Stress can emerge from different areas of life but its effects on well-being are well established and can range from transitional mood swings to more damaging mental health issues such as depression. Moreover, research shows that stress while driving can influence driving performance and may increase risk to drivers and riders. For example, Rowden, Matthews, Watson and Biggs (2011) showed that associations have been found between stress and crash involvement. Cognitive behavioural therapy (CBT1) is a well-established, evidence-based intervention for people suffering from a number of psychological conditions and emotional difficulties. Recently, research has also shown that CBT may also be beneficial in reducing risk for drivers suffering from anger, anxiety and stress (Najeeb, 2008; Strom et al., 2013). The purpose of this research was to evaluate the effectiveness of brief CBT (a six week, focused form of CBT) for the treatment of rider (motorcyclist) stress and stress-related anxiety or worry. Riders are an important group as lapses in attention and risky behaviours, regardless of causality, increase risk for an already vulnerable road user group. According to recent statistics by the DfT, motorcyclists represent less than 1% of road traffic, but 19% of all traffic collisions (DfT, 2014). In addition, riders may be subject to various additional stressors when on the road, for example bad weather, slippery/uneven surfaces, or issues with shared road space and other road users are specific concerns that can increase feelings of anxiety, stress and anger for a motorcyclist. The present research employed quantitative and qualitative data collection methods. A total of seven participants completed two previously validated self-report questionnaires, the Drivers Stress Inventory (DSI) and the Driver Behaviour Questionnaire (DBQ), at two different time points: before undertaking CBT and 1-3 weeks after the end of the programme. Throughout the six weeks of intervention, participants also completed a weekly rider log where they reported examples of incidents that served as stress ‘triggers’ as well as how these were managed. Two participants dropped out after two sessions, leaving the final sample with five participants. Quantitative findings from the DSI and DBQ showed positive trends in the overall reduction of rider stress traits, such as aggression, thrill seeking, and dislike of riding. The results also showed that hazard monitoring, a ‘protective’ trait which reflects a positive coping style, was also improved after participants undertook the intervention. DBQ data supports these findings as riders were also generally found to have lower DBQ scores after the intervention. Qualitative data showed that participants engaged well with the intervention and believed it had aided them in their riding-related problems; they also felt it had helped them improve on other areas of life, such as achieving healthier lifestyles as well as coping better with work-related stress. Rider logs also showed improvements week-on-week. Some participants provided evidence of short-term changes in coping with stressful situations when on the road. The logs showed that towards the beginning of the intervention (around Session 2) participants were struggling with feelings of anxiety and anger toward other drivers who made mistakes while on the road. However, towards the end of the therapy (around Session 5), participants started to exhibit more positive cognitions towards other road users. They also reported feeling more calm and in control when faced with difficult situations. Overall, the results of this small-scale evaluation are promising. The results of this work provide some initial evidence of the effectiveness of CBT for the treatment of rider stress in a sample of motorcyclists. The study has a number of strengths. It builds on previous research relating to CBT and road safety as it provided a structured evaluation of the intervention and employed previously validated scales which have been used in similar research. In addition, the sample included a good range of participants (including one female), who reported varied sources of stress and riding behaviours; these participants were also screened for existing psychological conditions (and previous treatment) which could have biased the results of the study. However, the scale and scope of the present work mean that there were also a number of limitations. Firstly, the small sample size means that results from this work should be considered with caution, and within the context of this and other research limitations. Second, the lack of a control group precludes the understanding of the effects of CBT when compared to other interventions (such as skills-based programmes) or life changes, unrelated to the intervention. However, research by Matthews and colleagues stresses the importance of individual characteristics in mediating the effects of stress on road safety; hence, CBT provides riders with a level of individuality that can account for personality characteristics or life events in a way that general skills-based training (or similar interventions) cannot achieve. As a result of this research it is recommended that a large-scale evaluation of CBT for rider stress is undertaken and similar investigations in relation to the use of CBT in supporting other vehicle operators are advised. (Author/publisher)
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