroup of young drivers with an elevated risk of crashing. The aim of this thesis was to examine characteristics of young drivers (aged 16 to 24 years) that identify those with an elevated risk of crash involvement and to validate high-risk driver subtypes among different young driver populations. Young driver interventions might be more effective if tailored to the needs and motivations of these specific subgroups of young drivers identified as being at a higher risk of crash involvement. The first of four studies examined the ability of previous driving behaviour, reflected in driver records, to identify high-risk drivers, that is, drivers deemed culpable for a fatal crash. The official driver records, both crashes and traffic offences, of drivers involved in a multiple vehicle fatal crash were tracked for five years prior to the fatal crash (N=388). This analysis was repeated for a subset of young drivers aged 16 to 24 years (n=82). Although driver records (i.e., prior drink driving offences) had some value in identifying high-risk drivers, they were not useful in identifying the subset of high-risk young drivers. The second study involved an examination of personality characteristics, motivations, driving related attitudes, and behaviours to ascertain whether they could differentiate young traffic offenders (N=336), drivers detected engaging in risky driving, from other young drivers (i.e., university students N=270). Based on a wide variety of questionnaire measures, the profile of characteristics for the offenders indicated that they were well adjusted and generally did not differ greatly from the students. However, there were notable differences on some measures related to aggression. In addition, offenders generally had less safety-oriented attitudes towards road safety issues than students. Considering that young drivers are not a homogenous group, the third and fourth studies examined whether personality characteristics and attitudes could identify different subtypes of young drivers, specifically subtypes with an elevated crash risk. The existence of subtypes was examined and validated among the two young driver populations: university students (N=270) and young traffic offenders (N=336). Based on questionnaire measures, cluster analysis identified four meaningful young driver subtypes in each of the young driver populations. High-risk young driver subtypes were more clearly differentiated among young drivers already identified by their driving record as high-risk (i.e., traffic offenders). Of significance, the high-risk young driver subtypes had a similar profile (i.e., "emotional, hostile" and "thrill-seeking") to those found in previous research. Interventions that matched the needs of these high-risk subtypes were discussed. A 12-month follow up of driver records showed that high-risk subtypes continued to be detected for more traffic offences than other subtypes, and there was a trend of greater crash involvement. It is recommended that further research follow these driver records for a number of years to allow comprehensive validation of these subtypes.
http://proxy.library.adelaide.edu.au/login?url= http://library.adelaide.edu.au/cgi-bin/Pwebrecon.cgi?BBID=1280851
Thesis (PhD)-- School of Psychology, 2007

In Australia and other developed countries, young drivers are more likely to be involved in crashes than older, more experienced drivers. However, not all young drivers are crash involved. There is increasing evidence within road safety literature suggesting the existence of a subgroup of young drivers with an elevated risk of crashing. The aim of this thesis was to examine characteristics of young drivers (aged 16 to 24 years) that identify those with an elevated risk of crash involvement and to validate high-risk driver subtypes among different young driver populations. Young driver interventions might be more effective if tailored to the needs and motivations of these specific subgroups of young drivers identified as being at a higher risk of crash involvement. The first of four studies examined the ability of previous driving behaviour, reflected in driver records, to identify high-risk drivers, that is, drivers deemed culpable for a fatal crash. The official driver records, both crashes and traffic offences, of drivers involved in a multiple vehicle fatal crash were tracked for five years prior to the fatal crash (N=388). This analysis was repeated for a subset of young drivers aged 16 to 24 years (n=82). Although driver records (i.e., prior drink driving offences) had some value in identifying high-risk drivers, they were not useful in identifying the subset of high-risk young drivers. The second study involved an examination of personality characteristics, motivations, driving related attitudes, and behaviours to ascertain whether they could differentiate young traffic offenders (N=336), drivers detected engaging in risky driving, from other young drivers (i.e., university students N=270). Based on a wide variety of questionnaire measures, the profile of characteristics for the offenders indicated that they were well adjusted and generally did not differ greatly from the students. However, there were notable differences on some measures related to aggression. In addition, offenders generally had less safety-oriented attitudes towards road safety issues than students. Considering that young drivers are not a homogenous group, the third and fourth studies examined whether personality characteristics and attitudes could identify different subtypes of young drivers, specifically subtypes with an elevated crash risk. The existence of subtypes was examined and validated among the two young driver populations: university students (N=270) and young traffic offenders (N=336). Based on questionnaire measures, cluster analysis identified four meaningful young driver subtypes in each of the young driver populations. High-risk young driver subtypes were more clearly differentiated among young drivers already identified by their driving record as high-risk (i.e., traffic offenders). Of significance, the high-risk young driver subtypes had a similar profile (i.e., "emotional, hostile" and "thrill-seeking") to those found in previous research. Interventions that matched the needs of these high-risk subtypes were discussed. A 12-month follow up of driver records showed that high-risk subtypes continued to be detected for more traffic offences than other subtypes, and there was a trend of greater crash involvement. It is recommended that further research follow these driver records for a number of years to allow comprehensive validation of these subtypes.
Thesis (PhD)-- School of Psychology, 2007

The automobile driving performance of 18 mildly demented subjects was compared to that of 18 normal elderly and 18 mid-age controls. Driving tasks were grouped according to a three-level hierarchical model that characterizes driving as a problem solving skill involving (a) low-level vehicle control skills, (b) intermediate level manoeuvring skills in response to on-road events, and (c) higher level driving-related judgemental abilities. Driving simulator measures of brake reaction time and steering accuracy were selected to represent the lowest level of hierarchy. A Motor Vehicle Branch (MVB) road test and a test of emergency braking distance indexed the intermediate level. Driving-related judgment was assessed by evaluating the accuracy of subjects' appraisals of their own driving skills, and by examining whether the demented subjects evidenced an increased level of driving avoidance that might be commensurate with the extent of their driving deficits. Overall the demented subjects performed significantly less well than did controls on the driving behaviour measures. Particularly striking were their deficits at the highest and lowest levels of the hierarchical task analysis. They were markedly impaired on the driving simulator tasks and they showed a clear tendency to over-estimate their driving competence relative to their actual performance. However, from a practical standpoint it was noted that despite significant group differences at the intermediate level, the overlap in performance scores between the demented and the normal elderly was considerable for these in-car tasks. Also, although the mildly demented subjects had significantly more demerit points on the MVB road test than did the elderly controls, nearly 70% were able to pass the licensing exam. Mildly demented drivers might best be characterized as having marginal driving abilities, a fact which may pose considerable challenges to clinicians and policy makers. A second component of the study involved evaluation of the correlations between the driving measures and several common psychometric tests of attention, perception, and psychomotor speed. After group membership was accounted for, the psychometric tests failed to add precision to the prediction of driving performance.

Thesis (M.A.)--York University, 2003. Graduate Programme in Psychology.
Typescript. Includes bibliographical references (leaves 65-82). Also available on the Internet. MODE OF ACCESS via web browser by entering the following URL: http://wwwlib.umi.com/cr/yorku/fullcit?pMQ99404

Lo Chi-yan.
Thesis (M.Phil.)--Chinese University of Hong Kong, 2005.
Includes bibliographical references (leaves 42-51).
Abstract in English and Chinese; questionnaires in Chinese.
Abstract --- p.i
Acknowledgments --- p.iv
Table of Contents --- p.v
Chapter CHAPTER 1 --- Introduction --- p.1
Why is empirical research on driver sleepiness important? --- p.2
Prevalence of driver sleepiness --- p.2
Driver sleepiness as a risk factor for traffic accidents --- p.3
Why should taxi driver sleepiness be studied? --- p.6
Variations in sleepiness and vigilance and driving performance within a shift and comparison between daytime and nighttime drivers --- p.8
"The impact of circadian typology on sleep, sleepiness, vigilance and driving performance" --- p.11
Bright light exposure --- p.14
Overview of the present study --- p.18
Chapter CHAPTER 2 --- Main study --- p.20
Recruitment and Characteristics of Participants --- p.20
Procedure --- p.20
Instruments --- p.23
Chapter CHAPTER 3 --- Results --- p.28
Chapter CHAPTER 4 --- Discussion --- p.36
References --- p.42
Figures --- p.52
Tables --- p.55
Appendices --- p.62

L’insécurité routière chez les conducteurs âgés est attribuable en partie, aux effets délétères du vieillissement normal sur le fonctionnement cognitif. Les méthodes d’évaluation neuropsychologique par les tests ayant montré une certaine efficacité dans le cas du dépistage des habiletés de conduite chez les conducteurs âgés atteints d’affections neurologiques pathologiques, la présente thèse vise à évaluer la pertinence de cette approche chez les conducteurs vieillissants de la population générale. Le principal objectif de cette thèse est ainsi d’obtenir une vue d’ensemble sur le rôle et la sensibilité des mesures neuropsychologiques dans la prédiction des habiletés et habitudes de conduite automobile sécuritaire chez les conducteurs âgés. Dans la même perspective, la thèse explore d’autre part le rôle de variables sociodémographiques et psychologiques. L’article 1 évalue la validité prédictive de sept tests des fonctions visuo-attentionnelles et de la mémoire de travail en regard des habiletés de détection périphérique chez 50 conducteurs âgés de 62 à 83 ans. L’étude sur simulateur de conduite comprend une condition de conduite simple et une condition plus soutenue incluant une distraction téléphonique de type « mains-libres ». Selon les résultats, certains tests cognitifs prédisent bien les temps de détection. En outre, la validité prédictive des tests est plus importante dans la situation de conduite plus exigeante. Cela dit, les résultats de l’article 2 révèlent que le recours aux stratégies d’évitement des situations exigeantes est plus prononcé chez les individus qui présentent des faiblesses à certains des tests neuropsychologiques proposés. Les résultats indiquent en outre que l’utilisation des stratégies d’évitement routier est plus fréquente chez les conducteurs ayant tendance à déprécier leurs habiletés de conduite générales, à exprimer une moindre perception de contrôle ainsi qu’une attitude défavorable à l’endroit des situations de conduite complexes ou risquées. Les stratégies d’évitement se révèlent donc comme des réponses autorégulatrices proportionnelles aux limitations cognitives et aux perceptions individuelles. Dans les deux études, l’âge ne permet pas d’expliquer les différences individuelles, ceci ni en termes d’habiletés de détection périphérique ni de tendances autorégulatrices. Le rôle du genre est cependant plus nuancé. Ainsi, le principal apport de la présente thèse réside dans la constatation que si d’une part, certaines limitations neuropsychologiques sont associées à une réduction des habiletés de détection périphérique, ces mêmes limitations s’accompagnent aussi de mesures autorégulatrices qui peuvent contribuer à réduire le risque routier. Il appert conséquemment que les méthodes de dépistage de l’insécurité routière chez les conducteurs âgés se basant sur l’évaluation des limitations cognitives et attentionnelles doivent également rechercher et évaluer la teneur de leurs comportements routiers autorégulateurs. Dans le contexte de vieillissement de la population, des interventions pourront également miser sur le renforcement de ces comportements.
The increase of crash rates in elderly population can be attributed in some part to the effects of normal aging on cognitive functioning. In the other hand, older drivers are likely to adopt self-regulated driving behaviours, such as driving habits to restrict their exposure to less complex situations. Neuropsychological assessments have shown some efficacy in the field of fitness-to-drive screening of older drivers suffering from neurological disorders. This thesis aims to assess the relevance of clinical neuropsychology in screening methods considering older drivers population. The main goal is thus to study the contribution and the sensitivity of neuropsychological testing in the prediction of skills and habits of safe driving among older drivers. In the same vein, the thesis investigates the role of other socio-demographic and psychological variables. To this end, article 1 evaluates the predictive validity of seven tests of visuo-attentional functions and working memory efficiency in relation to peripheral detection task performances in 50 drivers aged from 62 to 83 years in a simulated car driving environment. The driving simulation consisted of a simple driving condition and a condition including a "hands-free" cell phone distraction task. The results indicate that some neuropsychological tests, as opposed to age, are good predictors of detection performances. In addition, the predictive validity of the tests is more important in the most challenging driving condition. The Corsi Block Tapping test, assessing visuospatial working memory, is revealed as on of the best predictor of detection skills. Article 2 was carried from previous neuropsychological testing and self-administered questionnaires related to avoidance driving behaviours, drivers perceptions and attitudes. The results indicate that individuals who show higher difficulties in tests assessing visuospatial working memory, processing speed, and divided and selective attention capacities are significantly more likely to adopt avoidance driving strategies. The results also demonstrate that driving avoidance is higher among drivers who tend to depreciate their general driving skills, to express a lower perception of control and an unfavourable attitude towards risky driving. Avoidance strategies are thus proven to be self-regulatory responses which are proportionate to cognitive limitations and individual perceptions. In summary, this thesis demonstrates that peripheral detection performances of older drivers in a simulated car study, are well reflected in neuropsychological testing assessing working memory and other attentional abilities. Since detection skills are crucial for driving safety, an indirect link can be established between neuropsychological measures and road safety among older drivers. It also seems that those drivers, who have greater cognitive limitations, are more likely to avoid challenging driving situations, thereby balancing their crash risk. It is concluded that fitness-to-drive assessments based on neuropsychological screening need to be complemented with the assessment of self-regulatory behaviors. In the context of an aging population, new interventions should focus on strengthening self-regulatory behaviors of older drivers.

This dissertation aims at determining the possible effects of alcoholic hangover on human behaviour by examining the effects of acute alcohol consumption (> 1g/kg) 14-16 hours following alcohol ingestion on simple and choice reaction times, divided attention tasks and driving skills. The hypotheses are that cognitive and behavioural functioning is impaired even after the blood alcohol concentration level has returned to zero The California Computerised Assessment Package (CALCAP) together with selected driving skills tasks, repeated breath analysis measures, a biographical questionnaire, a subjective hangover rating scale, and blood glucose tests were administered to a group of 63 mixed gender student volunteers. The experimental group and was tested prior to, and during hangover. The control group was pre- and post-tested in order to determif.le the impact of practice effects. Results indicate that hangover individuals performed less well than control subjects on measures of reaction time and driving precision. Further more, the findings show that subjective experience of hangover is not a good predictor of reaction time or driving performance, and that the absence of hangover symptoms does not guarantee full mental recovery. Statistical analysis of the data showed that post-test findings could not be attributed to a gender effect.
Thesis (M.A.)-University of Natal, Pietermaritzburg, 2000.

Bien que la conduite d’un véhicule motorisé soit une activité des plus usuelles, les accidents routiers font partie des dix premières causes mondiales de décès. Au cours des dernières années, les programmes canadiens et québécois de prévention en sécurité routière ont montré une certaine efficacité, observable notamment par une baisse des décès sur la route. Ces progrès sont toutefois insuffisants, et de meilleures stratégies d’intervention et de prévention doivent être développées. Une meilleure connaissance des personnes susceptibles d’être impliquées dans des accidents routiers permettrait le développement de campagnes plus ciblées et pertinentes. Ainsi, il est déjà reconnu que le fait d’être un homme, le fait d’être âgé entre 15 et 29 ans, et la consommation d’alcool ou de substances psychoactives, augmentaient le risque d’être impliqué dans un accident routier. De ce fait, l’un des objectifs de cette thèse est de mieux comprendre le rôle de la fréquence de consommation de cannabis dans la conduite automobile risquée chez les jeunes conducteurs de sexe masculin. D’autre part, des études se sont déjà intéressées au rôle joué par les parents dans les comportements routiers de leurs jeunes. Aucune étude ne semble toutefois s’être attardée au rôle du soutien à l’autonomie prodigué par les parents dans la prise de risques au volant des jeunes. Le second objectif de cette thèse est donc d’investiguer l’impact du soutien parental de l’autonomie dans la conduite automobile des jeunes consommateurs de cannabis. Dans cette optique, l’Article 1 traite de l’association entre la fréquence de consommation de cannabis et la prise de risques au volant auto-rapportée auprès d’un échantillon de conducteurs masculins âgés entre 18 et 25 ans. De plus, il évalue le rôle du niveau de soutien parental de l’autonomie dans cette prise de risques auto-rapportée. Les résultats indiquent que la fréquence de consommation de cannabis est positivement associée à la prise de risques au volant, telle que mesurée par la variable de conduite sous l’influence du cannabis, et en est un prédicteur. Les résultats de cet article n’ont cependant pu démontrer que le soutien parental de l’autonomie était un prédicteur de la conduite automobile risquée auto-rapportée. L’Article 2 étudie la conduite automobile risquée à travers des données comportementales de conduite automobile risquée, observées dans un contexte de simulation de conduite. Les résultats de ce deuxième article révèlent que la fréquence de consommation de cannabis contribue à prédire la conduite automobile risquée observée. En outre, les résultats indiquent un effet significatif des niveaux de fréquence de consommation sur la prise de risques au volant. Finalement, les résultats révèlent une contribution du niveau de soutien parental à l’autonomie dans la prise de risques au volant observée en simulation. Enfin, la discussion porte sur les contributions théoriques de cette thèse aux connaissances scientifiques en sécurité routière, ainsi que ses implications pratiques pour la prévention et l’intervention.
Although driving a vehicle is one common activity, road accidents are one of the top ten causes of death in the world. In recent years, a decrease of on road deaths in Canada and Quebec have shown that road safety prevention campaigns can be effective. However, these advances are insufficient, and there is a need for better intervention and prevention strategies. A better knowledge of individuals likely to be involved in road accidents would allow the development of more targeted and relevant prevention campaigns. Thus, it is already known that men, individuals aged between 15 and 29, and users of alcohol or psychoactive substances before driving have an increased risk of being involved in a road accident. Therefore, one of the objectives of this thesis is to have a better understanding of the role of frequency of cannabis use in young males’ risky driving. Also, studies have already examined the role of parents in the road behaviors of their children. However, no study seems to have focused on the role of parental autonomy support in young drivers’ risky driving. The second objective of this thesis is to investigate the impact of parental autonomy support on risky driving among young cannabis users. In this line of thinking, Article 1 investigates the association between frequency of cannabis use and self-reported risky driving among a sample of male drivers aged between 18 and 25 years old. In addition, it evaluates the role of parental autonomy support in self-reported risky driving. Results indicate that frequency of cannabis use is positively associated with risky driving (measured with self-reported measure of driving under the influence of cannabis), and is a predictor of this measure. However, results did not show that parental autonomy support is a predictor of self-reported risky driving. Article 2 studies risky driving through behavioral measures. These behavioral measures are observed in a driving simulator. Results of this article reveal a contribution of frequency of cannabis use in predicting observed risky driving in a driving simulator. In addition, results indicate a significant effect of the frequency of use levels on risky driving behaviors observed in the simulated driving task. Finally, results show a contribution of parental autonomy support in observed risky driving in the simulator. The theoretical contributions of this thesis to the scientific literature on road safety, as well as its practical implications for prevention and intervention are discussed.

The Type-II dilemma zone refers to the segment of roadway approaching an intersection where drivers have difficulty deciding to stop or proceed through at the onset of the circular yellow (CY) indication. Signalized intersection safety can be improved when the dilemma zone is correctly identified and steps are taken to reduce the likelihood that vehicles are caught in it. This research employs driving simulation as a means to collect driver response data at the onset of the CY indication to better understand and describe the dilemma zone. The data obtained was compared against that from previous experiments documented in the literature and the evidence suggests that driving simulator data is valid for describing driver behavior under the given conditions. Fuzzy logic was proposed as a tool to model driver behavior in the dilemma zone, and three such models were developed to describe driver behavior as it relates to the speed and position of the vehicle. These models were shown to be consistent with previous research on this subject and were able to predict driver behavior with up to 90% accuracy.
Graduation date: 2013

This study followed a qualitative research approach, and semi-structured interviews regarding the subject matter were conducted with the knowledgeable and experienced respondents in the Gauteng traffic-related departments. A literature review was also conducted to provide a comprehensive understanding of the research problem in both local and international context. The research stresses the fact that motorists are continuing to lose their lives on Gauteng province, as a result of violent traffic disputes, therefore people suffer financial, physical, psychological as well as social effects as a consequence of such actions. The findings revealed that all the traffic stakeholders are working cooperatively towards implementing the crime prevention strategic plans, but for policing road rage in particular there is no specific strategy in action. In addition, this study reveals that it is impossible for the traffic police to curb road rage incidents because the latter occur as a result of unpredictable human behavior.
Police Practice
M. Tech. (Policing)