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The goal of the present study was to examine the role of personality and individual differences on aggressive driving. It was hypothesized that personality and individual differences would be significantly related to aggressive driving behavior. A sample of n = 252 participants from a southeastern university and surrounding community were required to complete a series of driving questionnaires; the ADBQ, DBQ, and CFQ-D; and a series of personality questionnaires; the IPIP-NEO-PIR and BFI. Our results indicated that personality factors and individual differences significantly predicted aggressive driving outcomes. These results provided a preliminary personality based characteristic profile of the aggressive driver. These results also support the use of trait anger and trait cooperation independently from the subscales they are derived from (Neuroticism and Agreeableness) to predict aggressive driving behaviors. Theoretical and practical implications are discussed.

Mind perception, or the tendency to ascribe agency (i.e., the ability to plan and act) and experience (i.e., the ability to sense and feel) to others, is an important design consideration for human-robot inter-action since an agent’s mind status affects how we interact with it and how we interpret its behavior. The current study examines whether observable behaviors of robot-piloted autonomous vehicles are interpreted differently, lead to different emotional reactions and trigger different behaviors of the ob-server as a function of the robot driver’s perceived mind status. We expect that aggressive behavior of robot drivers perceived to be high in agency would be interpreted as more intentional, and as such would lead to stronger negative reactions and retaliatory behaviors. Consistent with our expectations, the robot driver high in agency was perceived as more intentional and elicited more irritation in partici-pants.

Aggressive driving is a significant traffic safety issue. Some groups of drivers have been identified as the perpetrators and victims of aggressive driving: males, younger individuals, and individuals with high trait aggression. Even though many personal and contextual factors are relevant, the mechanisms behind the origin of aggressive driving are less defined. Judgment of intentionality, as part of an attributional process, has had some success in highlighting the connection among the cognitive, affective, and behavioral factors behind aggressive driving. This study focused on comparing gender-based attributions of ambiguous traffic situations and found that the affective component played a significant role in the judgment of intentionality. However, there were additional predictors for males. The findings highlight the importance of having a more forgiving attitude when interacting with other road users.

Aggressive driving has attracted significant attention recently with the increase in related road traffic collisions occurring in China. This study aims to investigate the effect of driving skills on aggressive driving behaviors and traffic accidents to find implications for traffic safety improvement in China. A total of 735 Chinese drivers were recruited to complete a self-reported survey including demographic information, the translated Driver Skill Inventory (DSI), and Driver Aggression Indicator Scale (DAIS). Exploratory factor analysis was first conducted to investigate the factor structures of DSI and DAIS among Chinese drivers. Unlike the two-factor solution (i.e., perceptual-motor and safety skills) found in other studies, the current study result revealed a three-factor solution (i.e., perceptual-motor, safety, and emotional control skills) of DSI. Then, the interaction between DSI factors on DAIS factors, demographic variables, and the number of self-reported traffic accidents and offenses was tested by using moderated regression methods. The results revealed the interaction between perceptual-motor skills and safety skills on aggressive warnings committed by drivers themselves. The interactive effect between safety skills and emotional control skills on perceived aggressive warnings was also found. The results suggested that higher ratings of safety skills are essential for buffering the effect of high-level perceptual-motor skills and emotional control skills on aggressive driving in China. In conclusion, policy makers should be interested in understanding the effect of Chinese drivers’ skills on the aggression drivers committed and conceived in traffic. Successful intervention strategies should include all skill factors in the driver training contents.

This research tested the association between the HEXACO personality model and risky driving behavior as well as the predictive power of the HEXACO model in explaining risky driving behavior compared with the Big Five model. In Sample 1, 227 undergraduate students completed measures of the HEXACO personality model, the Big Five model, and driving aggression. In Sample 2, 244 community respondents completed measures of the HEXACO personality model, the Big Five model, and driving styles. Results showed that the Honesty–Humility factor is an important addition to personality models that aim to explain risky driving behavior as being related to all forms of driving aggression as well as to maladaptive and adaptive driving styles and having incremental validity in predicting verbally aggressive expression, risky driving, high-velocity driving, and careful driving. Moreover, compared with the Big Five model, the HEXACO model had better predictive power of aggressive driving.

Since 2011, the National Association for Stock Car Auto Racing (NASCAR) has forced drivers to pick one of three national series for which they would be eligible to compete for a season championship. Prior to this “Pick-A-Series” rule, many drivers in the premier Sprint Cup Series competed regularly in the Nationwide Series, which is a developmental division for less experienced drivers. I examined whether the removal of moonlighting Sprint Cup drivers from championship contention encouraged less aggressive driving among those who competed exclusively in the Nationwide Series. There was weak evidence that the Pick-A-Series rule reduced accident proneness among Nationwide drivers relative to Sprint Cup drivers.

Cold environments alter human behavior and limit performance through cold stress. Driving is commonly performed during cold winter months when vehicle cabin temperatures induce short-term cold stress. Skin temperature was experimentally manipulated to study the impact of cold stress on driving behavior. Forty-four participants drove a high-fidelity driving simulator during a thermal neutral or cooled condition. Results showed that participants who had higher subjective ratings of cold followed lead vehicles closer and applied brakes harder. Participants in the cold condition followed the lead car 22% (0.82 seconds) closer and applied the brakes 7% harder when presented with a stop sign during a following task. This behavior was predicted by subjective sensation and not by physiological response to cold. The current results suggest that drivers exposed to cold environmental conditions are more likely to display aggressive driving behavior.

Aggressive driving remains a common safety issue in most industrialized countries. Age and environmental factors play a role in the prevalence of aggressive driving. Congested traffic, in particular, has been associated with increased aggressive driving, suggesting that interactions with other road users as well as interpretations of others’ intentions may contribute to elevated aggression. The current study was designed to examine the effect of justification of frustrating situations on vehicle control behaviors. It was hypothesized that younger drivers would show more aggressive behaviors and would interpret intentions more negatively when compared to older drivers. Results showed that as driving experience increases, drivers were less likely to believe traffic delays were caused by others’ bad intentions. The more strongly drivers felt about traffic delays, the faster they tried to make up the lost time. When given opportunities to ‘act out’ both younger and older drivers showed a larger range of accelerating and braking magnitudes. Overall, our results suggest that mitigating aggressive driving will require cultivating a balance between time pressure and safety as well as encouraging a more positive approach to interpreting other drivers’ intentions.

Aggressive driving behavior is an important cause of traffic accidents. Based on the recent view that aggressive driving is one way that trait aggression manifests itself, a growing research area has focused on the development of scales to assess aggressive driving. The aggressive driving scale (ADS) analyzed in the present study consists of 24 items. A sample of 276 participants was analyzed to obtain the factor structure and reliability of the ADS and 67 of them participated in the behavioral experiment in order to examine the construct and predictive validity of the scale. Results indicated a 3-factor structure (interference with other drivers, violations/risk taking, and anger/aggression expression behavior) with high item loadings. The ADS had high internal consistency and test-retest reliability. Construct validity of the ADS was established as the ADS subscale scores correlated significantly with trait measures of anger and aggression. Predictive validity of the ADS was verified as most items were significantly correlated with behavioral measures derived from a driving simulator. The ADS was a significant predictor of behavioral measures both in the simulated environment (i.e., frequency of driving off the road, red light running behavior, frequency of colliding with a vehicle, frequency and distance of over speeding, frequency and distance of central crossing) and reported real world situations (i.e., annual moving violations and accidents). These results suggest that the ADS is a reliable and valid tool in evaluating aggressive driving behavior as the current study provides behavioral support for the effectiveness of the ADS in measuring aggressive driving behavior. Aggr. Behav. 42:313-323, 2016. © 2016 Wiley Periodicals, Inc.

Aggressive roadway behavior contributes to motor-vehicle collisions, resulting in significant injuries, fatalities, and related financial costs. Psychological models have identified person- and situation-related variables that are predictive of driver aggression, and these have been used to develop strategies to alleviate aggressive roadway behavior. Future psychological research directions are discussed.

Background: Driving on Indian roads is a stressful experience. A lacuna of research on aggressive driving experiences in the Indian set-up highlights the need to address this growing concern for individuals, society and mental health professionals. Aim: To explore and compare driving-related anger triggers and anger expression among high- and low-angry Indian drivers. Method: Two hundred randomly chosen drivers from the city of Delhi were administered a semi-structured questionnaire intended to understand driving-related aggression. Results: Honking, overtaking from the wrong side, loud music in other cars and hot and humid climate significantly increased the risk of experiencing anger among high-angry drivers. High-angry drivers were significantly more likely to engage in direct and aggressive expression of anger, including overtaking, verbal abuse, yelling and arguing, not giving space to other drivers, fighting, and hitting and bumping other cars in protest. Passive anger expressions such as holding grudges against other drivers and eating or drinking something to cool down were significantly more likely to be used by low-angry drivers. Conclusions: Drivers who are high on anger have a significantly higher risk of experiencing anger triggered by a variety of individual and environmental factors on Indian roads and are more susceptible to engage in aggressive driving behaviour.

Recent research indicates that there is a startling disparity between men and women in terms of aggressive driving behavior. While some of this research has focused on the relationship between sex and aggressive propensities while driving, almost none has actually taken into account gender role constructs as opposed to sex (Deffenbacher, Lynch, Filetti, Dahlen, & Oetting, 2003). The current study examined the relationship of gender role constructs and aggressive driving behavior in a driving simulator, which was used to induce frustration to elicit aggressive tendencies. As expected, participants with higher levels of feminine gender role expressed less physical, verbal and vehicular aggression than participants who adopted a more masculine gender role construct. Results also showed a significant relationship between feminine gender role construct and adaptive driving behaviors. Additionally, participants who adopted a masculine gender role construct, regardless of sex, expressed more physical aggression while driving and interpreted their arousal in a positive manner. Language: en

The present investigation is part of a series of studies to develop a questionnaire for assessing propensity to engage in aggressive driving behavior. The 20-item Aggressive Driving Behavior Questionnaire (ADBQ) was administered to a sample of 495 college students from two universities. The data were factor analyzed, yielding six factors accounting for 56% of the variance and representing distinct aspects of aggressive driving. The ADBQ was also found to have a high internal consistency (Cronbach’s alpha = .77). Directions for future development and validation of the ADBQ are discussed.

This paper presents work conducted as part of an evaluation of the Ticketing Aggressive Cars and Trucks (TACT) III program of the North Carolina Highway Patrol. The goal of the TACT program is to reduce the contribution of aggressive driving behaviors to crashes involving commercial motor vehicles. In the present study, camera-based detection methods were used to identify the incidence of following too closely within the context of prevailing commercial motor vehicle and passenger vehicle volumes, speeds, and lane position both before and during TACT program enforcement operations. The data suggest that enforcement under the TACT program may have differential effects on the following distances of cars and trucks. An increase in the following distances of commercial motor vehicles was observed in the rightmost lane of an Interstate facility. A slight decrease in the speeds of commercial motor vehicles was also observed during the enforcement period, but no significant changes in speeds or vehicle following times were observed for passenger vehicles. The results indicate that the methodology developed is sensitive and is able to detect changes in driver behavior. It may thus become a potential alternative strategy for evaluation of the TACT program. The use of roadside instrumentation further enables future applications for automated driver feedback, in which following too closely and speed violations may be detected automatically and the information relayed to the driver in an infrastructure-to-vehicle context like that for dynamic speed signs. Automated methods developed as part of this research could also be used for automated enforcement in future applications.

Little is known about the nature and scope of aggressive driving in developing countries. The objective of this study is to specifically examine the sociodemographic factors associated with aggressive driving behavior among 3-wheeler taxi drivers in Sri Lanka. Convenience samples of 3-wheeler taxi drivers from Rathnapura, Ahaliyagoda, Sri Lanka were surveyed from June to August 2006. Analyses included bivariate and multivariate logistic regression. Drivers with less than high school education were 3.5 times more likely to drive aggressively (odds ratio [OR] = 3.46; 95% confidence interval [CI] = 1.08, 11.1). Single drivers were 9 times more likely to run red lights (OR = 8.74; 95% CI = 2.18, 35.0), and being single was a major risk factor for drunk driving (OR = 4.80; 95% CI = 1.23, 18.7). Furthermore, high school completers were 4 times more likely to bribe a policeman (OR = 4.27; 95% CI = 1.23, 14.9) when caught violating the road rules. Aggressive driving and risk-taking behavior are amenable to policy initiatives, and preventive programs targeted at key groups could be used to improve road safety in Sri Lanka. This study demonstrates that aggressive driving behavior is associated with sociodemographic factors, including the level of education, marital status, and other socioeconomic factors. Hence, economic factors should be addressed to find solutions to traffic-related issues. It will be the government’s and policy makers’ responsibility to try and understand the economic factors behind risky road behavior and bribe-taking behavior prior to legislating or enforcing new laws.

Aggressive driving is a growing concern in the United States. Often such driving results in crashes that harm both drivers and others. In NCHRP Report 500, “aggressive driving” is defined as “operating a motor vehicle in a selfish, pushy, or impatient manner, often unsafely, that directly affects other drivers.” In other words, aggressive driving includes many unsafe driving behaviors by ordinary drivers. Most previous safety campaigns have used enforcement interventions as the primary means of reducing aggressive driving. Enforcement clearly plays a crucial role in reducing aggressive driving. Limited efforts have been made, however, to enhance awareness of aggressive driving by providing proper education to the public. The Better Driver Campaign plan was developed and executed to address aggressive driving in Florida. The campaign was geared toward promoting awareness of aggressive driving. The education-oriented safety campaign was effective in addressing aggressive driving and was appreciated by the public.

Aggressive driving behavior or “road rage” is often viewed as a dysfunctional pattern of social behavior that poses a serious risk to public safety. In a previous study, we conducted a factor analytic study of 79 items derived from five different driving behavior scales to produce a new scale, which can be correlated to driver anger. The goal of the present research was to empirically test this scale in a controlled laboratory environment. It was hypothesized that the newly developed Aggressive Driving Behavior Questionnaire (ADBQ) would predict driving performance of aggressive drivers. The results showed a significant effect of traffic condition on lane deviations and that the composite scores co-varied significantly with lane deviations and collisions. In addition, several dependent measures were significantly correlated with the composite scores. These variables included lane deviations and collisions. This suggests that the ADBQ is a valid predictor of aggressive driving behavior in a simulated environment.

This paper explores gender differences in drivers’ attitudes toward slow-speed travelers, namely, bicyclists and pedestrians. In exploring the environment–driving–behavior relationship, it differentiates between fast driving environments (i.e., highways and arterials) and slow driving environments (i.e., collectors and neighborhood roads) and posits a dominant culture of fast mobility that engenders aggressive driving behaviors. In this culture, time- and stress-related frustration is a precursor of aggressive driving. The study described in this paper uses data from a survey of drivers in Florida to examine women's and men's attitudes toward slowing down to share the carriageway with pedestrians and bicyclists. It finds differences by gender, with slightly more women likely to be frustrated than men, but male drivers are more prone to behave aggressively.

Aggressive driving behavior can be manifested in a wide variety of unsafe driving practices such as tailgating, honking, obscene and rude gestures, flashing high beams at slower traffic, and speeding. According the National Highway Traffic Safety Administration 2000 report, aggressive driving was a major cause of traffic accidents and injury. The present study was designed to systematically examine 5 previously developed scales related to aggressive driving behavior using a factor analytic approach. A sample of 253 students were administered these five questionnaires and the data were coded and statistically analyzed using a principal components analysis with Varimax rotation on the 81 items of the five combined scales. Nineteen components accounting for 67.4% of the variance were retained. Component scores were computed for the 19 components and then correlated with gender. Three significant ( p < .05) positive r's were found between gender; factors 11 (bright lights action), 12 (delaying action), and 19 (driving drunk). Males in the sample reported performing these actions more than females. There was one negative r between gender and factor 4 (considerate thoughts), suggesting that females reported more pleasant thoughts than males when angered or annoyed on the road.

This article reports on the results of a population survey of 1208 West Australian drivers designed to measure the prevalence of drivingrelated violence and aggression as well as perceptions of these behaviours. A clear distinction is made between driving-related violence (restricted to criminal acts of violence, threats of violence and vehicle damage) and other aggressive driving behaviours. Although the majority of survey respondents had experienced some form of aggressive driving behaviour, only 13% reported ever being a victim of driving-related violence. However, 17% of respondents believed they were likely, or very likely, to be a victim of driving-related violence within the coming year. More than two thirds of respondents thought their likelihood of being a victim of driving-related violence had increased over the past 10 years. Both aggressive driving behaviours and driving-related violence were typically perpetrated by young males against other males. The article concludes with a discussion of the masculinist characteristics of road rage and what this implies for the prevention of this crime.

A large percentage of traffic problems occur due to risky or aggressive behavior by drivers (James, 2000). Aggressive driving, incidents of road rage, and following distance are some of the major concerns surrounding the issue, and are increasing in frequency and severity on America's roadways (Rathbone, 1999). An understanding of risky driving and its impact is required in order to help alleviate factors that contribute to these behaviors. Models of risky or aggressive behaviors of drivers allow us to study these effects and their impacts on highway safety, and can further help to identify levers (implicit and explicit) that influence these behaviors. This paper uses a cognitive agent model of human drivers as control systems to aid in the understanding of the effects of heterogeneous beliefs of risk, and the impacts of various driving behaviors on performance.

A pedestrian and traffic safety study was conducted in San Diego County, California, with 1,587 adult and teenage traffic violators who were attending traffic school. The surveys were disaggregated on the basis of respondents' demographic characteristics. There were 589 Spanish speakers and 998 English speakers. The surveys measured respondents' safe driving score and correlated the score with their assessment of safety and the level of aggression shown toward pedestrians in six photographs. Photographs were selected to depict certain pedestrian and driving environments and pedestrian-vehicle interactions. The photographs were used as a means of assessing the drivers' level of sensitivity to pedestrian environments. Respondents were asked to assess drivers' behaviors on certain roads, their levels of aggression toward pedestrians, and the quality of sidewalks. Responses to the photographs were analyzed with demographic differences (adults and teen, Spanish and English) and the safe driving measure scores. Significant differences were found in the responses on the basis of driving measure and demographic differences. Many respondents were unaware of California laws related to pedestrian's rights and duties when sidewalks are missing. They were also insensitive to pedestrian-driver conflict situations. Some of the lack in understanding or empathy toward pedestrians is due to inadequate treatment of pedestrian safety issues in the literature on aggressive driving. On the basis of this research, it is felt that aggressive acts toward pedestrians need to be included in the definition of aggressive driving so that drivers are made aware of the rights of pedestrians.

Anger and frustration may contribute to unsafe driving and may trigger instances of aggressive driving or road rage. Research shows that stress, fatigue from the exercise of directed attention, or a combination of these factors can exacerbate anger and frustration. It also suggests that exposure to vegetation can facilitate recovery from stress and fatigue. Can highway vegetation mitigate automobile driver anger and frustration? We assigned 106 participants at random to view one of three video-tapes of highway drives, which varied in the amount of vegetation versus man-made material. The experiment obtained Speilberger State-Trait Anger Expression Inventory (STAXI) measures of anger before and after video exposure and obtained a measure of frustration tolerance after the video. No significant effect on anger emerged, but the results for frustration tolerance showed higher frustration tolerance (respondents spent more time on unsolvable anagrams) after exposure to videotapes with more vegetation. Parkway design and roadside vegetation appear to have restorative effects in reducing frustration.

Reports on road rage/aggressive driving imply that most everyone who drives could be involved and affected by such emotions. As victims, witnesses, perpetrators, or protectors, many drivers are confronted with at least some type of aggression and violence on the roadways. Despite inconsistent definitions and subsequent questionable measurements of road rage/aggressive driving, formal social control efforts directed at problematic drivers seem to be the preferred approach for prevention. The present study used newspaper accounts for issue identification regarding the proposed causes of road rage/aggressive driving. It was found that personal/individual factors are more often noted than environmental cues regarding the causes of road rage. In contrast to the more popular crime control approach, a nontraditional application of crime prevention through environmental design, which focuses on traffic facilitation, is offered to address violent and aggressive drivers.

The period of early diffusion of the car seems to have been linked with a European culture of violence and aggression that is underestimated in automobile-related research. Road battles and races, aggressive driving, and class arrogance on the road were not aberrations from a peaceful norm, but essential to cultural positioning of automobiles. A pattern of metaphors for driving related aggression evolved. Thus, automobilism had a place in the cultural as well as in the practical preparation for WWI. Further research into this 'dark side' of car culture is proposed.

Autonomous vehicles are perhaps the most encountered element in a driving simulator. Their effect on the realism of the simulator is critical. For autonomous vehicles to contribute positively to the realism of the hosting driving simulator, they need to have a realistic appearance and, possibly more importantly, realistic behavior. Addressed is the problem of modeling realistic and humanlike behaviors on simulated highway systems by developing an abstract framework that captures the details of human driving at the microscopic level. This framework consists of four units that together define and specify the elements needed for a concrete humanlike driving model to be implemented within a driving simulator. These units are the perception unit, the emotions unit, the decision-making unit, and the decision-implementation unit. Realistic models of humanlike driving behavior can be built by implementing the specifications set by the driving framework. Four humanlike driving models have been implemented on the basis of the driving framework: ( a) a generic normal driving model, ( b) an aggressive driving model, ( c) an alcoholic driving model, and ( d) an elderly driving model. These driving models provide experiment designers with a powerful tool for generating complex traffic scenarios in their experiments. These behavioral models were incorporated along with three-dimensional visual models and vehicle dynamics models into one entity, which is the autonomous vehicle. Subjects perceived the autonomous vehicles with the described behavioral models as having a positive effect on the realism of the driving simulator. The erratic driving models were identified correctly by the subjects in most cases.

Few empirical studies have targeted the links between media delinquency or risk-promoting popular culture (specifically aversive music genres) with negative affective states and aggressive driving. Yet for over a decade, drivers have reported that they commit traffic violations while listening to loud fast-beat aggressive music styles. The current investigation seeks to explore aggressive driving behavior while considering the genre of music background. Most specifically, we look at aversive music styles and songs with violent lyrics. The article outlines the testimonials by drivers ( N = 6,058) from six recent commercially solicited surveys with drivers which demonstrate “proof of concept” for driver aggression subsequent to driving with music accompaniment. Further, the article details a study ( N = 50) employing a driving simulator with 30 paired music exemplars of 4 music genres. Half consisted of songs with hostile aggressive lyrics and half with neutral lyrics—both performed in the same music styles by the same artists. The results demonstrate that energetic music boosted excitement resulting in decreased lateral control, increased excursions from the lane, and an increased tendency to stray onto the hard shoulder. Drivers who were exposed to hostile music with violent content on the other hand demonstrated increased cruising speeds and a higher percentage of time exceeding speed limits. These differential effects of music on drivers can be referred to as either music-generated driver distraction or music genre induced driver aggression.

The phenomenon of road rage has attracted much media attention since the mid-1990s, but little research has been conducted into how motorists have incorporated the concept into their experiences and understandings of driving. This article reports the findings from a qualitative study on road rage, which used in-depth interviews with 77 people living in Sydney to investigate the meanings given to road rage and aggressive driving. The research showed that driving was a potent source of autonomy, pleasure and self-expression among motorists, meanings that were often frustrated by the travails of negotiating the road system. The concept of road rage had become integrated into the interviewees’ accounts of driving, and they were uniformly condemning of it. Road rage was represented as a response to the stresses of urban living, not only driving in a crowded road system but also the pressures exerted by such factors as a competitive work environment and lack of time. A strong gender and social class difference was noted in the ways in which the interviewees described their emotional responses to driving frustrations. The findings revealed that the expression of anger in road rage is negatively conceptualized because of the challenges it poses to the idea of the ‘civilized’ body/self, but also that such expression is seen as understandable in the context of an urban environment replete with stress.

Two recently completed on-road in situ data collection efforts, one involving local/short haul trucking and the other long-haul trucking, provided a large data set in which to conduct an examination of critical incidents (crashes and near-crashes) that occurred between light vehicles and heavy vehicles. Video and non-video data collected during the two studies were used to characterize critical incidents that were recorded between light vehicle and heavy vehicle drivers. Across both studies, 210 light vehicle-heavy vehicle (LV-HV) critical incidents were recorded. Of these, 78 percent were initiated by the light vehicle driver. Aggressive driving on the part of the light vehicle driver was found to be the primary contributing factor for light vehicle driver initiated incidents. For heavy vehicle driver initiated incidents, the primary contributing factor was poor driving technique. The results suggest that efforts at addressing LV-HV interaction incidents should focus on light vehicle drivers who drive aggressively. Additionally, it is recommended that heavy vehicle drivers might benefit from improved driver training that includes instruction on defensive driving.

Road rage (intentional high risk driving behavior) is a factor that increases the likelihood that a driver will be involved in a vehicle crash. The focus of this study was to determine potential antecedents of road rage and methods to prevent road rage. A sample of 372 participants were surveyed. Based upon responses, participant profiles were established to analyze the data. Analyses using Chi-square and Fisher's Exact test revealed a significant negative relationship between age and the tendency toward aggressive driving, particularly tailgating. in addition, content analysis revealed a number of potential antecedents of and solutions to road rage. Human factors implications are discussed.

Reducing the likelihood of aggressive driving can provide a safer and less demanding travel environment for all road users. However, attempts to develop appropriate responses have been thwarted by a number of issues. Most prominent has been the need for an adequate and consistent definition. With a definition in place, measuring occurrences of aggressive driving, linking the behavior to crashes, and designing interventions are made easier. However, a better understanding of a definition is needed. Efforts undertaken to reach a consensus of what constitutes aggressive driving are discussed, and general responses that can be taken are indicated. Highway safety experts responded to a series of scenarios, identifying those they believed to be aggressive behavior. The findings from the survey show that most respondents agree that aggressive driving is behavior that is selfish or unsafe. It also directly affects other road users, or is directed against those users or traffic control devices. While traffic law violations can be part of the behavior, they are not necessarily a key indicator. Respondents then were asked to identify long-term corrective action. Education and engineering actions sometimes were more important than enforcement. This does not exclude enforcement and prompt punishment to stop acts in progress, but places them in a wider context of actions. A basis for designing countermeasures is provided. An important overall strategy is the need to have an interdisciplinary approach to aggressive driving that combines enforcement, engineering, and education to seek appropriate solutions.

High approach speeds coupled with aggressive driving often lead to the running of red lights at intersections. When motorists see a yellow light as they approach an intersection, they are supposed to stop unless such sudden stopping is unsafe. Entering an intersection during the red signal is a citable offense, and several states are working to legalize video detection and enforcement using red light violation camera systems. Such enforcement is targeted toward driver behavioral modification; in the absence of an all-red interval the motorist who enters an intersection during the red signal runs an extremely high risk of being struck by cross-street traffic. A study was performed in the city of Detroit, Michigan, to compare the red light violation characteristics of intersections with properly designed all-red intervals and those intersections without all-red intervals. In the absence of before violation data, a comparative parallel experimental study was used. It was hypothesized that providing an all-red interval following a yellow change interval would reduce right-angle crashes. A before-and-after crash analysis was performed at the all-red-interval treatment sites (sites that targeted a reduction of right-angle and injury crashes). The analysis indicated significantly lower red light violations at the treatment sites. The analysis also indicated an extraordinary reduction in right-angle and injury crashes. This study demonstrated that substantial benefits, in terms of reducing red light violations and right-angle crashes, can be achieved by introducing a well-designed all-red interval.

Automated enforcement involves the use of image capture technology to monitor and enforce traffic control laws, regulations, or restrictions. The increase in aggressive driving and the high percentage of crashes that occur at intersections led to the development and implementation of automated enforcement technology to detect and cite motorists who enter a signalized intersection in violation of the red phase. The primary focus of this research was to establish how well the automated enforcement system achieves its principal objective: reducing crashes and red light running (RLR) violations at signalized intersections. Evaluations of automated enforcement programs at three locations in the United States were performed as part of this research. The automated enforcement programs in New York City; Polk County, Florida; and Howard County, Maryland, were reviewed as a part of this research. Some of the major findings from this research are as follows: ( a) In 1997 there were over 789,000 crashes at signalized intersections, of which 97,000 were attributed to RLR; ( b) In 1997, 961 deaths were attributed to RLR; ( c) Electronic enforcement is a proven technique used globally to curb RLR violations and crashes; ( d) A synthesis of automated RLR enforcement programs in the United States showed promising results; ( e) New York City has the oldest automated RLR enforcement program in the United States and has yielded a 20 percent reduction in violations since 1993; ( f) Although additional data quantifying the effect of automated RLR enforcement campaigns are needed for Polk and Howard counties, preliminary findings are promising; ( g) A 10-step process for successful implementation of an automated RLR enforcement program was illustrated.

The California Highway Patrol in San Diego County receives cellular telephone calls reporting unsafe driving. The content of the calls varies, with drivers complaining about speeding cars driving over 161 km/h (100 mph) and other drivers weaving and cutting off or tailgating. In some cases, the driving conditions were even more volatile with drivers describing harassment, assaults with a weapon, or running other vehicles off the road. There were about 1,987 reported incidents from the freeways of San Diego for the months of April, June, and September 1998. The information received by the dispatchers was tabulated and put into five different categories. Analyses indicated that 24.6 percent of the calls were for “Aggressive Driving 1” (speeding plus some other behavior, such as unsafe lane changes or passing); “Aggressive Driving 2” (weaving and cutting) was reported most frequently (27.1 percent of all calls); about 12.5 percent of the calls were for “Aggressive Driving 3” (tailgating); “Speeding Alone” calls comprised 19.8 percent of the total; and the rest were for “Road Rage” (16.1 percent). Of the 1,987 calls, 33 percent were generated on Interstate 5, the busiest and longest in the county, followed by Interstate 15, which accounted for 22 percent of the calls. The high number of calls can be attributed to the high average daily traffic volumes at each interchange and the longer interstate lengths. Similarly, Interstate 8 seemed to have a lower number of calls than expected, because the urban portion of the freeway is not as long and the remaining distance had fewer vehicles at each interchange. This was further corroborated and both volume and length were robustly correlated with the number of phone reports per freeway. Additionally, chi-square tests indicated that the time of the day and day of the week influenced the type and number of calls received.

Undergraduates ( N=115) completed the Propensity for Angry Driving Scale, Driving Anger Scale, and measures of trait aggression and self-control. Aggression and self-control correlated significantly with scores on the two scales, and Aggression subscale scores explained significant unique variance in both, but the predicated interaction of aggression and self-control was not significant. The Propensity for Angry Driving Scale is recommended to measure self-reported aggressive driving, and the Driving Anger Scale for assessment of driving-related anger.

Findings are presented for a recently completed exploratory study of nonmotorized accidents in San Juan, Argentina. The study was undertaken jointly by EICAM [Escuela de Ingenieria de Caminos de Montaña (School of Mountain Highway Engineering)] in San Juan and a visiting Canadian professor from the University of Calgary at the National University of San Juan. The study was funded by EICAM and represents the first study of traffic accidents in San Juan. Nonmotorized traffic fatalities are a disproportionately high percentage of all traffic fatalities in Argentina compared with more-industrialized countries. Pedestrian and bicycle traffic fatalities comprise almost one-half of all traffic fatalities in the Province of San Juan. The probable causes of nonmotorized traffic fatalities and injuries are explored, including vehicle speed, nighttime driving without headlights or with parking lights only, cyclist and pedestrian behavior, and aggressive driving. Recommendations to enhance pedestrian and bicyclist safety include the strict enforcement of recently enacted traffic laws; for example, proper illumination at night, speed limit enforcement, a driver education program, a bicyclist education plan, and a wide range of traffic engineering improvements (e.g., line markings and traffic control devices). Institutional responsibilities for traffic should be reviewed, because various institutions have overlapping jurisdiction, resulting in an inadequate traffic audit database.

Effects of stress on driving performance can depend on the nature of driver's stress reactions and on the traffic environment. In an experimental study, we assessed multiple dimensions of vulnerability to driver stress by a questionnaire that was validated in previous field studies and related those dimensions to performance on a driving simulator. Results were broadly consistent with prediction. A dimension of habitual dislike of driving was associated with reduced control skills, greater caution, and disturbance of moods. A measure of aggressive driving predicted more frequent and more error-prone overtaking, which are effects attributed to the use of confrontive coping strategies in interaction with other vehicles. An alertness measure predicted speed of reaction to pedestrian hazards. This research has practical applications for system design, automated monitoring of driver performance, selection and assessment of drivers, and training.

This paper attempts to explain why some drivers are so aggressive to other drivers, and enquires what can be done to rehabilitate such people, who are dangerous to themselves as well as to others. It reviews the research on 'road rage', conducted between 1973 and 1994, almost all of which has been concerned with the manifestations, causes, and associated features of aggressive behaviour in car drivers. Almost no research has been done on the various treatment approaches, which could be used to handle the problem and thus reduce accident rates. Twelve psychological factors are listed which cause aggressive driving or are associated with it. Aggressive drivers have more accidents, and are more likely to use alcohol and have longer reaction times. 33% of younger male drivers express aggression, and 19% of older females feel it. Aggression is greater in the afternoon than in the morning. Commercial and business drivers tend to be more aggressive than car drivers. Strategies for handling behaviour related to aggressive driving include: (1) being aware of the problem; (2) wanting to improve one's behaviour to cure the problem; and (3) using a variety of techniques, including relaxation, physical exercise, anger control training, systematic desensitisation, habit breaking, and self-regulation, which have been found helpful.

A cluster analysis of responses from more than 1500 college students to 53 potentially angering driving-related situations yielded a 33-item driving anger scale (alpha reliability = .90) with six reliable subscales involving hostile gestures, illegal driving, police presence, slow driving, discourtesy, and traffic obstructions. Subscales all correlated positively, suggesting a general dimension of driving anger as well as anger related to specific driving-related situations. Men were more angered by police presence and slow driving whereas women were more angered by illegal behavior and traffic obstructions, but differences compensated so there were no gender differences on total score. A 14-item short form (alpha reliability = .80) was developed from scores more highly correlated ( r = .95) with scores on the long form. Driving anger may have potential value for research on accident prevention and health psychology.