Road anger expression-Changes over time and attributed reasons.

Based on the results from three independent surveys conducted in Denmark in 2005, 2008 and 2016, this paper provides an overview of the development of road anger expression in general and in demographic sub-groups of road users. In addition, it investigates how people explain own and other people's road anger expression and if attributed reasons are related to demographic factors and level of anger expression measured based on the short form of the driving anger expression inventory (DAX-short). From 2005 to 2016 the percentage of people involved in anger expression incidents increased particularly in the densely populated Capital Region of Denmark. The increase was most pronounced for "yelling" and "threatening". Men were more often involved than women both as aggressor and as victim, but the gender difference decreased from 2008 to 2016. Generally, own anger expression was more often explained with getting frightened (non-hostile attribution), while anger expression by other road users was more often explained by not being able to control own anger or by wanting to show that one made a mistake (hostile attribution). However, people scoring high in aggressive anger expression often explained own anger expression by "not being able to control anger", thereby indicating self-reflection and a potential for behavioural change. Behavioural reactions to being frightened are to some extend mistakenly interpreted as expressions of anger by other road users. Results indicate that cognitive and behavioural interventions, possibly as part of the driver education, are relevant to reduce aggressive anger expression in traffic.

Anger expression among Danish cyclists and drivers: A comparison based on mode specific anger expression inventories.

Based on the short form of the driving anger expression inventory (DAX-short, 15-item), the present study developed an adapted version of the DAX for cyclists (CAX, 14 items). The data basis was an online survey of 2000 inhabitants of Denmark. A principle component analysis on the translated DAX-short confirmed the 4-factor solution of the original study differentiating between (1) personal physical aggressive expression, (2) use of a vehicle to express anger, (3) verbal aggressive expression and (4) adaptive/constructive expression. In case of cycling, the factor "use of a vehicle to express anger" only included one item and was left out. Based on the results, reliable subscales were developed. Drivers scored higher in verbal aggressive expression than cyclists, while there was no significant difference in constructive expression. The subscales for drivers and cyclists showed significant relations to age, gender, self-reported aggressive behaviours and traffic fines: Women scored for instance lower in physical expression, while older people scored higher in constructive expression. The effect of age and gender on anger expression among drivers and cyclists remained significant when controlling for exposure and other factors in linear regression analyses. These analyses also showed a relationship between a positive attitude towards driving and higher levels of anger expression among drivers, while this was not the case for cyclists.

How indicative is a self-reported driving behaviour profile of police registered traffic law offences?

Although most motorised countries have experienced massive improvements in road safety over the last decades, human behaviour and differences in accident risk across sub-groups of drivers remains a key issue in the area of road safety. The identification of risk groups requires the identification of reliable predictors of safe or unsafe driving behaviour. Given this background, the aim of this study was to test whether driver sub-groups identified based on self-reported driving behaviour and skill differed in registered traffic law offences and accidents, and whether group membership was predictive of having traffic law offences. Sub-groups of drivers were identified based on the Driver Behaviour Questionnaire (DBQ) and the Driver Skill Inventory (DSI), while traffic offences and accidents were register-based (Statistics Denmark). The participants (N=3683) were aged 18-84 years and randomly selected from the Danish Driving License Register. Results show that the driver sub-groups differed significantly in registered traffic offences but not in registered accidents. In a logistic regression analysis, the sub-group "Violating unsafe drivers" was found predictive of having a traffic offence, even when socio-demographic variables and exposure were controlled for. The most important predictive factor, however, was having a criminal record for non-traffic offences, while gender, living without a partner, and being self-employed also had a significant effect. The study confirms the use of the DBQ and DSI as suitable instruments for predicting traffic offences while also confirming previous results on accumulation of problematic behaviours across life contexts. The finding that driver sub-groups did not differ in registered accidents supports the recent research activities in finding and modelling surrogate safety measures.

[Predictors for low birth weight--an epidemiological case-control study with women in childbed in the federal state Saarland, Germany]. / Prädiktoren für niedriges Geburtsgewicht - Eine epidemiologische Fall-Kontroll-Studie an saarländischen Wöchnerinnen.

BACKGROUND AND AIMS: Low birth weight is associated with elevated health-care costs and adverse conditions for the newborn's start to life. A variety of health problems and an impaired potential for the infant's development are known long-term effects. Only few studies have examined the role of psychosocial and socioeconomic determinants for the incidence of low birth weight, especially in Germany. The aim of our study was to test the impact of maternal socioeconomic and psychosocial characteristics as well as health behaviour on the infant's birth weight. METHODS: In an exploratory case-control study we tested whether the before mentioned potential determinants of low birth weight were observed more often among cases (birth weight <2,500 g) than among controls. Standardised interviews were conducted with maternal cases and controls. RESULTS: The results show that mothers in the control group more often were married or cohabiting (100% vs. 77%; p<0.05) and that they had a higher occupational status (83% non-manual vs. 54%; p<0.05). Level of education was not significantly related to birth weight. Mothers in the case group more often reported exhaustion (p<0.05) and marital problems [M=1.8 (1.1) vs. M=1.3 (0.5); p<0.05). They were characterised by a higher burden of work-strain in terms of weather conditions, heat or infiltration [M=1.7 (1.0) vs. M=1.1 (0.4); p<0.05). The available living space was slightly smaller in the case group [M=96.5 m(2) (31.5 m(2)) vs. M=118.5 m(2) (46.8 m(2)); p<0.1). DISCUSSION AND CONCLUSIONS: Our results confirm international studies showing differences regarding the social context of women who give birth to a child with normal or low birth weight. Apart from vertical status characteristics, marital conditions and resulting psychosocial stressors seem to have an impact.