Neural Correlates of Simulated Driving While Performing a Secondary Task: A Review.

Distracted driving consists in performing a secondary task while driving, such as cell-phone conversation. Given the limited resources of the attentional system, engaging in a secondary task while driving increases the risk to have car accidents. The secondary task engagement while driving can depend on or be affected by different factors, including driver's individual characteristics, necessities, environmental conditions, and so forth. In the present work, the neuroimaging studies that investigated the brain areas involved in simulated driving during the execution of a secondary task (visual and overall auditory tasks) were reviewed in light of driving settings. In general, although there are also differences in decrease and increase brain activations across studies, due to the varieties of paradigms used (simulators, secondary tasks and neuroimaging techniques), the dual-task condition (simulated driving plus secondary task), as compared to the simulated driving-alone condition, was generally found to yield a significant shift in activations from occipital to fronto-parietal brain regions. These findings show that when a secondary task is added during driving the neural system redirects attentional resources away from visual processing, increasing the possibility of incorrect, dangerous or risky behavioral responses. The shift of the attentional resources can occur even if driving behavior is not explicitly affected. Limits of the neuroimaging studies reviewed and future research directions, including the need to explore the role of personality factors in the modulation of the neural programs while engaging distracted driving, are briefly discussed.

Riding the Adolescence: Personality Subtypes in Young Moped Riders and Their Association With Risky Driving Attitudes and Behaviors.

The aim of the present study was to identify sub-types of moped riders based on a cluster analysis of specific personality characteristics (i.e., driving anger, anxiety, angry hostility, excitement-seeking, altruism, normlessness, and driving locus of control) within a large sample of Italian adolescents. The study had also the aim to compare the emerged sub-types of moped riders on measures of attitudes toward safe driving, risky driving behaviors (e.g., rule's violations and speeding, not using helmet, drinking and driving, etc.), and self-reported tickets and accident involvement. One thousand two hundred seventy-three Italian high school students aged from 13 to 19 years (meanage = 15.43, SD = 0.98) with a valid driving license for moped participated to the study. Results revealed three sub-types of moped riders (namely risky, worried and careful moped riders), which differ significantly for risky driving behaviors, attitudes toward traffic safety, risk perception, and self-reported accident involvement. Importantly, the results of the present study showed that the personality and behavioral characteristics of the three sub-groups of moped riders substantially resembled those identified by previous studies with vehicle drivers of different ages; thus, empirically supporting the notion that certain combinations of personality characteristics are associated with risk driving tendencies and behaviors in both young moped riders and car drivers. Safe driving interventions can tackle risky driving beliefs and behavioral tendencies in young moped riders and car drivers by tailoring their messages according to the personality sub-types of the target groups.

Gender Effects in Young Road Users on Road Safety Attitudes, Behaviors and Risk Perception.

In the present study, we investigated gender-related effects on road safety attitudes in 2681 young drivers (1458 males, 54.4%; aged 18-22) who filled out several scales assessing attitudes toward road safety issues, driving behavior in specific hypothetical situations, accident risk perception, and concerns about such a risk. We focused only on young drivers to better understand the role of gender in road safety attitudes in a period of life in which risky behaviors are widespread for males and females. Indeed, there is still no agreement as to the nature of these gender differences. According to some authors, the effects of gender on being involved in a crash due to driving skills are either non-existent or largely explained by differences in alcohol consumption. In our study, we found gender differences in road safety attitudes (i.e., "negative attitude toward traffic rules and risky driving"; "negative attitude toward drugs and alcohol" and "tolerance toward speeding") and in driver behavior (i.e., "errors in inattentive driving" and "driving violations"). This result is consistent in all drivers coming from nine different European countries. Our analyses yielded an important finding concerning risk perception. The results indicate that the level of risk perception during driving is the same for males and females. However, these two groups differ in the level of concern about this risk, with males being less concerned about the risk of a road accident. This suggests that the main difference between these two groups is not strictly related to judgment of the perceived risk probability but rather to the level of concern experienced about the consequences of the risk. This difference between risk perception and worry could explain differences in the frequency of car accidents in the two groups. The present findings may provide new insights for the development of gender-based prevention programs.

The use of videos in road safety training: cognitive and emotional effects.

The aim of the study was to evaluate the use of videos in educational programs for improving road safety. Particularly, we evaluated the cognitive and emotional effects of viewing videos taken from cameras placed along Italian highways and showing car crashes or traffic flow images. One hundred and seventy students from the Sapienza University of Rome participated in the study as volunteers. Each participant was randomly assigned to one of three experimental groups ("Video", "Video plus commentary", "Written Description"). Results showed that the overall emotional activation was significantly higher in the two conditions that employed live video (both with and without verbal explanations). However, scores on the Information dimension were significantly higher in the conditions that contained only verbal descriptions or that combined video and verbal explanations. Results of this experiment suggest that live videos of car crashes have the primary feature of inducing a high emotional activation (especially when they represent action scenes, as car crashes) that can be modulated by co-occurring verbal explanations. When these videos are not integrated by an appropriate verbal explanation, they can be experienced as not fully instructive.

Evaluation of four oral fluid devices (DDS®, Drugtest 5000®, Drugwipe 5+® and RapidSTAT®) for on-site monitoring drugged driving in comparison with UHPLC-MS/MS analysis.

New Italian legislation on driving under the influence of drugs considers oral fluid (OF) as a possible alternative drug testing matrix. On this basis, the present research was carried out to evaluate the applicability of four commercial on-site OF drug screening devices, namely DDS(®), Drugtest 5000(®), Drugwipe 5+(®) and RapidSTAT(®), in a real operative context. Preliminarily trained police officers tested randomly stopped drivers with two different kits side-by-side during roadside patrols. A central laboratory confirmed on-site kits' results by UHPLC-MS/MS analysis of the saliva specimen remaining after the screening analysis. 1025 drivers were submitted to the OF tests: 11.6% were positive for cocaine and metabolites, 11.1% for THC, 6% for amphetamines and amphetamine-type designer drugs and 2.3% for ketamine. The sensitivities of the kits were 81% (RapidSTAT(®)), 82% (DDS(®)), 90% (Drugwipe 5+(®)) and 97% (Drugtest 5000(®)) for cocaine and 38% (DDS(®)), 47% (Drugwipe 5+(®)), 72% (RapidSTAT(®)) and 92% (Drugtest 5000(®)) for THC. Drugtest 5000 was the only kit showing an acceptable sensitivity for on-site application. Only Drugtest 5000(®) and RapidSTAT(®) could be evaluated for amphetamines and methamphetamines: Drugtest 5000(®) showed a sensitivity of 100% in the case of amphetamines and 86% for methamphetamines, while RapidSTAT(®) 90% and 76% respectively. Nowadays, ketamine is not included in the target analytes of any on-site devices, but it was systematically included in the UHPLC-MS/MS confirmatory analysis. To ensure adequate reliability, MS confirmation of on-site OF screening tests is anyway always necessary, due to the presence of a significant number of false positive results even when using the commercial kit with the best performance.

Young novice driver subtypes: relationship to driving violations, errors and lapses.

The present study aimed to identify, in a large Italian sample of young, novice drivers, specific subtypes of drivers on the basis of combinations of self-reported personality traits (i.e., driving anger, anxiety, angry hostility, excitement-seeking, altruism, normlessness and driving locus of control) and to evaluate their high-risk driving behaviors not only in terms of traffic rule violations and risk-taking behaviors, but also in terms of driving errors and lapses as measured by the Manchester Driver Behavior Questionnaire. Participants were 1008 high school students between the ages of 18 and 23 years, with valid driver's licenses. On the basis of a cluster analysis of the personality variables, three easily interpretable driver subgroups were identified (risky drivers, worried drivers and careful drivers) that differed on self-reported accident involvement, attitudes toward traffic safety and risk perception, as well as on driving violations, errors, and lapses. The inclusion of internal and external driving locus of control, variables not previously considered in similar cluster studies, provided a relevant contribution to the final cluster solution. Further, the use of the Driving Behavior Questionnaire permitted the differentiation between deliberate deviations from safe driving practices and mistakes due to misjudgments or lapses in attention. This distinction was critical for understanding the behavior of each of the three identified subgroups of drivers, and for planning interventions to promote safe driving.