Rates and predictors of DUI among U.S.–Mexico border and non-border Mexican Americans

This paper examines driving under the influence (DUI) arrests and other related factors among Mexican Americans living in U.S.–Mexico border and non-border areas. Respondents in the non-border areas (primarily Houston and Los Angeles) constitute a multistage probability sample (N = 1288) of these areas, interviewed as part of the 2006 Hispanic Americans Baseline Alcohol Survey (HABLAS). Respondents in the border area (N = 1307) were interviewed between March 2009 and July 2010 and constitute a household probability sample of Mexican Americans living on the border. In both surveys, data were collected during computer assisted interviews conducted in respondents’ homes. The HABLAS and the border sample response rates were 76% and 67%, respectively. Border or non-border residential location was not associated with self-reported DUI, 12 month DUI arrest, or lifetime DUI arrest. An increase in consumption of 5 drinks per week was associated with an 18% increase in the chance of self-reporting DUI and an 18% increase in the probability of a lifetime DUI arrest. Binge drinkers were more likely to self-report a DUI event (OR = 2.85, 95% CI = 1.61–5.03; p < .001) and a lifetime DUI arrest (OR = 2.81; 95% CI = 1.43–5.53, p < .01). Most respondents, independent of residential location, recognized DUI as a major problem affecting Hispanics. However, while most correctly identified the legal blood alcohol content to drive in their state as .08 g/dl or lower, approximately one third of individuals were unaware of the legal limit. Compared to their non-border counterparts, border men were more likely to identify a bar/tavern/club and border women were more likely to identify a friend or relative's home as the places of last drink before the most recent DUI trip originated. In conclusion, border and non-border Mexican Americans are not different regarding DUI rates. These rates are high in both groups, especially among men. Intervention strategies to decrease DUI should be implemented not only in drinking establishments but also with families.     

Young drivers’ attitudes toward accompanied driving: A new multidimensional measure

Four studies were conducted in order to develop and validate a multidimensional instrument to assess attitudes toward accompanied driving among young drivers. Study 1 (n = 841) focused on developing the Attitudes Toward Accompanied Driving Scale (ATADS), a self-report scale based on five previously conceptualized domains of attitudes. Factor analysis revealed the five hypothesized factors: Tension, Relatedness, Disapproval, Avoidance, and Anxiety. In addition, significant associations were found between these factors and gender, age, and the assessment of reckless driving as risky. Study 2 (n = 651) adopted a developmental approach, comparing the attitudes of participants in various stages of licensure. Disapproval and Tension were found to be higher, and Relatedness lower, among participants who had not yet begun driving instruction than among those who were taking driving lessons or had already obtained a license. Study 3 (n = 160) revealed associations between the five ATADS factors and perceived driving costs and benefits. In Study 4 (n = 193), associations were found between these factors and driver's self-image, with a combination of ATADS factors, self-image, and gender contributing to the explained variance of two outcome variables: driving self-efficacy, and reported frequency of reckless driving. The discussion focuses on the validity and utility of the new measure of young drivers’ attitudes toward accompanied driving, stressing its practical implications for road safety.     

How reinforcement sensitivity and perceived risk influence young drivers’ reported engagement in risky driving behaviors

Gray's reinforcement sensitivity theory (RST), implementing Carver and White's behavior inhibition system (BIS) and behavior approach system (BAS) scales, was used to predict reported engagement in 10 risky driving behaviors: speeding (2 levels), driving under the influence of alcohol, racing other vehicles, cell phone use (hand-held and hands free), tailgating, unsafe overtaking, driving while fatigued, and not wearing a seatbelt. Participants were 165 young male and female (n = 101) drivers aged 17–25 years who held a valid Australian driver's license. Effects of the explanatory variables and specific risk perceptions upon engagement in the reported risky driving behaviors were examined using SEM analyses. Also of interest was whether perceived risk mediated the relationship between the personality variables and reported engagement in risky driving behaviors. RST variables, negative reactivity, reward responsiveness and fun seeking, accounted for unique variance in young drivers’ perceived risk. Reward responsiveness and perceived risk accounted for unique variance in young drivers’ reported engagement in risky driving behaviors. Negative reactivity was completely mediated by perceived risk in its negative relationship with reported engagement. To better understand driving related risk decision making, future research could usefully incorporate drivers’ motivation systems. This has the potential to lead to more tailored approaches to identifying risk-prone drivers and provide information for the development and implementation of media campaigns and educational programs.     

Self-rated driving and driving safety in older adults

Many U.S. states rely on older adults to self-regulate their driving and determine when driving is no longer a safe option. However, the relationship of older adults’ self-rated driving in terms of actual driving competency outcomes is unclear. The current study investigates self-rated driving in terms of (1) systematic differences between older adults with high (good/excellent) versus low (poor/fair/average) self-ratings, and (2) the predictive nature of self-rated driving to adverse driving outcomes in older adults (n = 350; mean age 73.9, SD = 5.25, range 65–91). Adverse driving outcomes included self-reported incidences of (1) being pulled over by the police, (2) receiving a citation, (3) receiving a recommendation to cease or limit driving, (4) crashes, and (5) state-reported crashes. Results found that older drivers with low self-ratings reported more medical conditions, less driving frequency, and had been given more suggestions to stop/limit their driving; there were no other significant differences between low and high self-raters. Logistic regression revealed older drivers were more likely to have a state-reported crash and receive a suggestion to stop or limit driving. Men were more likely to report all adverse driving outcomes except for receiving a suggestion to stop or limit driving. Regarding self-rated driving, older adults with high ratings were 66% less likely (OR = 0.34, 95% CI = 0.14–0.85) to have received suggestions to limit or stop driving after accounting for demographics, health and driving frequency. Self-ratings were not predictive of other driving outcomes (being pulled over by the police, receiving a citation, self-reported crashes, or state-reported crashes, ps > 0.05). Most older drivers (85.14%) rated themselves as either good or excellent drivers regardless of their actual previous citation or crash rates. Self-rated driving is likely not related to actual driving proficiency as indicated by previous crash involvement in older adults. Suggestions from other individuals to limit or cease driving may be more influential on self-ratings.     

The role of parental alcohol consumption on driving under the influence of alcohol: results from a longitudinal, nationally representative sample

Purpose

Many studies have examined the role of peer and parental alcohol use on drinking behaviors among adolescents. Few studies, however, have examined parental influences on driving under the influence (DUI) of alcohol. The current study uses data from a longitudinal study to examine the role of parental alcohol use during adolescence on the risk for DUI among young adult men and women.

Methods

Data were derived from 9559 adolescents and young adults who participated in the National Longitudinal Study of Adolescent Health (Add Health) Waves I and III. Survey logistic regression was used to examine the relationship between multilevel risk and protective factors and self-reported DUI. Analyses were stratified by gender and frequency of parental alcohol consumption to understand the role of parental alcohol use on risk for DUI among their youth.

Results

Risk and protective factors for DUI were very similar among men and women. Parental alcohol use significantly predicted DUI among women (OR = 1.39, p < 0.01) and men (OR = 1.33, p < 0.05). When parents did not report alcohol use, peer alcohol use significantly increased risk for DUI for both women (OR = 1.26, p < 0.05) and men (OR = 1.31, p < 0.001). When parents reported alcohol use, however, peer alcohol use was not a significant independent predictor.

Conclusions

Findings suggest remarkable similarities in risk and protective factors for DUI across gender groups. For men and women, parental alcohol consumption was a risk factor for DUI. Peers’ alcohol use predicted DUI only when parents did not use alcohol.     

The influence of conformity and group identity on drink walking intentions: Comparing intentions to drink walk across risky pedestrian crossing scenarios

Despite the dangers associated with drink walking, limited research is currently available regarding the factors which influence individuals to engage in this risky behaviour. This study examined the influence of psychosocial factors upon individuals’ intentions to drink walk across four experimental scenarios (and a control condition). Specifically, a 2 × 2 repeated measures design was utilised in which all of the scenarios incorporated a risky pedestrian crossing situation (i.e., a pedestrian crossing against a red man signal) but differed according to the level of group identity (i.e., low/strangers and high/friends) and conformity (low and high). Individuals were assessed for their intentions to drink walk within each of these different scenarios. Undergraduate students (N = 151), aged 17–30 years, completed a questionnaire. Overall, most of the study's hypotheses were supported with individuals reporting the highest intentions to drink walk when in the presence of friends (i.e., high group identity) and their friends were said to be also crossing against the red man signal (i.e., high conformity). The findings may have significant implications for the design of countermeasures to reduce drink walking. For instance, the current findings would suggest that potentially effective strategies may be to promote resilience to peer influence as well as highlight the negative consequences associated with following the behaviour of other intoxicated pedestrians who are crossing against a red signal.     

Modeling motivation and habit in driving behavior under lifetime driver's license revocation

The purpose of the present study was to verify the motivational factors underlying the theory of planned behavior (TPB) predicting the driving behavior of lifetime driving license revoked offenders. Of a total of 639 drivers whose licenses had been permanently revoked, 544 offenders completed a questionnaire constructed to measure attitudes toward behaviors, subjective norms, perceived behavioral control, behavioral intentions (the key constructs of the TPB), and previous driving habit strength. The finding of the study revealed that an offenders’ driving behavior after a lifetime license revocation was significantly correlated to behavioral intention (R = 0.60, p < 0.01), perceived behavioral control (R = 0.61, p < 0.01), previous driving habit (R = 0.44, p < 0.01), and attitude (R = 0.41, p < 0.01). There was no evidence that subjective norms including road regulation, society ethics, and people important to offenders had an influence on driving behavior (R = 0.03). Low driving habit strength offenders are motivated to drive because of behavioral intention, whereas strong driving habit strength offenders are motivated to drive because of perceived behavioral control. Previous driving habit strength is a moderator in the intention–behavior relationship. The model appeared successful when previous habits were weak, but less successful when previous habits were strong.     

Cyclists’ clothing and reduced risk of injury in crashes

Introduction

A majority of cyclists’ hospital presentations involve relatively minor soft tissue injuries. This study investigated the role of clothing in reducing the risk of cyclists’ injuries in crashes.

Methods

Adult cyclists were recruited and interviewed through hospital emergency departments in the Australian Capital Territory. This paper focuses on 202 who had crashed in transport related areas. Eligible participants were interviewed and their self-reported injuries corroborated with medical records. The association between clothing worn and injury was examined using logistic regression while controlling for potential confounders of injury.

Results

A high proportion of participants were wearing helmets (89%) and full cover footwear (93%). Fewer wore long sleeved tops (43%), long pants (33%), full cover gloves (14%) or conspicuity aids (34%). The primary cause of injury for the majority of participants (76%) was impact with the ground. Increased likelihood of arm injuries (Adj. OR = 2.06, 95%CI: 1.02–4.18, p = 0.05) and leg injuries (Adj. OR = 3.37, 95%CI: 1.42–7.96, p = 0.01) were associated with wearing short rather than long sleeves and pants. Open footwear was associated with increased risk of foot or ankle injuries (Adj. OR = 6.21, 95%CI: 1.58–23.56, p = 0.01) compared to enclosed shoes. Bare hands were associated with increased likelihood of cuts, lacerations or abrasion injuries (Adj. OR = 4.62, 95%CI: 1.23–17.43, p = 0.02) compared to wearing full cover gloves. There were no significant differences by fabric types such as Lycra/synthetic, natural fiber or leather.

Conclusions

Clothing that fully covers a cyclist’s body substantially reduced the risk of injuries in a crash. Coverage of skin was more important than fabric type. Further work is necessary to determine if targeted campaigns can improve cyclists’ clothing choices and whether impact protection can further reduce injury risk.     

Young driver crash rates by licensing age,driving experience,and license phase

Background

Few studies have concurrently assessed the influence of age and experience on young driver crashes, in particular in the post-Graduated Driver Licensing (GDL) era. Further, little attention is given to the transition from intermediate to full licensure. We examined the independent and joint contributions of licensing age, driving experience, and GDL license phase on crash rates among the population of young New Jersey (NJ) drivers.

Methods

From a unique linked database containing licensing and crash data, we selected all drivers who obtained their NJ intermediate license at 17–20 years old from 2006–2009 (n = 410,230). We determined the exact age at which each driver obtained an intermediate and full license and created distinct, fixed cohorts of drivers based on their age at intermediate licensure. For each cohort, we calculated and graphed observed monthly crash rates over the first 24 months of licensure. Further, we examined crash rates by age at licensure, driving experience (i.e., time since licensure), and license phase.

Results

First-month crash rates were higher among the youngest drivers (licensed at 17y0m). Drivers who were licensed later experienced a reduced “steepness” in the slope of their crash rates in the critical initial months of driving, but there did not appear to be any incremental benefit of later licensure once drivers had six months of driving experience. Further, at each age, those with more driving experience had lower crash rates; however, the benefit of increased experience was greatest for the substantial proportion of teens licensed immediately after becoming eligible (at 17y0m). Finally, independent of age and experience, teen drivers’ crash risk increased substantially at the point of transition to a full license, while drivers of a similar age who remained in the intermediate phase continued to experience a decline in crash rates.

Conclusion

Age and driving experience interact to influence crash rates. Further, independent of these two factors, there is an abrupt increase in crash risk at the point of transition from intermediate to full licensure. Future studies should investigate whether this increase is accounted for by a change in driving exposure, driving behaviors, and/or other factors.     

Age differences in cognitive and psychomotor abilities and simulated driving

The current study investigated the relationship between drivers’ abilities in various cognitive and psychomotor domains and their driving performance. The goal was to identify test measures that could be used to develop a fitness-for-driving test battery, particularly for older drivers. Licensed drivers over 40 years of age (M = 65.56 years, SD = 13.02) were recruited from university leisure courses (n = 18) and drivers under 40 (M = 22.20 years, SD = 3.79) were recruited from undergraduate and graduate courses (n = 44). Participants were given a battery of standard neuropsychological tests used to assess ability in the domains of cognitive processing speed, psychomotor functioning, visuospatial performance, sustained attention, and executive functioning. Participants’ driving ability was assessed in a simulator with data collected in three categories of driving performance: (a) driver control maintenance behaviors, (b) accidents and violations, and (c) attention and reaction time. Younger participants outperformed older participants in 4 out of the 5 domains of neuropsychological testing (all but sustained attention). Age differences were found in simulator driving accidents and violations and driving performance was significantly correlated with neuropsychological test performance. The results are discussed in terms of the potential to use these tests to assess older drivers seeking license renewal or for selecting professional drivers for the transportation industry.     

The contribution of family climate for road safety and social environment to the reported driving behavior of young drivers

Two studies examined the contribution of the new concept of “family climate for road safety” and several aspects of the social environment to the driving behavior of young drivers. Study 1 (n = 120) investigated the effect of the seven dimensions of the family climate for road safety – Modeling, Feedback, Communication, Monitoring, Noncommitment, Messages, and Limits – as well as a general tendency to conform to authority, and peer pressure. Study 2 (n = 154) examined the dimensions of family climate for road safety and perceived popularity of reckless driving among peers. The findings indicate associations both between the familial and the social aspects, and between these variables and driving styles, willingness to take risks while driving, reckless driving habits, and personal commitment to safe driving. Positive aspects of the parent–child relationship and high levels of conformity to authority were related to greater endorsement of the careful driving style, whereas family's noncommitment to safety, higher peer pressure, and lower conformity to authority were associated with greater endorsement of the reckless driving style. In addition, positive aspects of the family climate for road safety and lower perceived popularity of reckless driving among friends were associated with more personal commitment to safe driving and a lower tendency for risky driving. The discussion stresses the need to look at the complex set of antecedents of reckless driving among young drivers and addresses the practical implications of the findings for road safety.     

A brief peripheral motion contrast threshold test predicts older drivers’ hazardous behaviors in simulated driving

Our research group has previously demonstrated that the peripheral motion contrast threshold (PMCT) test predicts older drivers’ self-report accident risk, as well as simulated driving performance. However, the PMCT is too lengthy to be a part of a battery of tests to assess fitness to drive. Therefore, we have developed a new version of this test, which takes under two minutes to administer. We assessed the motion contrast thresholds of 24 younger drivers (19–32) and 25 older drivers (65–83) with both the PMCT-10 min and the PMCT-2 min test and investigated if thresholds were associated with measures of simulated driving performance. Younger participants had significantly lower motion contrast thresholds than older participants and there were no significant correlations between younger participants’ thresholds and any measures of driving performance. The PMCT-10 min and the PMCT-2 min thresholds of older drivers’ predicted simulated crash risk, as well as the minimum distance of approach to all hazards. This suggests that our tests of motion processing can help predict the risk of collision or near collision in older drivers. Thresholds were also correlated with the total lane deviation time, suggesting a deficiency in processing of peripheral flow and delayed detection of adjacent cars. The PMCT-2 min is an improved version of a previously validated test, and it has the potential to help assess older drivers’ fitness to drive.     

The effect of a low and high resource intervention on older drivers’ knowledge,behaviors and risky driving

This study aimed to compare an in-class Seniors on the MOVE (Mature Operators Vehicular Education) interactive multi-session driving curriculum with a self-guided MOVE curriculum for older adults. Using a two group randomized design, we sought to determine if there are between-group differences in older drivers’ knowledge and safety behaviors among participants. Forty-four participants with an average age of 79 years (SD = 7.1) were randomly assigned to the original MOVE program (SOM-A) or a lower resource (SOM-B) self-guided intervention. SOM-A is a four session program designed to improve older drivers safety knowledge and better understand skills for safer driving. SOM-B is a self-guided program with one required in-class session and one optional session. Subsequent to completion of both curricula, participants were offered CarFit, a comprehensive check of how well a senior driver and their vehicle work together. Baseline, post-intervention and 6-month follow up questionnaires were completed by participants. We found significant differences (p = .01) in the mean driving safety knowledge scores when comparing participants in SOM-A (3.7, SD 2.0) to those in SOM-B (0.87, SD 2.6). With regard to behavioral outcomes, we focused on always wearing a seatbelt, talking with a health care provider about driving ability, and sitting 10–12 inches from the steering wheel. The vast majority of participants reported always wearing their seat belts (SOM-A 100%, SOM-B 92%, p = 1.0), and very few reported talking with their doctors (SOM-A Baseline – 0%, Follow up 1 – 0%, p = n/a). Mean behavior change scores for participants sitting 10–12 inches from the steering wheel were significantly more likely among SOM-A (mean = .65, SD = .5) participants than those in SOM-B (mean = .29, SD = .5, p = .01) at first follow-up. Taken together, these findings suggest that the more intensive program is more effective and that driving safety programs focused on behaviors to self evaluate driving abilities continue to be needed to help older drivers remain safer on the road as they age. The involvement of health care providers in such efforts may be an untapped potential.     

Young novice drivers and the risky behaviours of parents and friends during the Provisional (intermediate) licence phase: A brief report

Purpose

While there is research indicating that many factors influence the young novice driver's increased risk of road crash injury during the earliest stages of their independent driving, there is a need to further understand the relationship between the perceived risky driving behaviour of parents and friends and the risky behaviour of drivers with a Provisional (intermediate) licence.

Method

As part of a larger research project, 378 drivers aged 17–25 years (M = 18.22, SD = 1.59, 113 males) with a Provisional licence completed an online survey exploring the perceived riskiness of their parents’ and friends’ driving, and the extent to which they pattern (i.e. base) their driving behaviour on the driving of their parents and friends.

Results

Young drivers who reported patterning their driving on their friends, and who reported they perceived their friends to be risky drivers, reported more risky driving. The risky driving behaviour of young male drivers was associated with the perceived riskiness of their fathers’ driving, whilst for female drivers the perceived riskiness of their mothers’ driving approached significance.

Conclusions

The development and application of countermeasures targeting the risky behaviour of same-sex parents appears warranted by the robust research findings. In addition, countermeasures need to encourage young people in general to be non-risky drivers; targeting the negative influence of risky peer groups specifically. Social norms interventions may minimise the influence of potentially-overestimated riskiness.     

Development and evaluation of a Driving Observation Schedule (DOS) to study everyday driving performance of older drivers

This paper describes the development and evaluation of an on-road procedure, the Driving Observation Schedule (DOS), for monitoring individual driving behavior. DOS was developed for use in the Candrive/Ozcandrive five-year prospective study of older drivers. Key features included observations in drivers’ own vehicles, in familiar environments chosen by the driver, with start/end points at their own homes. Participants were 33 drivers aged 75+ years, who drove their selected route with observations recorded during intersection negotiation, lane-changing, merging, low speed maneuvers and maneuver-free driving. Driving behaviors were scored by a specialist occupational therapy driving assessor and another trained observer. Drivers also completed a post-drive survey about the acceptability of DOS. Vehicle position, speed, distance and specific roadways traveled were recorded by an in-vehicle device installed in the participant's vehicle; this device was also used to monitor participants’ driving over several months, allowing comparison of DOS trips with their everyday driving. Inter-rater reliability and DOS feasibility, acceptability and ecological validity are reported here. On average, drivers completed the DOS trip in 30.48 min (SD = 7.99). Inter-rater reliability measures indicated strong agreement between the trained and the expert observers: intra-class correlations (ICC) = 0.905, CI 95% 0.747–0.965, p < 0.0001; Pearson product correlation, r (18) = .83, p < 0.05. Standard error of the measurement (SEM), method error (ME) and coefficient of variation (CV) measures were consistently small (3.0, 2.9 & 3.3%, respectively). Most participants reported being ‘completely at ease’ (82%) with the driving task and ‘highly familiar with the route’ (97%). Vehicle data showed that DOS trips were similar to participants’ everyday driving trips in roads used, roadway speed limits, drivers’ average speed and speed limit compliance. In summary, preliminary findings suggest that DOS can be scored reliably, is of feasible duration, is acceptable to drivers and representative of everyday driving. Pending further research with a larger sample and other observers, DOS holds promise as a means of quantifying and monitoring changes in older drivers’ performance in environments typical of their everyday driving.     

Reliability of simulator driving tool for evaluation of sleepiness,fatigue and driving performance

Study objective

To compare the impact of extended wakefulness (i.e., sleepiness) and prolonged driving (i.e., fatigue) at the wheel in simulated versus real-life driving conditions.

Design

Participants drove on an INRETS-MSIS SIM2 simulator in a research laboratory or an open French highway during 3 nocturnal driving sessions. A dose–response design of duration of nocturnal driving was used: a 2 h short driving session (3–5 AM), a 4 h intermediate driving session (1–5 AM) and an 8 h long driving session (9 PM–5 AM).

Participants

Two groups of healthy male drivers (20 for simulated driving and 14 drivers for real driving; mean age ± SD = 22.3 ± 1.6 years), free of sleep disorders.

Measurements

Number of inappropriate line crossings, self-rated fatigue and sleepiness were recorded in the last hour of driving sessions to control the effects of prior waking time and time of day.

Results

Compared to the daytime reference session, both simulated and real driving performance were affected by a short nocturnal driving session (P < .05 and P < .001, respectively). Extension of nocturnal driving duration affected simulated performance nonlinearly and more severely than that of real driving (P < .001).Compared to the daytime reference session, short nocturnal simulated and real driving sessions increased self-perceived fatigue and sleepiness. Real and simulated driving conditions had an identical impact on fatigue and sleepiness during extended periods of nocturnal driving.

Conclusions

In healthy subjects, the INRETS-MSIS SIM2 simulator appropriately measures driving impairment in terms of inappropriate line crossings related to extended wakefulness but has limitations to measure the impact of extended driving on drivers’ performance.     

Profile of women detected drink driving via Roadside Breath Testing (RBT) in Queensland,Australia, between 2000 and 2011

Background

Drink driving among women is a growing problem in many motorised countries. While research has shown that male and female drink drivers differ on a number of characteristics, few studies have addressed the circumstances surrounding women's drink driving offences specifically.

Aim

To add to previous research by comparing apprehension characteristics among men and women and to extend the understanding of the female drink driving problem by investigating the drink driving characteristics that are unique to women.

Results

The sample consisted of the 248,173 (21.5% women) drink drivers apprehended between 2000 and 2011 in Queensland, Australia. Gender comparisons showed that women were older, had lower levels of reoffending, and were more likely to be apprehended in Major Cities compared to men. Comparisons of age group and reoffending and non-reoffending among female drink drivers only revealed that higher BAC readings were more common among younger women. Moreover, a substantial minority (13.7%) of women aged 24 years or younger were apprehended with a BAC below0.05%, reflecting a breach of the zero tolerance BAC for provisional licence holders in Australia. Older women were more likely to be charged with a ‘failure to provide a test’ offence as a result of refusing to provide a breath or blood sample, indicating that drink driving is associated high levels of stigma for this group. Reoffending occurred among 16.2% of the female drink drivers and these drivers were more likely than non-reoffending drivers to record a mid to high range BAC, to be aged 30–39 or below 21years, and to be apprehended in Inner Regional or Remote locations.

Conclusion

Findings highlight the unique circumstances and divergent needs of female drink drivers compared to male drivers and for different groups of female drivers.     

The effect of family climate on risky driving of young novices: The moderating role of attitude and locus of control

The aim of the study was to examine the relative importance of young novice drivers’ family climate on their driving behavior. A sample of young novice drivers (N = 171) between the age of 17 and 24, who held their permanent (or temporary) driver's license for no longer than one year, participated. The questionnaire included items related to the participants’ family climate, 3 socio-cognitive determinants (i.e., attitude, locus of control and social norm), and risky driving behaviors. We expected both family climate and the socio-cognitive determinants to exert a direct effect on risky driving. Furthermore we hypothesized that the socio-cognitive determinants would moderate the impact of family climate on risky driving. The results showed that the effect of family climate on risky driving only originated from one single factor (i.e., noncommitment). Besides that, the results confirmed the importance of the three socio-cognitive determinants to the degree that attitude, locus of control, and social norm significantly predicted the self-reported risky driving. In line of what we hypothesized, attitude moderated the relationship between noncommitment and risky driving. Lastly, we found an unexpected three-way interaction which indicated that locus of control moderated the relation between noncommitment and risky driving only when young drivers’ attitude was risk-supportive. We recommend scholars and practitioners to take into account the interaction between external sources of influence (such as an individual's family climate) and more personally oriented dispositions (such as an individual's attitude, social norm and locus of control) when trying to explain and change young novices’ risky driving.     

The perceptions of young rural drivers in NSW,Australia of speeding and associated risk: A mixed methods study

The study, using mixed methodology, examined perceptions of risk associated with speeding in young rural people. Focus groups discussions (age range 16–24) in which speeding was identified as often being an involuntary driving behaviour, informed the development of a survey instrument. The survey was conducted with two groups of young people, one rural (n = 217) and another semi-rural (n = 235). The results from both the focus groups and surveys indicate that young rural drivers had specific attitudes to speeding, when compared with other risk factors for crashing. Speeding behaviour was viewed as both acceptable and inevitable. Males and those from a rural area viewed speeding, and reducing trip time when compared to that of a peer, to be less risky than did females and those who lived in a semi-rural area. Speeding was considered to be less risky than drink driving. These perceptions of speeding may contribute to the crash rates on rural roads involving young, local drivers and need to be considered in interventions or educational programmes which aim to reduce the rural road crash rate.