A longitudinal investigation of the predictors of older drivers’ speeding behaviour

There is little objective evidence about the extent older drivers’ are involved in speeding or factors that may influence this behaviour. Particular concern exists for the increasing number of older drivers with poor or declining cognitive and visual function. This study investigates whether a reduction in speeding forms part of the self-restrictive driving behaviour evident when older drivers experience poor cognitive and visual function. Driving data over 12 months were collected from 182 volunteers aged 75–94 years. Driving speed was estimated using Global Positioning System location, and speed limit data was based on a service-provider database. Speed events were defined as driving 1 km/h or more, with 3% tolerance, above a single speed limit, averaged over 30 s. Almost all participants (99%) were involved in speed events. While, 16–31% of participants experienced a meaningful decline in cognitive or visual function during the 12-months, these declines were not predictive of a change in speed events. Our results indicate speeding behaviour in this age group was highly prevalent, but less so for the oldest drivers whereby the rate of speed events was 7% lower per year older (IRR = 0.93, 95%CI = 0.89–0.96). Older drivers with worse function were less involved in speed events (unadjusted for distance driven) during 12 months of observation. Weekly distance driven decreased over the year by approximately 0.45 km with every week of monitoring for these older drivers. When distance driven was taken into account, decreased function was not predictive of involvement in speed events, indicating the reduction in speed events may be achieved by older drivers with lower function reducing distance driven. These results are important for developing policy to address speeding behaviour of the growing population of older drivers to reduce the incidence of crashes and resulting casualties.     

Monitoring speed before and during a speed publicity campaign

Driving speeds were monitored during a period of 16 weeks encompassing different stages of an anti-speeding campaign in the Netherlands. This campaign targeted speed limit violations in built-up areas. The observation periods differed in terms of intensity and media used for the campaign. Small road-side radars, mounted in light poles, were used and registered the speeds on 20 locations in built-up areas. Speeds of over 10 million vehicles were measured. Ten locations had a posted speed limit of 50 km/h; the other ten had a posted speed limit of 30 km/h. Posters were placed at half of each group of locations to remind drivers of the speed limit. The average speed on the 50 km/h roads was 46.2 km/h, and 36.1 km/h on the 30 km/h roads. The average proportions of vehicles exceeding the speed limit were 33.3% and 70.1% respectively. For the 30 km/h roads, the data shows differences in speed and speeding behaviour between the six distinguished observation periods, but overall these differences cannot be logically linked to the contents of the phases and, hence, cannot be explained as an effect of the campaign. The only exception was an effect of local speed limit reminders on the 30 km/h roads. This effect, however, was temporary and had disappeared within a week.     

Quantifying the yellow signal driver behavior based on naturalistic data from digital enforcement cameras

The yellow signal driver behavior, reflecting the dilemma zone behavior, is analyzed using naturalistic data from digital enforcement cameras. The key variable in the analysis is the entrance time after the yellow onset, and its distribution. This distribution can assist in determining two critical outcomes: the safety outcome related to red-light-running angle accidents, and the efficiency outcome. The connection to other approaches for evaluating the yellow signal driver behavior is also discussed.The dataset was obtained from 37 digital enforcement cameras at non-urban signalized intersections in Israel, over a period of nearly two years. The data contain more than 200 million vehicle entrances, of which 2.3% (∼5 million vehicles) entered the intersection during the yellow phase. In all non-urban signalized intersections in Israel the green phase ends with 3 s of flashing green, followed by 3 s of yellow. In most non-urban signalized roads in Israel the posted speed limit is 90 km/h.Our analysis focuses on crossings during the yellow phase and the first 1.5 s of the red phase. The analysis method consists of two stages. In the first stage we tested whether the frequency of crossings is constant at the beginning of the yellow phase. We found that the pattern was stable (i.e., the frequencies were constant) at 18 intersections, nearly stable at 13 intersections and unstable at 6 intersections. In addition to the 6 intersections with unstable patterns, two other outlying intersections were excluded from subsequent analysis. Logistic regression models were fitted for each of the remaining 29 intersection. We examined both standard (exponential) logistic regression and four parameters logistic regression. The results show a clear advantage for the former. The estimated parameters show that the time when the frequency of crossing reduces to half ranges from1.7 to 2.3 s after yellow onset. The duration of the reduction of the relative frequency from 0.9 to 0.1 ranged from 1.9 to 2.9 s.     

Differences in state drug testing and reporting by driver type in U.S. fatal traffic crashes

IntroductionDriving under the influence of drugs, including marijuana, has become more prevalent in recent years despite local, state, and federal efforts to prevent such increases. The Fatality Analysis Reporting System (FARS) is the primary source of drugged driving data for fatal crashes in the United States but lacks the completeness required to calculate unbiased estimates of drug use among drivers involved in fatal crashes.MethodsThis article uses the 2013 FARS dataset to present differences in state drug testing rates by driver type, driver fault type, and state-level factors; discusses limitations related to analysis and interpretation of drugged driving data; and offers suggestions for improvements that may enable appropriate use of FARS drug testing data in the future.ResultsResults showed that state drug testing rates were highest among drivers who died at the scene of the crash (median = 70.8%) and drivers who died and were at fault in the crash (median = 64.4%). The lowest testing rates were seen among surviving drivers who were not transported to a hospital (median = 14.0%) and surviving drivers who were not at fault in the crash (median = 10.0%). Drug testing rates differed by state blood alcohol content (BAC) testing rate across all driver types and driver fault types, and in general, states that tested a higher percentage of drivers for BAC had higher drug testing rates.DiscussionTesting rates might be increased through standardization and mandatory testing policies. FARS data users should continue to be cautious about the limitations of using currently available data to quantify drugged driving. More efforts are needed to improve drug testing and reporting practices, and more research is warranted to establish drug concentration levels at which driving skills become impaired.     

Crash avoidance in response to challenging driving events: The roles of age,serialization, and driving simulator platform

We examined the crash avoidance behaviors of older and middle-aged drivers in reaction to six simulated challenging road events using two different driving simulator platforms. Thirty-five healthy adults aged 21–36 years old (M = 28.9 ± 3.96) and 35 healthy adults aged 65–83 years old (M = 72.1 ± 4.34) were tested using a mid-level simulator, and 27 adults aged 21–38 years old (M = 28.6 ± 6.63) and 27 healthy adults aged 65–83 years old (M = 72.7 ± 5.39) were tested on a low-cost desktop simulator. Participants completed a set of six challenging events varying in terms of the maneuvers required, avoiding space given, directional avoidance cues, and time pressure. Results indicated that older drivers showed higher crash risk when events required multiple synchronized reactions. In situations that required simultaneous use of steering and braking, older adults tended to crash significantly more frequently. As for middle-aged drivers, their crashes were attributable to faster driving speed. The same age-related driving patterns were observed across simulator platforms. Our findings support the hypothesis that older adults tend to react serially while engaging in cognitively challenging road maneuvers.     

Differential effects of traffic sign stimuli upon speeding in school zones following a traffic light interruption

Motorists whose journey has been interrupted by signalized traffic intersections in school zones resume their journey at a faster vehicle speed than motorists who have not been required to stop. Introducing a flashing “check speed” sign 70 m after the traffic intersections counteracts this interruptive effect. The present study examined which aspects of a reminder sign are responsible for reducing the speeding behavior of interrupted motorists. When a sign that combines both written text and flashing lights was introduced, interrupted motorists did not speed, traveling on average 0.82 km/h below the 40 km/h speed limit when measured 100 m from traffic intersections. Alternatively, when only the flashing lights were visible the interrupted motorists sped 3.36 km/h over the 40 km/h speed limit. Similar vehicular speeds were observed when only the written text was visible and when no sign was present (7.67 and 7.49 km/h over the 40 km/h speed limit, respectively). This indicates that static reminder signs add little value over the absence of a school zone reminder sign; the presence of both cues is necessary to fully offset the interruptive effect. This study also highlights the benefit of using exogenous visual cues in traffic signs to capture drivers’ attention. These findings have practical implications for the design and use of traffic signs to increase compliance with posted speed limits.     

Identifying beliefs underlying pre-drivers’ intentions to take risks: An application of the Theory of Planned Behaviour

Novice motorists are at high crash risk during the first few months of driving. Risky behaviours such as speeding and driving while distracted are well-documented contributors to crash risk during this period. To reduce this public health burden, effective road safety interventions need to target the pre-driving period. We use the Theory of Planned Behaviour (TPB) to identify the pre-driver beliefs underlying intentions to drive over the speed limit (N = 77), and while over the legal alcohol limit (N = 72), talking on a hand-held mobile phone (N = 77) and feeling very tired (N = 68). The TPB explained between 41% and 69% of the variance in intentions to perform these behaviours. Attitudes were strong predictors of intentions for all behaviours. Subjective norms and perceived behavioural control were significant, though weaker, independent predictors of speeding and mobile phone use. Behavioural beliefs underlying these attitudes could be separated into those reflecting perceived disadvantages (e.g., speeding increases my risk of crash) and advantages (e.g., speeding gives me a thrill). Interventions that can make these beliefs safer in pre-drivers may reduce crash risk once independent driving has begun.     

Drivers’ behavioral responses to combined speed and red light cameras

BackgroundNumerous signalized intersections worldwide have been equipped with enforcement cameras in order to tackle red light running and often also to enforce speed limits. However, various impact evaluation studies of red light cameras (RLCs) showed an increase of rear-end collisions (up to 44%).ObjectiveThe principal objective of this study is to provide a better insight in possible explaining factors for the increase in rear-end collisions that is caused by placing combined speed and red light cameras (SRLCs).MethodReal-world observations and driving simulator-based observations are combined. Video recordings at two signalized intersections where SRLCs were about to be installed are used to analyze rear-end conflicts, interactions and driver behavior in two conditions (i.e., with and without SRLC). Furthermore, one of these intersections was rebuilt in a driving simulator equipped with an eye tracking system. At this location, two test conditions (i.e., SRLC and SRLC with a warning sign) and one control condition (i.e., no SRLC) are examined. The data of 63 participants were used to estimate the risk of rear-end collisions by means of a Monte Carlo Simulation.ResultsThe results of the on-site observation study reveal decreases in the number of red and yellow light violations, a shift (i.e., closer to the stop line) in the dilemma zone and a time headway reduction after the installation of the SRLC. Based on the driving simulator data, the odds of rear-end collisions (compared to the control condition) for the conditions with SRLC and SRLC + warning sign is 6.42 and 4.01, respectively.ConclusionThe real-world and driving simulator observations indicate that the risk of rear-end collisions increases when SRLCs are installed. However, this risk might decrease when a warning sign is placed upstream.     

The effects of visibility conditions,traffic density,and navigational challenge on speed compensation and driving performance in older adults

Research on how older drivers react to natural challenges in the driving environment is relevant for both the research on mental workload and that on age-related compensation. Older adults (M age = 70.8 years) were tested in a driving simulator to assess the impact of three driving challenges: a visibility challenge (clear day, fog), a traffic density challenge (low density, high density) and a navigational challenge (participants followed the road to arrive at their destination, participants had to use signs and landmarks). The three challenge manipulations induced different compensatory speed adjustments. This complicated interpretation of the other measures of driving performance. As a result, speed adjustment indices were calculated for each condition and participant and composite measures of performance were created to correct for speed compensation. (These speed adjustment indices correlated with vision test scores and subscales of the Useful Field of View^®.) When the composite measures of driving performance were analyzed, visibility × density × navigational challenge interactions emerged for hazard RT and SD of lane position. Effects were synergistic: the impact of the interaction of challenge variables was greater than the sum of independent effects. The directions of the effects varied depending on the performance measure in question though. For hazard RT, the combined effects of high-density traffic and navigational challenge were more deleterious in good visibility conditions than in fog. For or SD of lane position, the opposite pattern emerged: combined effects of high-density traffic and navigational challenge were more deleterious in fog than in clear weather. This suggests different aspects of driving performance tap different resources.     

Long-term effect of the North Carolina graduated driver licensing system on licensed driver crash incidence: A 5-year survival analysis

Several studies document the success of graduated driver licensing (GDL) systems in reducing young teen crash rates, but it is not yet clear whether any portion of the crash reduction is achieved by producing more capable drivers. The purpose of this study was to determine whether young teen drivers licensed under the North Carolina GDL system remain crash-free longer than those licensed prior to GDL, independent of the crude reductions in exposure (i.e., decreasing and delaying licensure) that may be responsible for most documented effects of GDL. Survival analysis was used to compare retrospective cohorts of 16–17 year olds before (n = 105,569) and after (n = 327,054) the North Carolina GDL system was implemented. The crash incidence of GDL-licensed 16–17 year olds (combined) was 10% lower than that for pre-GDL teens for at least 5 years after being licensed to drive independently (hazard ratio [HR] = 0.90; 95% confidence interval [CI] = 0.89, 0.91). However, more refined analysis revealed the reductions to only be among females (7%; HR = 0.93; CI = 0.91, 0.94) and males (15%; HR = 0.85, CI = 0.84, 0.87) licensed at age 16 and not among females (0%; HR = 1.00; CI = 0.95, 1.06) and males (0%; HR = 1.00; CI = 0.92, 1.09) licensed at age 17. Sixteen-year-old drivers licensed under the North Carolina GDL system experienced lower first-crash incidence during the first 5 years of unsupervised driving than did those licensed under the previous system. The benefits are greater for males, who tend to have higher crash rates. The findings contradict conventional wisdom that the entire benefit of GDL results merely from decreasing or delaying licensure among young drivers.     

Measuring situational avoidance in older drivers: An application of Rasch analysis

Situational avoidance is a form of driving self-regulation at the strategic level of driving behaviour. It has typically been defined as the purposeful avoidance of driving situations perceived as challenging or potentially hazardous. To date, assessment of the psychometric properties of existing scales that measure situational avoidance has been sparse. This study examined the contribution of Rasch analysis to the situational avoidance construct. Three hundred and ninety-nine Australian drivers (M = 66.75, SD = 10.14, range: 48–91 years) completed the Situational Avoidance Questionnaire (SAQ). Following removal of the item Parallel Parking, the scale conformed to a Rasch model, showing good person separation, sufficient reliability, little disordering of thresholds, and no evidence of differential item functioning by age or gender. The residuals were independent supporting the assumption of unidimensionality and in conforming to a Rasch model, SAQ items were found to be hierarchical or cumulative. Increased avoidance was associated with factors known to be related to driving self-regulation more broadly, including older age, female gender, reduced driving space and frequency, reporting a change in driving in the past five years and poorer indices of health (i.e., self-rated mood, vision and cognitive function). Overall, these results support the use of the SAQ as a psychometrically sound measure of situational avoidance. Application of Rasch analysis to this area of research advances understanding of the driving self-regulation construct and its practice by drivers in baby boomer and older adult generations.     

The effects of cognitively demanding dual-task driving condition on elderly people’s driving performance; Real driving monitoring

BackgroundUsing in-vehicle audio technologies such as audio systems and voice messages is regarded as a common secondary task. Such tasks, known as the sources of non-visual distraction, affect the driving performance. Given the elderly drivers’ cognitive limitations, driving can be even more challenging to drivers. The current study examined how listening to economic news, as a cognitively demanding secondary task, affects elderly subjects’ driving performance and whether their comprehension accuracy is associated with these effects.MethodsParticipants of the study (N = 22) drove in a real condition with and without listening to economic news. Measurements included driving performance (speed control, forward crash risk, and lateral lane position) and task performance (comprehension accuracy).ResultsThe mean driving speed, duration of driving in unsafe zones and numbers of overtaking decreased significantly when drivers were engaged in the dual-task condition. Moreover, the cognitive secondary task led to a higher speed variability. Our results demonstrate that there was not a significant relationship between the lane changes and the activity of listening to economic news. However, a meaningful difference was observed between general comprehension and deep comprehension on the one hand and driving performance on the other. Another aspect of our study concerning the drivers’ ages and their comprehension revealed a significant relationship between age above 75 and comprehension level. Drivers aging 75 and older showed a lower level of deep comprehension.ConclusionOur study demonstrates that elderly drivers compensated driving performance with safety margin adoption while they were cognitively engaged. In this condition, however, maintaining speed proved more demanding for drivers aging 75 and older.     

Comparison of a linear and a non-linear model for using sensory–motor,cognitive, personality,and demographic data to predict driving ability in healthy older adults

This study compared the ability of binary logistic regression (BLR) and non-linear causal resource analysis (NCRA) to utilize a range of cognitive, sensory–motor, personality and demographic measures to predict driving ability in a sample of cognitively healthy older drivers.Participants were sixty drivers aged 70 and above (mean = 76.7 years, 50% men) with no diagnosed neurological disorder. Test data was used to build classification models for a Pass or Fail score on an on-road driving assessment. The generalizability of the models was estimated using leave-one-out cross-validation.Sixteen participants (27%) received an on-road Fail score. Area under the ROC curve values were .76 for BLR and .88 for NCRA (no significant difference, z = 1.488, p = .137). The ROC curve was used to select three different cut-points for each model and to compare classification. At the cut-point corresponding to the maximum average of sensitivity and specificity, the BLR model had a sensitivity of 68.8% and specificity of 75.0% while NCRA had a sensitivity of 75.0% and specificity of 95.5%. However, leave-one-out cross-validation reduced sensitivity in both models and particularly reduced specificity for NCRA.Neither model is accurate enough to be relied on solely for determination of driving ability. The lowered accuracy of the models following leave-one-out cross-validation highlights the importance of investigating models beyond classification alone in order to determine a model's ability to generalize to new cases.     

Effect of exposure to aggressive stimuli on aggressive driving behavior at pedestrian crossings at unmarked roadways

BackgroundAggressive driving, influenced by the proneness of driving aggression, angry state and provoking situation, is adversely affecting traffic safety especially in developing countries where pedestrians frequently cross an unmarked crosswalk. Exposure to aggressive stimuli causes driving anger and aggressive driving behaviors, but the exposure effect on higher and lower aggression drivers and their cumulative changes under successive exposures need more investigation.ObjectivesAn experiment was conducted to examine (1) driving behaviors of individuals with higher and lower aggressive driving traits when approaching pedestrian crossings at unmarked roadways with and without aggressive provocation; and (2) cumulative changes of driving performance under repeated provocations.MethodWe conducted a driving simulator study with 50 participants. Trait of aggressive driving served as a between-subjects variable: participants with an Aggressive Driving Scale (ADS) total score of 30 or more (for men) or 23 or more (for women) were regarded as higher aggressive drivers; lower aggressive drivers were those individuals whose ADS total scores were 21 or less (for men) or 13 or less (for women). Exposure to aggressive stimuli (provoked vs. non-provoked condition) served as a within-subjects variable. Several aspects of the participants’ minimum driving speed, lateral distance from a simulated pedestrian, lateral deviation, and subjective measures were collected.ResultsWe found that drivers with higher aggressive driving traits were more likely to feel irritated and fail to give way for pedestrians and drove closer to pedestrians when exposed to sustained honking and improper passing compared to the non-provoked condition. This trait × state interaction only occurred when pedestrians crossed the street from the right roadway edge line. In addition, we observed an accumulation effect of exposure to aggressive stimuli on driver's aggressive behaviors at pedestrian crossings.ConclusionsEnvironmental design, law enforcement, and educational campaign may have practical value for reducing pedestrian and driver conflicts at unmarked roadways.     

Behavioural effects of fixed speed cameras on motorways: Overall improved speed compliance or kangaroo jumps?

The present study evaluates the speed effects of fixed speed cameras on motorways. Two locations with speed cameras were extensively examined in a quasi-experiment: (1) a two-lane motorway and (2) a three-lane motorway, each with a posted speed limit of 120 km/h and sited in Flanders, Belgium. The effect is analysed through a before-and-after comparison of travel speeds. General time trends and fluctuations were controlled through the analysis of the speeds at comparison locations. At each of the two roads, data were gathered at five measurement points from 3 km upstream to 3.8 km downstream of the camera. Three outcomes were analysed: (1) average speed, (2) the odds of drivers exceeding the speed limit and (3) the odds of drivers exceeding the speed limit by more than 10%. Speeds decreased on average by 6.4 km/h at the camera locations. Both the odds of drivers exceeding the speed limit (−80%) and the odds of drivers exceeding the speed limit by more than 10% (−86%) decreased considerably. However, before and beyond the cameras the speeds hardly, if at all, reduced. Moreover, the analyses of the speed profiles before and beyond the cameras show that drivers do slow down quite abruptly before the camera and speed up again after passing the camera. It is concluded that a V-profile is found in the spatial speed distribution for both locations.     

The multidimensional driving style inventory a decade later: Review of the literature and re-evaluation of the scale

The Multidimensional Driving Style Inventory (MDSI; Taubman - Ben-Ari, Mikulincer, & Gillath, 2004a), a self-report questionnaire assessing four broad driving styles, has been in use for the last ten years. During that time, numerous studies have explored the associations between the MDSI factors and sociodemographic and driving-related variables. The current paper employs two large data sets to summarize the accumulated knowledge, examining MDSI factors in samples of young drivers aged 17–21 (Study 1, n = 1436) and older drivers aged 22–84 (Study 2, n = 3409). Findings indicate that driving-related indicators are coherently and systematically related to the four driving styles in the expected directions, revalidating the structure of the MDSI. The results also help clarify the relationships between the driving styles and variables such as gender, ethnicity, car ownership, age, and experience, and suggest that driving styles are largely unaffected by sociodemographic characteristics, except for gender and ethnicity, and appear to represent a relatively stable and universal trait. The two studies highlight the validity and reliability of the MDSI, attesting to its practical value as a tool for purposes of research, evaluation, and intervention.     

Effects of parallelogram-shaped pavement markings on vehicle speed and safety of pedestrian crosswalks on urban roads in China

The primary objective of this study was to evaluate the effects of parallelogram-shaped pavement markings on vehicle speed and crashes in the vicinity of urban pedestrian crosswalks. The research team measured speed data at twelve sites, and crash data at eleven sites. Observational cross-sectional studies were conducted to identify if the effects of parallelogram-shaped pavement markings on vehicle speeds and speed violations were statistically significant. The results showed that parallelogram-shaped pavement markings significantly reduced vehicle speeds and speed violations in the vicinity of pedestrian crosswalks. More specifically, the speed reduction effects varied from 1.89 km/h to 4.41 km/h with an average of 3.79 km/h. The reduction in the 85th percentile speed varied from 0.81 km/h to 5.34 km/h with an average of 4.19 km/h. Odds ratios (OR) showed that the parallelogram-shaped pavement markings had effects of a 7.1% reduction in the mean speed and a 6.9% reduction in the 85th percentile speed at the pedestrian crosswalks. The reduction of proportion of drivers exceeding the speed limit varied from 8.64% to 14.15% with an average of 11.03%. The results of the crash data analysis suggested that the use of parallelogram-shaped pavement markings reduced both the frequency and severity of crashes at pedestrian crosswalks. The parallelogram-shaped pavement markings had a significant effect on reducing the vehicle–pedestrian crashes. Two crash prediction models were developed for vehicle–pedestrian crashes and rear-end crashes. According to the crash models, the presence of parallelogram-shaped pavement markings reduced vehicle–pedestrian crashes at pedestrian crosswalks by 24.87% with a 95% confidence interval of [10.06–30.78%]. However, the model results also showed that the presence of parallelogram-shaped pavement markings increased rear-end crashes at pedestrian crosswalks by 5.4% with a 95% confidence interval of [0–11.2%].     

On scene injury severity prediction (OSISP) algorithm for car occupants

Many victims in traffic accidents do not receive optimal care due to the fact that the severity of their injuries is not realized early on. Triage protocols are based on physiological and anatomical criteria and subsequently on mechanisms of injury in order to reduce undertriage. In this study the value of accident characteristics for field triage is evaluated by developing an on scene injury severity prediction (OSISP) algorithm using only accident characteristics that are feasible to assess at the scene of accident. A multivariate logistic regression model is constructed to assess the probability of a car occupant being severely injured following a crash, based on the Swedish Traffic Accident Data Acquisition (STRADA) database. Accidents involving adult occupants for calendar years 2003–2013 included in both police and hospital records, with no missing data for any of the model variables, were included. The total number of subjects was 29 128, who were involved in 22 607 accidents. Partition between severe and non-severe injury was done using the Injury Severity Score (ISS) with two thresholds: ISS > 8 and ISS > 15. The model variables are: belt use, airbag deployment, posted speed limit, type of accident, location of accident, elderly occupant (>55 years old), sex and occupant seat position. The area under the receiver operator characteristic curve (AUC) is 0.78 and 0.83 for ISS > 8 and ISS > 15, respectively, as estimated by 10-fold cross-validation. Belt use is the strongest predictor followed by type of accident. Posted speed limit, age and accident location contribute substantially to increase model accuracy, whereas sex and airbag deployment contribute to a smaller extent and seat position is of limited value. These findings can be used to refine triage protocols used in Sweden and possibly other countries with similar traffic environments.     

The impact of personality on driving safety among Chinese high-speed railway drivers

This study explored the impact of personality traits on driving safety in high-speed railway drivers. A sample of high-speed railway drivers in Beijing (N = 214) completed a questionnaire, including information on personality traits and background variables. The NEO Five Factor Inventory (NEO-FFI) was administered to characterize participants based on five personality traits: Neuroticism, Extraversion, Agreeableness, Openness to Experience, and Conscientiousness. The survey data were combined with naturalistic data of accident involvement and risky driving behavior in China. Poisson regression results show that drivers with high Conscientiousness and Extraversion caused fewer accidents. Higher Conscientiousness and lower Agreeableness were related to less frequent risky driving behavior. Education level and age negatively moderated the relation between certain personality traits and driving safety. The findings suggest that personality traits should be considered when selecting and training high-speed railway drivers.