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• Age-standardized point prevalence of RHD was 388.9/100,000 in MENA in 2019. • Highest age-standardized DALY rate of RHD in 2019 was in Afghanistan. • Age-standardized point prevalence of RHD was highest in middle-age group. • Burden of RHD was negatively associated with the SDI over 1990–2019. Rheumatic heart disease (RHD) is a treatable and preventable condition resulting from acute rheumatic fever. To report the prevalence, mortality and disability-adjusted life-years (DALY) due to RHD in the Middle East and North Africa (MENA) region from 1990 to 2019, by sex, age group, country and sociodemographic index (SDI). Information on the prevalence, mortality and DALY associated with RHD were obtained from the Global Burden of Disease Study 2019. Data were gathered for all countries in the MENA region over the period 1990–2019. These data included counts and age-standardized rates per 100,000, accompanied by 95% uncertainty intervals (UIs). The MENA region had an age-standardized point prevalence of 388.9 per 100,000 in 2019, which was 5.4% higher than in 1990. The annual incidence rate was 1.6, which was 63.4% lower than in 1990. There were 379.4 thousand DALY attributable to RHD in 2019, with an age-standardized rate of 67.1, which was 61.3% lower than in 1990. In 2019, an estimated 7.4 thousand deaths were due to RHD, and the age-standardized death rate was 63.4% lower in 2019 than in 1990. DALY rates rose steadily with increasing age in both males and females. The SDI correlated negatively with the rate of DALY for RHD throughout the study period. The burden of RHD in MENA declined from 1990 to 2019, demonstrating the importance of regularly updating health data and identifying risk factors, and developing effective guidelines on prevention. [ABSTRACT FROM AUTHOR]

• The Italian adaptation of the DAX appears to be a reliable and valid instrument to assess individual differences in driving anger expression, supporting the four original factors. • The DAX subscales were associated with measures of trait anger and aggressive driving. • Young drivers reported expressing more aggression while driving. • The DAX factors were associated with crashes and crash-related conditions (i.e., fines). • The associations between the different forms of driving anger expression, aggressive driving, and crash involvement remained significant when controlling for socially desirable responding. This study examined the factor structure and the psychometric properties of the Driving Anger Expression Inventory (DAX) in a large sample of Italian drivers. After removing several items and allowing six error pairs to correlate, Confirmatory Factor Analysis (n = 1007) supported a four-factor solution that broadly confirmed the four original factors, and this was confirmed in a second group (N = 1047) of drivers. The three aggressive factors (physical aggressive expression, use of a vehicle and verbal aggressive expression) were positively related, while the adaptive/constructive subscale was negatively related to measures of trait anger and aggressive driving. In addition, younger drivers reported engaging in the aggressive forms of expression more frequently, while older drivers reported more frequently engaging in the adaptive/constructive form of expression. Finally, those who had crashed in the past three years reported more frequently engaging in the three aggressive forms of expression, while those that had not crashed reported more frequently engaging in the adaptive/constructive form of expression. Although the DAX factors showed moderate correlations with social desirability, the associations between the different forms of driving anger expression, aggressive driving and crash involvement remained significant when controlling for socially desirable responding. [ABSTRACT FROM AUTHOR]

Aggressive driving has emerged as one of the most studied behaviors in the traffic safety field, due to its association with the odds of motor vehicle crashes and especially fatal crashes. Previous research has investigated the situations which provoke anger while driving, as well as the emotional (anger) and behavioral (aggression) aspects of aggressive driving. However, surprisingly the cognitive aspects of aggressive driving have largely been neglected. This study investigated the psychometric properties of the short-forms of the Driver's Angry Thoughts Questionnaire (DATQ) and the Driving Anger Expression Inventory (DAX) in a sample of professional drivers. Furthermore, the study aimed to investigate the mediation effects of aggressive thoughts, as the cognitive aspect of aggressive driving, on the relationship between traffic congestion and driving aggression. To this end, 613 public transport bus drivers completed the DATQ and DAX and were also asked to report the level of traffic congestion they normally faced in their daily driving, using six pictures. Confirmatory factor analysis (CFA) supported the four factor DAX and the five factor DATQ, which largely replicated the original factors. The four forms of maladaptive thoughts on the road were positively associated with aggressive driving, while the positive factor (coping self-instruction) was negatively associated with aggressive driving and traffic violations. Moreover, the results indicated that traffic congestion does not contribute directly to anger expression on the road, but rather through aggressive thoughts. This study suggests that cognitive interventions may help to eliminate aggressive driving and its adverse outcomes on traffic safety. • The psychometric properties of the short-form DATQ and DAX were satisfactory in Iran. • Iranian professional drivers engage more often in adaptive, rather than aggressive thinking. • Aggressive thoughts were significantly associated with aggressive driving and traffic violations. • Older drivers use coping self-instruction more often and think less aggressively while driving. • Aggressive thoughts mediated the relationship between traffic congestion and aggressive driving. [ABSTRACT FROM AUTHOR]

People make friends for a variety of reasons. The current study aimed to explore these reasons and the role of the Dark Triad in predicting them, using self-report questionnaires in a sample drawn from 12 countries. We found that the most important reasons for making friends were having people around with desirable traits such as compatibility, who could provide support and be relied upon in times of need, and with whom one could frequently socialize. Less important reasons included achieving self-serving goals such as career advancement and securing an intimate partner. We found small effects of age, sex, and relationship status. Furthermore, higher scores in Machiavellianism and Narcissism were associated with a greater emphasis on all reasons, particularly on achieving self-serving goals. Conversely, higher Psychopathy scores were associated with a lower importance placed on all reasons except mating, where they were associated with higher importance. • Examined the reasons why people make friends in a sample drawn from 12 countries • Found cross-cultural consistency in the reasons for making friends • Found cross-cultural variations in the reasons for making friends • Found significant effects of Dark Triad on the reasons for making friends [ABSTRACT FROM AUTHOR]

To link to full-text access for this article, visit this link: http://dx.doi.org/10.1016/j.addbeh.2006.03.029 Byline: Silvia Font-Mayolas (a), Montserrat Planes (a), Ma Eugenia Gras (a), Mark J.M. Sullman (b) Keywords: Stages of change; Smoking cessation; Pros and cons of smoking Abstract: Decisional balance and the stage of change have been used to understand the motivation for giving up the habit of smoking. The objective of this study was to find out whether the associations between the pros and the cons of smoking, taking into account the magnitude and delay parameters, and stages of change, can be demonstrated in a sample of Spanish smokers and ex-smokers using a cross-sectional design. The results are compared with the patterns of pros and cons of smoking found in samples of American, Swiss and Dutch smokers. The data confirms that amongst Spanish smokers it is also in the stages of contemplation and preparation that the crossover in the valuation of the pros and cons of smoking takes place: the cons hold more weight than the pros. On the other hand, unexpectedly, the pros of smoking are more highly valued in the stages of action and maintenance than in the rest of the stages. Author Affiliation: (a) Quality of Life Research Institute, University of Girona, C/ Emili Grahit, 77, 17071 Girona, Catalonia, Spain (b) Department of Human Resource Management, Massey University, New Zealand

This systematic review and meta-analysis was undertaken to estimate the effectiveness of motorcycle safety campaigns for increasing helmet use among motorcycle riders and passengers. PubMed, Scopus, EMBASE, and the Web of Science (WOS) databases were systematically searched up June 2020 for all relevant studies. The National Institute of Health (NIH) tool was used to assess the quality of all included studies. Inter-study heterogeneity was measured using the Chi-Squared and I2 statistics, with the odds ratio (OR) being used as a measure of the pooled effect size. Out of the 561 records identified from the literature searches, eight articles (or 11 studies) were eligible for inclusion in the present meta-analysis. Using a random effects model, the results of the meta-analysis demonstrated statistically significant increases in helmet use among motorcycle riders (OR = 4.52, 95% CI: 1.01–20.14, I2 = 99.9%) and passengers (OR = 6.57, 95% CI: 1.41–30.56, I2 = 99.9%). The findings of sensitivity analyses, based on alternative levels of r for imputing the standard error (SE) of the ORs, showed the pooled OR of helmet use among motorcycle riders (r = 0.7; 3.49; 95% CI: 0.78, 16.44; r = 0.9; 3.49; 95% CI: 0.76, 16.11) was sensitive to different levels of r. However, no significant effect was detected on the pooled effect size for different correlation coefficients for motorcycle passengers (r = 0.7; 6.56; 95% CI: 1.59, 27.00; r = 0.9; 6.56; 95% CI: 2.25, 19.13). Increases in helmet use among motorcycle passengers were found in studies that: monitored pre and post campaign periods for longer than one year and were conducted in Thailand or Vietnam. However, the effect of motorcycle safety campaigns on helmet use among motorcycle riders remained significant for all of the different strata included. The present meta-analysis found that motorcycle safety campaigns can lead to a significant increase in helmet use among both motorcycle riders and passengers. Due to the high degree of inter study heterogeneity, these findings should be interpreted with some caution. Despite the apparent favourable influence of motorcycle safety campaigns, more robust research is required. • The meta-analysis demonstrated statistically significant increases in helmet use among motorcycle riders and passengers. • Increases in helmet use among motorcycle passengers were found in studies that: monitored pre and post campaign periods for longer than one year and were conducted in Thailand or Vietnam. [ABSTRACT FROM AUTHOR]

To conduct a systematic literature review and synthesize data from all epidemiological studies investigating the association between diabetes and migraine in adults. Electronic databases, including Web of Science, PubMed and Scopus in addition to Google Scholar search engine were systematically searched up to Jun 2020 to identify studies reporting the diabetes-migraine association. A total of 15 studies were selected which were published from 2012 to 2019. Five out of 15 studies assessed the presence of migraine in diabetic subjects, while nine studies assessed the presence of diabetes in migraine subjects. The cohort study reported a hazard ratio for diabetes of 1.06 (95% confidence interval (CI): 0.91–1.24) for women with migraine with aura, 1.01 (95% CI: 0.89–1.16) for women without aura, and 1.13 (95% CI: 0.98–1.3) for women with a migraine history, compared with women with no history of migraine. Due to the high degree of heterogeneity, and the lack of statistical estimates of the association in several of the reviewed studies, meta-analysis of the available data was not possible. This study is the first review to examine the association between diabetes and migraine. Further longitudinal studies are required to clarify the migraine-diabetes association. There is also a clear need for more studies with larger sample sizes and similar methodologies in order to provide necessary information to conduct a meta-analysis. • All studies were published in 2012–2019, so this is a new research field. • The diabetes-migraine association has been reported as bidirectional. • More confounder and interaction variables need to be considered and evaluated. [ABSTRACT FROM AUTHOR]

• The Driver Behaviour Questionnaire was administered in two independent samples. • The four factor solution was confirmed using exploratory factor analysis in the first sample. • Confirmatory factor analysis confirmed the four factors in the second independent sample. • All four DBQ factors were significantly related to crashes in the first sample. • In the second sample the number of crashes reported was very low. The Driver Behaviour Questionnaire (DBQ) is the most commonly used framework for investigating the relationship between self-reported driving behaviour and crash involvement. However, in spite of the fact that the scale is almost 30 years old, the factor structure of the scale and relationship to crashes in New Zealand remains under-researched. The present study set out to establish the factor structure of the DBQ in a sample of New Zealand private vehicle drivers and to examine the adequacy of this factor structure in an independent second sample of New Zealand drivers. Using exploratory factor analysis, the first sample (n = 860, M age = 39.3, 44% females) produced a factor structure that broadly supported the four hypothetical factors of errors, violations, aggressive violations and lapses. This factor structure was supported in a second sample from the New Zealand electoral roll (n = 441, M age = 53.4, 55% females), using confirmatory factor analysis. There were a number of differences in the relationships that the DBQ factors had with the demographic and descriptive variables. In the first sample, all four of the DBQ factors were significantly related to crash involvement. In contrast, none of the DBQ factors were related to crash involvement in the second sample, possibly due to the very small number of crashes reported. However, these differences are likely due to differences in the demographic composition of the two samples. The present study suggests that the DBQ is a valid measure of aberrant driving behaviour in New Zealand and this consists of errors, violations, aggressive violations and lapses. [ABSTRACT FROM AUTHOR]

This study examined the physical strain experienced by cable hauler choker setters, and the applicability of heart rate indices for measuring physical strain in commercial forest harvesting operations in New Zealand. The heart rate of four choker setters were recorded continuously throughout the working day and applied to heart rate indices. Based on the relative heart rate at work (%HRR), ratio of working heart rate to resting heart rate and 50% level indices, the mean working heart rate ([HR.sub.w]) of 106 bt. [min.sup.-1] [+ or -] 6.9 (mean [+ or -] SD) placed choker setting in the moderate workload category. The specific tasks of line shifts (120.3 [+ or -] 4.8 bt. [min.sup.-1]), hooking up drags (118.8 [+ or -] 6.6 bt. [min.sup.-1]) and uphill travel (126.1 [+ or -] 12.9 bt. [min.sup.-1]), imposed the most severe workloads on the choker setters. This research also demonstrated that heart rate indices could be used as an effective means of determining the physiological strain of subjects working in New Zealand's commercial forest harvesting operations. Keywords: Forestry; Heart rate; Workload

An extensive body of research has found that angry and aggressive driving are both significantly related to crash involvement. There has also been a large body of research investigating the situational factors related to angry and aggressive driving, but one interesting question that has not yet been answered is whether the enforcement of traffic laws causes or reduces angry and aggressive driving. The independent region of Northern Kosovo represents a unique opportunity to investigate the impact of a lack of traffic enforcement on driving behaviour. Therefore, the present study set out to investigate whether the presence of traffic enforcement has a significant impact on the level of driver anger and aggressive driving. Registered owners of motor vehicles in Northern Kosovo and Serbia were both sent a questionnaire which contained the 28-item Dula Dangerous Driving Index (DDDI) and the 21-item UK Driving Anger Scale (UKDAS). This found that anger was higher in two of the four driving anger factors (direct hostility and progress impeded) and two of the three DDDI factors (risky driving & aggressive driving). Furthermore, the present study found that the lack of police enforcement was a significant predictor of both aggressive and risky driving, even after the driving anger and demographic variables had been partialled out. Therefore, it appears that introducing or increasing traffic enforcement may be one method of reducing aggressive and risky driving behaviour. [ABSTRACT FROM AUTHOR]

The drive to reduce fuel consumption and greenhouse gas emissions is one shared by both businesses and governments. Although many businesses in the European Union undertake interventions, such as driver training, there is relatively little research which has tested the efficacy of this approach and that which does exist has methodological limitations. One emerging technology employed to deliver eco-driving training is driver training using a simulator. The present study investigated whether bus drivers trained in eco-driving techniques were able to implement this learning in a simulator and whether this training would also transfer into the workplace. A total of 29 bus drivers attended an all-day eco-driving course and their driving was tested using a simulator both before and after the course. A further 18 bus drivers comprised the control group, and they attended first aid courses as well as completing the same simulator drives (before-after training). The bus drivers who were given the eco-driving training significantly improved fuel economy figures in the simulator, while there was no change in fuel economy for the control group. Actual fuel economy figures were also provided by the bus companies immediately before the training, immediately after the training and six months after the training. As expected there were no significant changes in fuel economy for the control group. However, fuel economy for the treatment group improved significantly immediately after the eco-driving training (11.6%) and this improvement was even larger six months after the training (16.9%). This study shows that simulator-based training in eco-driving techniques has the potential to significantly reduce fuel consumption and greenhouse gas emissions in the road transport sector. [ABSTRACT FROM AUTHOR]

This study tested the four factor structure of the Driving Anger Expression Inventory (DAX) in a sample of young Malaysian drivers and the relationship these factors had with several other variables. Confirmatory Factor Analysis broadly supported the four factor solution of the DAX, being: Personal Physical Aggressive Expression, Use of a Vehicle to Express Anger, Verbal Aggressive Expression and Adaptive/Constructive expression. The short version of the Driving Anger Scale was positively correlated with the three types of aggressive responses and not surprisingly with a variable comprised of all three types of aggressive responses (Total Aggressive Expression). Total Aggressive Expression was higher for males and negatively related to age, years licensed and slower preferred driving speed. All three of the aggressive forms of expression had significant relationships with crash-related conditions, such as: loss of concentration, losing control of their vehicle, having received a ticket and involvement in near-misses. In particular, all three of the aggressive forms of expression had significant relationships with losing control of the vehicle and Total Aggressive Expression was correlated with all crash-related conditions. In addition, Personal Physical Aggressive Expression and Total Aggressive Expression were both significantly related to crash involvement. [ABSTRACT FROM AUTHOR]

This research used the Driving Anger Expression Inventory (DAX) to investigate the expression of driving anger amongst a sample of New Zealand drivers. Confirmatory Factor Analysis found that the data fitted a three factor solution, which consisted of: Verbal Aggressive Expression; Use of a Vehicle to express anger, and an Adaptive/Constructive factor. The Personal Physical Aggressive Expression factor was not supported in the present sample. However, in line with previous findings, the present research found that the two aggressive types of anger expression were significantly related to potentially crash related conditions, such as: losing control of the vehicle, loss of concentration and near-misses. The two aggressive types of driving anger were also positively related to trait anger and driving anger, while the Adaptive/Constructive factor was negatively related to both these variables. The present study also confirmed that those drivers who expressed their anger in an aggressive manner are more likely to be male and younger, while those who deal with their anger in a constructive manner were more likely to be older and female. [ABSTRACT FROM AUTHOR]

The present study developed a revised version of the driving anger expression inventory (25-items) and a short (15-item) version using data from 551 drivers. Split half factor analyses on both versions confirmed the original four factors; personal physical aggressive expression, use of a vehicle to express anger, verbal aggressive expression and adaptive/constructive expression. The two DAX versions were strongly correlated, demonstrating the suitability of both forms of the scale and the aggressive forms of expression were higher for drivers who reported initiating road rage interactions. Total aggressive expression was also higher for drivers who reported recent crash-related conditions, such as: loss of concentration, losing control of their vehicle, moving violations, near-misses and major crashes. The revised DAX and DAX-short provide shorter versions of the 49-item DAX that can more easily be combined with other questionnaires and require smaller sample sizes to analyse. Further research is required to validate these tools among different samples and populations. [ABSTRACT FROM AUTHOR]

The present study examined the types of situations that cause Malaysian drivers to become angry. The 33-item version of the driver anger scale (Deffenbacher et al., 1994) was used to investigate driver anger amongst a sample of 339 drivers. Confirmatory factor analysis showed that the fit of the original six-factor model (discourtesy, traffic obstructions, hostile gestures, slow driving, illegal driving and police presence), after removing one item and allowing three error pairs to covary, was satisfactory. Female drivers reported more anger, than males, caused by traffic obstruction and hostile gestures. Age was also negatively related to five (discourtesy, traffic obstructions, hostile gestures, slow driving and police presence) of the six factors and also to the total DAS score. Furthermore, although they were not directly related to crash involvement, several of the six forms of driving anger were significantly related to the crash-related conditions of: near misses, loss of concentration, having lost control of a vehicle and being ticketed. Overall the pattern of findings made in the present research were broadly similar to those from Western countries, indicating that the DAS is a valid measure of driving anger even among non-European based cultures. [ABSTRACT FROM AUTHOR]

Highlights: [•] CFA supported the unidimensional nature of both the DAS and PADS. [•] The PADS was a significant predictor of violations. [•] The DAS was a significant predictor of near-misses. [•] Neither of the scales were significant predictors of crash-involvement. [ABSTRACT FROM AUTHOR]

Highlights: [•] CFA supported the original four factors, which all had good internal reliability. [•] Licence tenure was negatively related to the three types of aggressive expression. [•] The aggressive types of expression were related to crash related conditions. [•] None of the DAX factors was related to either minor or major crash involvement. [•] The DAX can be used with both professional and private vehicle drivers. [ABSTRACT FROM AUTHOR]

Abstract: The present study aimed to investigate both the on road behaviour of Belgian school students and the validity of the Adolescent Road User Behaviour Questionnaire (ARBQ) in a sample of students attending school in Belgium. In total, 294 adolescents completed the ARBQ along with measures of their self-reported accident involvement and sensation seeking behaviour. Confirmatory Factor Analysis supported the original factor structure of: “unsafe road crossing”, “playing on the road” and “planned protective behaviour” for the 21-item version of the questionnaire, but not for the full scale. Males were found to engage more often in unsafe crossing behaviour and playing on the roads. There were also age differences, with unsafe road crossing increasing with age and engagement in planned protective behaviours improving with age. Those who reported being involved in an accident also reported more frequent engagement in unsafe crossing, playing on the roads, thrill seeking behaviour and lower levels of behaviour inhibition. Therefore, this study confirms that the ARBQ is a useful tool for investigating safety-related behaviours that contribute to accident involvement. [Copyright &y& Elsevier]

Abstract: This study set out to investigate the proportion of UK drivers who engage in some form of distracting behaviour whilst driving. Data were collected by roadside observation in six urban centres in the South of England. The observations took place on randomly selected roads at three different time periods during two consecutive Tuesdays. The data revealed that 14.4% of the 7168 drivers observed were found to be engaged in a distracting activity. The most frequently observed distraction was talking to a passenger, followed by smoking and using a mobile phone. Younger drivers were significantly more likely to be distracted in general and by talking to passengers, while older drivers were less likely to be distracted by adjusting controls or using a mobile phone. [Copyright &y& Elsevier]

Abstract: There is widespread use of self-report measures of driving behaviour in the traffic psychology literature, despite the frequent criticism that such measures are subject to social desirability bias. However, no research has yet investigated the more recently developed measures of driving anxiety and avoidance behaviour for socially desirable responding. Furthermore, relatively little research has investigated the issue of socially desirable responding on self-reported driver behaviour in general, and that which does exist has several shortcomings. The present study used a repeated measures design to assess the effect of social desirability on a measure of driving avoidance, the Driving and Riding Avoidance Scale (DRAS), and the Driver Behaviour Questionnaire (DBQ). A sample of 228 undergraduate students completed the DRAS, DBQ and a measure of socially desirable responding in class, which constituted a public place, and then again 2months later in the privacy of their homes. None of the DBQ items were significantly different across the two locations. However, two of the DRAS general avoidance items were higher in the public setting, perhaps demonstrating the effect of socially desirable responding on driving avoidance due to environmental or practical concern. Nevertheless, overall it appears as though the DRAS and DBQ are not particularly vulnerable to socially desirable responding, although further well-designed research on the effects of such bias on these and other self-report measures of driving behaviour should be undertaken. [Copyright &y& Elsevier]

Abstract: The present study aimed to describe the road user behaviour of New Zealand adolescents and to investigate the applicability of the Adolescent Road user Behaviour Questionnaire (ARBQ) to New Zealand adolescents. In total 944 adolescents were surveyed in the North and South islands of New Zealand. Factor analysis of the scale produced three factors which had acceptable internal reliability and were very similar to those found in the original research. The three factors were “unsafe crossing behaviour”, “playing on the road” and “planned protective behaviour”. This research also found that males and those who were at least part Maori were more likely to put themselves at risk by playing on the road. Furthermore, those who identified themselves as being part Maori also engaged in unsafe road crossing behaviour more often than Caucasian and Asian adolescents. Interestingly, only the interaction effect between age and sex was significantly related to engagement in planned protective behaviour. However, despite differences between New Zealand and England, and differences in the sample characteristics, the scale appeared to be measuring the same latent variables. Therefore, this research confirmed that the ARBQ is a useful tool for investigating the behaviour of adolescents on the road. [Copyright &y& Elsevier]

Abstract: Driving anxiety can have a significant impact on everyday functioning and usually results in some kind of avoidance behaviour. The Driving and Riding Avoidance Scale (DRAS; Stewart, A. E., & St. Peter, C. C. (2004). Driving and riding avoidance following motor vehicle crashes in a non-clinical sample: psychometric properties of a new measure. Behaviour Research and Therapy, 42, 859–879) shows promise in the self-report assessment of the degree of such avoidance. The present study investigated the psychometric properties of the DRAS in a sample of 301 university students. Internal consistency for the DRAS was 0.89 and temporal stability over two months was 0.71. The factor structure of the DRAS supported the use of the general and traffic avoidance subscales but not the weather and riding avoidance subscales in the present non-clinical sample. However, a significant limitation of the DRAS is that it does not assess the reasons for driving avoidance, and is therefore not a measure of avoidance that is due to driving anxiety. Some items may be rated highly for practical reasons, such as avoidance because of increasing fuel and other costs associated with driving. Modified instructions for the DRAS should ensure that it measures anxiety-related avoidance behaviour. [Copyright &y& Elsevier]

Abstract: The present study examined the types of situations that cause Spanish drivers to become angry. The 33-item version of the Driver Anger Scale () was used to investigate driver anger amongst a sample of 371 drivers. Confirmatory factor analysis showed the fit of the original six-factor model was satisfactory. In most of the subscales Spanish drivers reported similar levels of anger to that reported by drivers from other nations. Female drivers reported more anger overall and on three of the six types of driving anger (discourtesy, traffic obstructions and illegal driving). Individually, police presence, slow driving and overall anger were significant predictors of crash involvement (p <0.05), even after the contributions of the background variables had been partialled out. [Copyright &y& Elsevier]

Abstract: This research investigated the types of situations that cause drivers to become angry while driving. The Driver Anger Scale [Deffenbacher, J. L., Oetting, E. R., & Lynch, R. S. (1994). Development of a driver anger scale. Psychological Reports, 74, 83–91] was used to investigate driver anger amongst 861 drivers. The resultant data were factor analysed, producing four categories of anger provoking situations; progress impeded, risky driving, hostile gestures and discourteous driving. Overall levels of driver anger were higher than equivalent research in the UK, but appeared to be lower than that found in America. In line with overseas research, female drivers reported more anger overall and in two of the four categories of driver anger (risky driving and hostile gestures). There were also regional differences, with the drivers from the main urban areas reporting more anger than those from the secondary urban areas. Reported anger declined with age for all categories of anger provoking situations. Those drivers reporting a higher level of driving anger across all potential anger inducing situations tended to be; female, younger, from a main urban area, report a higher annual mileage, be less experienced (in terms of years driving) and prefer a higher speed. The overall level of driver anger was not related to crash involvement, and neither were any of the four categories of driver anger. [Copyright &y& Elsevier]

Abstract: One of the most commonly used frameworks for investigating the relationship between self-reported driving behaviour and crash involvement is the Manchester Driver Behaviour Questionnaire (DBQ). However, in spite of the fact that Spain has a relatively large road safety problem (annually more than 5000 people die and over 150,000 are injured in traffic accidents), only one study could be found using the DBQ to measure aberrant driving behaviour in this country. In addition that research solely reported the frequencies of the different driving behaviours they measured. The current research attempted to fill this gap by administering a translated Spanish version of the DBQ to a sample of drivers in Spain. Although factor analysis produced a four factor solution, there were a number of departures from the expected factor structure. The most unusual finding was that the first factor contained a mixture of lapses and errors. This may indicate that either some of the meaning was lost in the translation into Spanish, or that the distinction between these two factors may not apply to Spanish drivers. The second factor was a strong violations factor and was constructed of violations and aggressive violations to do with getting somewhere in a hurry. The third factor once again confirmed that interpersonal violations are a separate entity from the other aggressive violations, meaning that this research did not support the “aggressive violations” factor. The fourth factor had very low internal reliability and contained only three lapses. However, in agreement with previous research, it was the violations factor which was predictive of crash involvement after the contributions of the demographic and descriptive variables had been partialled out. [Copyright &y& Elsevier]

Research has shown that using a mobile phone whilst driving may increase the risk of being crash involved by as much as nine times. As around 65% of New Zealand''s population own mobile phones, this represents a potentially very significant hazard. In order to effectively target interventions towards those drivers who use mobile phones while driving, information is needed about the characteristics of these drivers. The present study investigated the frequency of mobile phone use on New Zealand''s roads and the characteristics of drivers who use mobile phones while driving. The research found that more than half (57.3%) of the participants used a mobile phone at least occasionally while driving. Those who reported using a mobile phone more often whilst driving tended to; be male, reside in a main urban area, report a higher annual mileage, drive a later model car with a larger engine, prefer a higher driving speed, have less driving experience (in years) and to be younger. In line with previous research, there was also a significant relationship between crash involvement and use of a mobile phone whilst driving. However, once the contributions of the demographic and descriptive variables had been partialled out, using hierarchical logistic regression, the relationship between crash involvement and mobile phone use was no longer significant. [Copyright &y& Elsevier]

Research using the driver behaviour questionnaire (DBQ) has found that aberrant driving behaviours can be categorised into: errors, lapses and violations (and aggressive violations, depending on the version of the DBQ used). There is also extensive evidence that it is only the `violations'' score which is significantly correlated with, and predictive of, crash involvement. This consistency has been found both across different samples and different countries. However, recent research conducted on those driving cars in a work-related context has found a different factor structure and a different pattern of correlations with crash involvement. The present study extends this research by investigating the factor structure of the DBQ and the relationship between aberrant driving behaviour and crash involvement for a sample of truck drivers. Factor analysis yielded a four factor solution, that broadly replicated the four hypothetical factors (errors, lapses, violations and aggressive violations) found in the general driving population. Only the violations factor was found to be significantly predictive of crash involvement. This research provides evidence of the robust nature of the DBQ findings in populations other than the drivers of private motor vehicles. [Copyright &y& Elsevier]

• The present research used the Theory of Planned Behaviour. • The intentions to use a mobile phone (to text) while driving were investigated. • The psychological reasons underpinning this behaviour were also explored. There is clear research evidence that using a mobile phone while driving is dangerous. However, although drivers generally know this is a risky behaviour, many continue to use a handheld mobile phone while driving. The present research used the Theory of Planned Behaviour (TPB) to explore the psychological reasons underpinning intentions to use a mobile phone while driving in general, as well as to send and read text messages while driving across four different scenarios. Convenience sampling was used to obtain data from 314 participants who held a valid licence to drive in the UK, had driven at least once in the last six months and owned a mobile phone. General intentions to use a mobile phone while driving were predicted by positive Attitudes towards the behaviour and higher Perceived Behavioural Control. Moreover, when predicting intentions to send and read text messages, it was positive Attitudes that was the most consistent and significant predictor. Surprisingly, neither Perceived Behavioural Control nor Subjective Norms were significant predictors of intentions to send or read text messages. Furthermore, perceptions of risk (crashing and being apprehended by the police) were significant predictors of intentions to send and read texts over and above that provided by the TPB variables. The present research highlights the need for interventions to target attitudinal change and to increase risk perceptions in order to reduce the prevalence of these risky behaviours. [ABSTRACT FROM AUTHOR]

• Three measures of different aspects of driving anxiety are examined. • The Driving Cognitions Questionnaire measures driving anxiety-related cognitions. • The Driving Situations Questionnaire measures anxiety and avoidance in driving situations. • The Driving Behavior Survey measures anxious driving behaviour. • The measures are promising for use in supporting research and clinical practice. Driving anxiety is a common experience that can have a significant impact on everyday functioning, especially avoidance of driving and travelling in a car. The heterogeneity of driving anxiety means that treatment often needs to address multiple areas of anxiety, cognition, and behaviour, and psychometric measures are an important part of individualised treatment and outcome measurement. There are several measures of driving anxiety, but their psychometric properties in non-clinical samples have not been adequately researched. The present study investigated the psychometric properties of three measures of driving anxiety, the Driving Cognitions Questionnaire (DCQ), Driving Situations Questionnaire (DSQ), and Driving Behavior Survey (DBS). In total, 420 participants from the New Zealand electoral roll completed a survey containing the three measures of driving anxiety, a measure of aberrant driving behaviour (the Driver Behaviour Questionnaire) and demographic and descriptive variables. The three driving anxiety scales demonstrated strong concurrent validity and the DSQ had strong discriminant validity. However, the discriminant validity findings for the DCQ and DBS were mixed. Further research is needed to evidence the psychometric properties of these measures of driving anxiety, so they can be of maximum benefit in designing tailored psychological treatment approaches. [ABSTRACT FROM AUTHOR]

Previous research has found that using a mobile phone while driving has a detrimental effect on driver safety and performance. The present study used the Theory of Planned Behaviour (TPB) to examine a number of factors thought to be related to intentions to send or read text messages while driving. A total of 298 Polish drivers completed a survey that included measures of the TPB components related to intentions to send or read text messages in four different scenarios. The scenarios differed according to whether or not the drivers were waiting at traffic lights or travelling at 100 km/h and according to whether or not they were under time pressure. The research found that Attitudes and Perceived Behavioural Control were positive predictors of general intentions to use a mobile phone while driving. Similarly, Attitudes consistently predicted intentions to send and read text messages across the four scenarios. The findings of this study could be utilised for developing an educational campaign aimed at promoting more positive attitudes toward road safety and at reducing intentions to use mobile phones while driving. [ABSTRACT FROM AUTHOR]

This study aimed to further understand the relationships between sex, gender identity, trait and state driving anger and situational appraisals made while driving, and to validate the 33-item Driving Anger Scale (DAS) in a sample of drivers from France. In total, 378 drivers (males = 38%) aged from 18 to 79 years completed a survey containing the 33-item DAS, the Bem Sex-Role Inventory (BSRI) and eight questions regarding self-reported state anger and appraisals in relation to a recalled recent anger provoking situation experienced while driving. Confirmatory Factor Analysis supported the original six-factor structure of the 33-item DAS. Moreover, Structural Equation Modelling of the factors associated with the recalled anger event showed that trait anger influenced state anger through negative appraisal tendencies, and this was influenced by both sex and gender roles. Females and those reporting more masculine traits tended to have higher levels of trait driving anger. Conversely, drivers with feminine traits had low state anger except if they negatively appraised the situation. This new model could be taken into consideration for developing interventions to reduce anger and “road rage” incidents. [ABSTRACT FROM AUTHOR]

• Discrepancies between drivers' attributes triggered and amplified aggression. • Risk perceptions were generally low and resistant among trait aggressive drivers. • Metacognitive awareness played a significant role in self-regulatory ability. • Cognitive, attentional and emotion regulation were attributed to reduce aggression. • Rumination styles were perceived to influence future driving behaviours. Aggressive driving behaviour (ADB) is an ongoing road safety issue that has proven difficult to deter. The purpose of this study was to: qualitatively investigate the antecedents of ADBs, document the self-regulatory processes and metacognitive beliefs associated with ADBs, and explore how metacognitive facets might influence the progression and expression of anger. An online sample of Queensland (Australia) motorists who had recently engaged in ADBs (N = 34) were interviewed and inductive thematic analysis was applied to the response data. The results showed that firstly, ADBs were primarily triggered by discrepancies in drivers' mentality. Several perceptual, situational, internal and experiential factors were found to influence the likelihood and severity of the response to the triggering behaviour. Trait aggressive drivers tended to have lower perceptions of risk, and resistance to deterring events (e.g., fines; near misses). The self-regulation of ADBs appeared to be contingent on participants' metacognitive awareness to recognise when their behaviour was being influenced by anger, and the ability to utilise appropriate cognitive-behavioural regulatory strategies when required. Following ADBs, participants reported different forms of evaluation, including anger, depressive, fearful, and reflective rumination styles, and these processes were perceived to influence future driving behaviours in different ways. However, trait aggressive drivers in particular tended to demonstrate a lack of evaluation following ADBs. The findings of this study may provide a framework for future research applying the concept of self-regulation to the topic of ADB and may also help inform road authorities of alternative and effective approaches for reducing driver aggression. [ABSTRACT FROM AUTHOR]

Abstract: Seat belt use on Spanish urban roads is very low. Surprisingly, there is very little information to explain this low level. A number of perceptions and expectancies about seat belt use were investigated to identify factors that were able to discriminate between observed seat belt use and non-use. Seat belt use was 88% for those whose journeys included travelling on the motorway, and 35% for those travelling solely on urban roads. Unbelted drivers reported that the seat belt limited their movement and was uncomfortable significantly more often than those observed to be wearing a seat belt. Seat belt use was predicted by the type of road participants had driven on (urban or motorway), beliefs about their friends’ seat belt use, reported discomfort and the number of years driving experience. This research suggests the need for particular types of advertising campaigns paired with enforcement to increase seat belt use in order to save the lives of those travelling on Spanish roads. [Copyright &y& Elsevier]

Abstract: A number of epidemiological studies have reported drivers who use a mobile phone while driving have an elevated risk of being involved in a crash. This is particularly concerning as a survey of drivers in the Spanish region of Catalunya found that approximately 87% own mobile phones. The present study investigated the reported frequency of mobile phone use on Spanish roads (for talking and using SMS), the characteristics of the drivers who use mobile phones while driving and whether they altered their driving behaviour when using a mobile phone. The research found that more than 60% use a mobile phone while driving and that the phone is mostly used for making calls, rather than using SMS. In general, males and females use mobile phones about the same reported frequency, although males were more likely to use a mobile phone to talk on the highway. The pattern for age was the same for both male and female participants, with the younger drivers using SMS more frequently than older drivers. On urban roads almost half of the drivers reported changing their driving behaviour when using a mobile phone, while on the highway this figure was slightly over 41%. The reported frequency of using a mobile phone to talk on urban roads was significantly correlated with crash involvement. However, this affect disappeared once the contributions of the demographic and descriptive variables had been partialled out. [Copyright &y& Elsevier]

• The current study details adaptation and validation of the Driving Behaviour Scale. • The study was conducted in Poland employing a non-clinical sample of drivers. • The scale may be utilised as a measure of driving anxiety in the general population. • The findings will add to the research on the psychometric properties of the scale. Anxiety can negatively affect an individual's psychological wellbeing and lead to mild-to-moderate functional impairment in various areas of their lives. Despite this, the relationship between anxiety and driving performance has received very little empirical attention. The Driving Behaviour Scale (Clapp, Olsen, Beck, et al., 2011, Clapp, Olsen, Danoff-Burg, et al., 2011) was developed as a measure of anxious driving behaviours to support research in this area. The current study details adaptation and validation of the Driving Behaviour Scale (DBS; Clapp, Olsen, Beck, et al., 2011, Clapp, Olsen, Danoff-Burg, et al., 2011) in 310 university students in Poland. The overall internal consistency for the DBS was 0.76, while the two subscales demonstrated acceptable internal consistency (safety/cautious = 0.75 and hostile/aggressive behaviours = 0.85). The reliability estimates for performance deficit returned a lower coefficient of 0.65. Factor analysis produced a three-factor solution that supported the original structure of the DBS. The DBS may be utilised as a measure of driving anxiety in samples drawn from the general population. [ABSTRACT FROM AUTHOR]

Objective To investigate the distribution and trends associated with brucellosis incidence rates in Iran from 2011 to 2014. Methods The reported incidence rates of brucellosis for the years 2011–2014 were collected and entered into GIS 10.1. The Cochran–Armitage test for linear trends, choropleth maps, hot-spot analysis, and high–low clustering analysis were used to investigate patterns of the disease over the study period and by season, and to identify high-risk areas and any clustering of the disease. The significance level was set at p < 0.05. Results A total of 68 493 cases of brucellosis were reported during the study period, giving an average brucellosis incidence rate for this period of 38.67/100 000. In 2011, the highest rate of brucellosis was observed in Koohrang County of Chaharmahal-Bakhtiari Province, with 317/100 000. In the subsequent years, 2012–2014, Charuymaq County of East-Azerbaijan Province had incidence rates of 384, 534, and 583/100 000, respectively. However, the incidence rate of the disease did not follow a linear trend ( p < 0.001). The maximum and minimum incidence rates of the disease occurred in mid-summer and mid-winter, respectively. The results of the hot-spot analysis showed that the distribution of the disease was highest in the mountainous areas of Iran, particularly along the Zagros mountain range and in most cities near the Zagros Mountains ( p < 0.01). In addition, the cluster analysis showed a clustering pattern in these high incidence areas ( p < 0.01). Conclusions There were significant differences in the geographic distribution of brucellosis, with the incidence rates being highest in most of the cities in the west and north-west of the country. The incidence of this disease also increased during the summer. It is important to take these patterns into account when allocating resources to combat this disease and to ensure that health programs and other interventions focus on the areas of greatest need. [ABSTRACT FROM AUTHOR]

In Iran the prevalence of traffic injuries and death from vehicle collisions are high. Driver engagement in non-driving-related tasks has been previously identified as an important contributing factor to crashes. Therefore, the objective of the present study was to investigate the prevalence of drivers’ engagement in potentially distracting activities in Kashmar, Khalilabad and Bardaskan, which are three Iranian International Safe Communities. Observations took place at 12 randomly selected roadside locations in each city, which were comprised of six main streets and six side streets. In total 7979 drivers were observed. The prevalence rates of potentially distracting activities in Kashmar, Khalilabad and Bardaskan were 24.3%, 26% and 24.9%, respectively. In both Kashmar and Khalilabad the most frequently observed secondary tasks were drivers talking to passengers (10.6% and 11.5%, respectively) followed by mobile phone use (3.4% and 4.0%, respectively). Although in Bardaskan the most commonly observed secondary task was also talking to passengers (12.7%), the second most common was reaching for an object (3.2%). In all three cities younger drivers were significantly more likely to be observed engaged in a secondary task while driving. Furthermore, involvement in secondary tasks while driving was significantly higher amongst females and those driving on a working day. The percentage of drivers identified as potentially distracted in these three Safe Communities was worryingly high. Thus, interventions should be integrated into the WHO Safe Community network in these cities, including: education regarding the risks associated with engaging in secondary activities while driving, law enforcement, tougher legislation, periodic assessment, raising public awareness, as well as attracting political and social support. [ABSTRACT FROM AUTHOR]

The main aim of this research was to investigate the relationship between resilience and the expression of driving anger. In addition, the adequacy of a Spanish version of a short form of the Driving Anger Expression inventory (DAX) was assessed, along with the relationships the DAX subscales had with gender, age, licence tenure, fines and crashes. The sample consisted of 2409 Spanish undergraduate students (mean age = 21.60; S.D. = 2.86; 60% women). A Spanish adaption of the Connor–Davidson Resilience Scale (CD-RISC) was used to measure resilience and the 15-item short form of the Driving Anger Expression inventory (DAX) was used to measure the expression of driving anger. The research found that resilience was directly associated with the adaptive/constructive expression of driving anger even after controlling for age, gender, licence tenure, fines and crash involvement. Nevertheless, as there is no previous research on this topic and the effect sizes were only moderate, further research is needed to clarify the role of resilience in the expression of driving anger. Furthermore, confirmatory factor analysis supports the adequacy of the short form of the DAX amongst Spanish drivers. In line with previous research, women tended to report more adaptive/constructive expression than men, while those who had crashed or been fined were more prone to report aggressive forms of driving anger expression. [ABSTRACT FROM AUTHOR]

Iran has a high traffic fatality rate and a substantial proportion of those killed on the road are adolescents. The aim of the present study was to examine the relationship between dimensions of religiosity and the on-road behaviour of adolescents as pedestrians, cyclists and other non-driving activities. A total of 1111 students attending secondary schools in Tehran (Iran) completed the Adolescent Road User Behaviour Questionnaire (ARBQ) and the Duke University Religion Index (DUREL). This study found that adolescents who participated less often in private religious activities were more likely to be: male, have relatives or friends who had been killed in a road collision, previously involved in a road crash themselves and engaged more often in dangerous playing on the road. Adolescents reporting higher levels of religious attendance and intrinsic religiosity were more likely to be: male, without a traffic accident history, younger, from public schools, studying at schools in large urban areas and more frequently engaged in planned protective behaviours. Adolescents with higher involvement in intrinsic religiosity tended to be those: without an accident history, who did not have relatives or friends that had been killed in a crash and who engaged less frequently in unsafe road crossing behaviour. The findings of this study indicate that the different dimensions of religiousness are related to adolescents’ behaviour on the road. Thus, it appears that religion may have a role to play in improving the road safety of adolescents in Iran. [ABSTRACT FROM AUTHOR]

The present study developed a Persian version of the Adolescent Road User Behaviour Questionnaire (ARBQ) and investigated the psychometric properties of the scale in a sample of school students in the province of Tehran (Iran). In total 1111 adolescents completed the Persian version of the ARBQ. Exploratory factor analysis, using the shortened 21-item version of the scale revealed the presence of three reliable factors which were also supported using confirmatory factor analysis. According to this research, engagement in dangerous playing in the road was significantly higher among males, residents of large urban areas, students from private schools, students in the south of Tehran, those who reported relatives or friends had been killed in a road crash and those with a personal history of road accidents. Moreover, older adolescents, those who reported relatives or friends having been killed in a road crash and those with a traffic accident history reported higher involvement in unsafe crossing behaviour. Females, older adolescents, residents of small urban areas, students from schools in small urban areas and those with an accident history also reported less frequent engagement in planned protective behaviours. This study confirms that the ARBQ is a useful framework for investigating adolescents’ on-road behaviours in Iran. This research also showed that adolescents put themselves at risk by engaging in hazardous behaviours. As is the case in most countries, this study revealed the need for interventions, such as education and enforcement to improve the on-road safety culture amongst Iranian adolescents. [ABSTRACT FROM AUTHOR]

Traffic accidents are one of the main causes of death amongst young people in the European Union and Spain is no exception. In an attempt to reduce road fatalities, the Spanish government introduced a legislative measure which is based upon the loss of points if caught transgressing the traffic laws. After the introduction of the penalty point system (PPS) the Spanish government reported that the number of accidents and fatalities decreased. Therefore, the aim of the present study was to investigate self-reported changes in the behaviour of young drivers and passengers following the implementation of the PPS in Spain. A cross sectional survey was carried out with 1452 undergraduate university students (52.8% female; Mean age = 21.5; S.D. = 2.5). The results show that young Spanish drivers reduced their risky driving behaviour and increased their use of safety equipment after the PPS was introduced, although there were gender differences. Specifically, more females (than males) reported that they: stopped driving while under the influence of alcohol, exceeded the speed limit less often and began wearing their seat belt at all times after the PPS was introduced. These changes in behaviour may account for the observed reduction in traffic crashes and fatalities reported by the Spanish government. Nevertheless, despite the PPS many young drivers continued to engage in risky driving behaviour. [ABSTRACT FROM AUTHOR]

Abstract: Objective: This study examined the types of polydrug use among Spanish adolescents. Method: 1501 high school students (50.6% female) aged 12 to 17years old (mean age=14.03, SD=1.28), from public schools in the city of Girona (Catalonia, Spain), completed the survey. Results: In the previous six months 20.9% of the Spanish adolescents used alcohol, 18.8% tobacco, 10.5% cannabis and 0.7% cocaine. Specifically, 28.6% of the sample (n=429; 29% males and 28.2% females) used at least one drug and 13.9% reported polydrug use (n=208; 12.6% males and 15.1% females). The present research also found that the most critical ages for starting polydrug use were 14 and 15years old. More than one quarter (27.9%) of the adolescent polydrug users were type A (tobacco and alcohol), 67.8% were type B (cannabis together with tobacco and/or alcohol) and 3.4% were type C (cannabis together with tobacco and/or alcohol, and cocaine). Conclusions: These results suggest that Spanish adolescents, particularly males, commence polydrug use at an earlier age than other European adolescents. Early preventative strategies and a multisubstance perspective are greatly needed in Spain to avoid the initiation of polydrug use or to prevent progress onto heavier drugs. [Copyright &y& Elsevier]

Abstract: Despite the proven effectiveness of helmets in avoiding or reducing the severity of brain injuries and the law requiring their compulsory use, both by drivers and passengers of motorcycles, approximately 20% of Spanish adolescent motorcycle users do not wear them. This study analysed the pattern of motorcycle and helmet-use in a sample of Spanish adolescents (age range 14–17; n =874) and the relationship this safety measure has with belief in its effectiveness and its use by friends and relatives. Overall more males than females ride motorcycles and this difference increased with age. Motorcycle drivers and passengers who always wear helmets consider them to be more effective than those who do not use a helmet all of the time. The best predictors of helmet-use among motorcycle drivers were their beliefs regarding the helmet-use of their friends and relatives. In the case of passengers, knowing that their friends always wear them and age were the best predictors of helmet-use. Programmes and campaigns promoting helmet-use must take into account the modelling effect of close referents or other role models in order to increase their effectiveness. [ABSTRACT FROM AUTHOR]