Understanding the role of self-identity in habitual risky behaviours: pedestrian road-crossing decisions across the lifespan

Self-identity as a careful pedestrian has not been fully considered in previous work on predicting intention to cross the road, or actual crossing behaviour, in non-optimal situations. Evidence suggests that self-identity may be a better predictor than attitudes in situations where decision-making styles have become habitual ways to respond. This study compared contributions of self-identity and attitudes to the prediction of intentions in two situations differing in level of habitual crossing expectation, and to crossing behaviour. Three hundred and sixty-two adults (17-92 years) completed a questionnaire measuring self-identity, attitudes, intentions, experience, social identity variables (e.g. age, gender) and personal limitations (mobility). Two hundred and five participants also completed a road-crossing simulation. Self-identity and attitude were both shown as significant independent predictors of intention in both situations. However, self-identity was less effective as a predictor in the higher risk scenario, where intention to perform the behaviour was lower, and for participants aged >75 years who had lower intention across scenarios. Self-identity strongly predicted intention to cross, which in turn predicted behaviour, but self-identity did not directly predict behaviour. Self-identity was strongly predicted by age. Implications for theories of compensation in older age and for design and targeting of pedestrian safety education are discussed.

Policy statement--Pedestrian safety

Each year, approximately 900 pediatric pedestrians younger than 19 years are killed. In addition, 51000 children are injured as pedestrians, and 5300 of them are hospitalized because of their injuries. Parents should be warned that young children often do not have the cognitive, perceptual, and behavioral abilities to negotiate traffic independently. Parents should also be informed about the danger of vehicle back-over injuries to toddlers playing in driveways. Because posttraumatic stress syndrome commonly follows even minor pedestrian injury, pediatricians should screen and refer for this condition as necessary. The American Academy of Pediatrics supports community- and school-based strategies that minimize a child's exposure to traffic, especially to high-speed, high-volume traffic. Furthermore, the American Academy of Pediatrics supports governmental and industry action that would lead to improvements in vehicle design, driver manuals, driver education, and data collection for the purpose of reducing pediatric pedestrian injury.

The racing-game effect: why do video racing games increase risk-taking inclinations?

The present studies investigated why video racing games increase players' risk-taking inclinations. Four studies reveal that playing video racing games increases risk taking in a subsequent simulated road traffic situation, as well as risk-promoting cognitions and emotions, blood pressure, sensation seeking, and attitudes toward reckless driving. Study 1 ruled out the role of experimental demand in creating such effects. Studies 2 and 3 showed that the effect of playing video racing games on risk taking was partially mediated by changes in self-perceptions as a reckless driver. These effects were evident only when the individual played racing games that reward traffic violations rather than racing games that do not reward traffic violations (Study 3) and when the individual was an active player of such games rather than a passive observer (Study 4). In sum, the results underline the potential negative impact of racing games on traffic safety.

Survey of the use of transport by recipients of a regional Electric Indoor/Outdoor Powered (EPIOC) wheelchair service

PURPOSE

To determine the extent to which Electric Indoor/Outdoor Powered wheelchair (EPIOC) users travel in vehicles, their concerns about safety, any accidents occurring during transportation and difficulties with their equipment.

METHOD

All 268 EPIOC users on the departmental database were sent a purpose-designed postal questionnaire asking whether the respondent:--used the chair during transportation and in what type of vehicle; understood clamping processes; had a 'mishap' or an 'accident'; felt safe during transportation and wished to comment. Replies from two mailings resulted in 203 usable replies (76%). Responses and comments were entered into an Excel database.

RESULTS

Thirty-seven (18%) users did not use any transport. Of the 170 (82%) who did: 51% used Dial-a-Ride, 44% taxis, 41% ambulances, 37% local authority transport, 34% cars and others 17%. Twenty-one (12%) experienced 'mishaps'--8 toppled out of their chairs and 6 reported clamping-related accidents. Headrests were only used by 69 (41%). Thirty-four (19%) of 182 expressing a view about 'feeling safe' felt unsafe sometimes. Wheelchair users often feel vulnerable when being transported by public providers.

DISCUSSION

Risks of vehicular travel by wheelchair users could be reduced with appropriate equipment and regular review of NHS prescriptions, education of users, wheelchair services and transport providers.

Post-traumatic stress disorder in children following road traffic accidents: a comparison of those with and without mild traumatic brain injury

BACKGROUND

It is now recognized that post-traumatic stress disorder (PTSD) can occur following road traffic accidents, but controversy exists about the possibility of PTSD in people sustaining traumatic brain injury (TBI). The present investigation examined the frequency, course and comorbidity of PTSD in children with and without mild TBI after traffic accidents.

METHOD

Interviews were conducted with 43 children and their parents 6 weeks after a traffic accident,assessing PTSD and associated symptomatology. Fourteen children sustained mild TBI and 29 had no TBI. A sub-set (n=32) was re-interviewed 7 weeks later.

RESULTS

Children both with and without TBI reported PTSD symptomatology, but no significant group differences were found. At initial assessment, 74% of children were classified as having clinically significant PTSD symptomatology (86% and 69% in groups with and without TBI, respectively), which was strongly associated with report of general anxiety. At follow-up, PTSD symptomatology decreased, but 44% remained symptomatic (38% and 46% for those with and without TBI, respectively). Child and parental report of PTSD symptomatology were not significantly correlated.

CONCLUSIONS

Presence of mild TBI did not influence the likelihood of experiencing PTSD symptomatology following a traffic accident. Given that PTSD symptomatology is a common consequence of traffic accidents in children, there is a clear need for provision of systematic assessment and, where appropriate, the implementation of intervention strategies to treat children.

The effect of conformity tendency on pedestrians' road-crossing intentions in China: an application of the theory of planned behavior

This paper presents a survey investigating the effects of age, gender and conformity tendency on Chinese pedestrians' intention to cross the road in potentially dangerous situations. A sample of 426 respondents completed a demographic questionnaire, a scale measuring their tendency towards social conformity, and a questionnaire based on the theory of planned behavior (TPB). This questionnaire measured people's intentions to cross the road in two different road crossing situations, their attitude towards the behavior, subjective norms, perceived behavioral control, anticipated affect, moral norms, and perceived risk. The two scenarios depicted (i) a situation where the crossing was consistent with other pedestrians' behavior (Conformity scenario) and (ii) a situation where the road crossing was inconsistent with other pedestrians (Non-Conformity scenario). Pedestrians reported greater likelihood in crossing the road when other pedestrians were crossing the road. People who showed greater tendencies towards social conformity also had stronger road crossing intentions than low conformity people for both scenarios. The predictive model explained 36% and 48% of the variance in the Non-Conformity and Conformity scenarios, respectively. Attitude, subjective norm, perceived behavioral control, and perceived risk emerged as the common predictors for both situations. The results have a number of theoretical and practical implications. In particular, interventions should focus on perceptions of risk that inform road users that crossing with other pedestrians against the signal is also unsafe and prohibited, and may lead to negative outcomes.

Age of drinking onset and injuries, motor vehicle crashes, and physical fights after drinking and when not drinking

BACKGROUND

Earlier age of drinking onset has been associated with greater odds of involvement in motor vehicle crashes, unintentional injuries, and physical fights after drinking. This study explores whether early drinkers take more risks even when sober by comparing potential associations between age of drinking onset and these outcomes after drinking relative to when respondents have not been drinking.

METHOD

From a national sample, 4,021 ever-drinkers ages 18 to 39 were asked age of drinking onset, not counting tastes or sips. They were also asked if they were ever in motor vehicle crashes, unintentionally injured, or in physical fights after drinking and when not drinking. GEE logistic regression models for repeated measures dichotomous outcomes compared whether odds ratios between age of onset and these adverse outcomes significantly differed when they occurred after drinking versus when not drinking, controlling for respondents' demographic characteristics, cigarette and marijuana use, family history of alcoholism, ever experiencing alcohol dependence, and frequency of binge drinking.

RESULTS

Compared with persons who started drinking at age 21+, those who started at ages <14, 14 to 15, 16 to 17, and 18 to 20 had, after drinking, respectively greater odds: 6.3 (2.6, 15.3), 5.2 (2.2, 12.3), 3.3 (1.5, 7.3), and 2.2 (0.9, 5.1) of having been in a motor vehicle crash; 6.0 (3.4, 10.5), 4.9 (3.0, 8.6), 3.7 (2.4, 5.6), and 1.9 (1.2, 2.9) of ever being in a fight; and 4.6 (2.4, 8.7), 4.7 (2.6, 8.6), 3.2 (1.9, 5.6), and 2.3 (1.3, 4.0) of ever being accidentally injured. The odds of experiencing motor vehicle accidents or injuries when not drinking were not significantly elevated among early onset drinkers. The odds of earlier onset drinkers being in fights were also significantly greater when respondents had been drinking than not drinking.

CONCLUSION

Starting to drink at an earlier age is associated with greater odds of experiencing motor vehicle crash involvement, unintentional injuries, and physical fights when respondents were drinking, but less so when respondents had not been drinking. These findings reinforce the need for programs and policies to delay drinking onset.

The impact of mental health symptoms on heavy goods vehicle drivers' performance

High levels of psychological distress in fulltime employees are prevalent (4.5% per month). Symptoms of impaired mental health include difficulties with attention, concentration, motivation, decision-making, visuo-motor control, and psychomotor reaction times. There is limited research on the impact these symptoms have on heavy goods vehicle (HGV) drivers' performance. In this study 1324 HGV drivers were surveyed using the Depression, Anxiety, Stress Scale (DASS) and the Health and Performance at Work Questionnaire (HPQ). Depression, anxiety and stress had little effect on driver absenteeism rates or self-rated driving performance. However, severe (1.5% of drivers) and very severe (1.8% of drivers) depression was associated with an increased odds ratio (OR=4.5 and 5.0, respectively) for being involved in an accident or near miss in the past 28 days. This odd ratio is akin to driving with a blood alcohol content of about 0.08%. Given the number of HGV vehicles and the prevalence of depression this equates to 10,950 HGV drivers with an increased statistical risk of an accident or near miss. As the impact of HGV accidents is potentially large, including loss of life, it would be sensible to extend the research findings here into an action plan.

The relationship between impaired driving crashes and beliefs about impaired driving: do residents in high crash rate counties have greater concerns about impaired driving?

OBJECTIVES

The purpose of this investigation was to examine the relationship between impaired driving crashes and public beliefs and concerns about impaired driving across each of Maryland's twenty-four counties (including Baltimore City). It was hypothesized that residents of counties that experience higher impaired driving crashes would express more concerns about impaired driving and perceive more risks about driving impaired than residents of counties that have lower rates of impaired driving.

METHODS

Data for alcohol impaired driving crashes were obtained for the years 2004-2006. These data were compared to public opinion data that was obtained annually by random-digit-dial telephone surveys from 2004 to 2007.

RESULTS

Concerns about drunk driving as well as perceptions of the likelihood of being stopped by the police if one were to drive after having too much to drink were related to counties with higher serious impaired driving crash rates, as were perceptions that the police and the legal system were too lenient. Perceptions about the likelihood of being stopped by the police were higher in those counties with more impaired driving enforcement activity.

CONCLUSION

Perceptions of concern appear to be shaped more by crash exposure than enforcement activity. Campaigns that address impaired driving prevention should substantially increase enforcement, strengthen the adjudication process of impaired drivers, and emphasize the potential seriousness of drinking-driving crashes in their promotional activities.

Associations between childhood bicycle helmet use, current use, and family and community factors among college students

Bicycle helmet use from elementary school to high school was examined using retrospective reports collected from 166 students at a university in northern Colorado. Bicycle helmet use in elementary school was a common practice, especially among students born after 1980. However, a rapid decline in bicycle helmet use in junior high school and high school was reported. Students with higher perceived norm of family bicycle helmet use wore helmets more often in junior high school and high school than students with a low family norm. Growing up in the bicycle-friendly community was positively associated with consistent bicycle helmet use.

High risk behaviours following alcohol use in alcohol dependent men

BACKGROUND & OBJECTIVE

Heavy alcohol drinking and propensity to risk taking behaviour may both be associated with the occurrence of high risk behaviour. The present study was carried out to examine the association between high risk behaviours and alcohol abuse among patients admitted to an inpatient facility for treatment of alcohol dependence syndrome.

METHODS

Using event analysis technique, the prevalence and type of high risk behaviour as a consequence of a heavy drinking episode was identified among heavy drinkers. Four types of high risk behaviour namely road traffic accidents, violence, self-injurious and risky sexual behaviour were studied. Patients with and without high risk behaviour were compared on measures of severity of drinking, sensation seeking and impulsivity using addiction severity index, sensation seeking scale and Baratt's impulsivity scale respectively.

RESULTS

In 300 subjects with alcohol dependence syndrome, the most common high risk behaviour was road traffic accident following alcohol use. In 193 (64.3%) subjects heavy drinking episode was associated with high risk behaviours. Compared to those without high risk behaviours, the subjects with high risk behaviours had higher scores on sensation seeking scale and addiction severity index.

INTERPRETATION & CONCLUSION

Our findings indicated that there was a high prevalence of high risk behaviour following an episode of heavy drinking in male patients with alcohol dependence syndrome. Both, severity of drinking and personality factors were associated with the occurrence of high risk behaviour as a consequence of heavy drinking.

Pediatrician attitudes, knowledge, and practice behavior regarding teen driving safety

PROBLEM

Each year about 4,000 teens ages 16-19 die on U.S. roads. Injury prevention counseling is recommended as a valuable and cost-effective part of routine health supervision. This study describes pediatrician knowledge and practice regarding teen driving safety.

METHODS

A 31-item self-administered survey was mailed to pediatricians.

RESULTS

160 of 392 pediatricians (41%) completed the survey. During a health supervision visit 93% of pediatricians reported discussing seat belt use, 89% impaired driving, 54% teen licensing laws, and 16% parent teen contract. Half reported having a teen in their practice killed in a crash.

CONCLUSIONS

A majority surveyed report discussing and counseling teens on first wave teen driver safety issues (seat belts, alcohol use), but most do not discuss graduated driver licensing laws or related issues.

IMPACT ON INDUSTRY

Broadly adopted, this inexpensive counseling approach, could lead to reductions in teen motorvehicle crash injuries.

Benevolence and the value of road safety

This study uses the contingent valuation method to elicit individuals' preferences for their own and others' safety in road-traffic. Whereas one group is asked about a private safety device for themselves, other groups are asked about safety devices for their children, household, relatives and the public. Support is found for the hypothesis that individuals are not purely selfish when it comes the safety of others.

Understanding the relationship between PTSD and social support: the role of negative network orientation

Network orientation is conceptualized as an individual's attitudes and expectations regarding the usefulness of support networks in coping with stress. The present research examined the potential for network orientation to explicate the well documented association between post-traumatic stress disorder (PTSD) and attenuated social support. Data collected from survivors of serious motor vehicle trauma (N=458) were used to test the hypothesis that severity of PTSD would hold a significant indirect relationship with social support through negative network orientation. Childhood victimization and elapsed time from the accident were examined as potential moderators of this indirect relationship. Consistent with hypotheses, path analyses demonstrated a significant indirect relationship between PTSD and social support through negative network orientation. Specifically, this indirect effect was the result of a direct association between PTSD severity and negative network orientation and an inverse association between negative network orientation and social support. This pattern of relationships was invariant across mode of PTSD assessment (interview vs. self-report). No moderation effects were noted. These data suggest that network orientation may be an important factor in understanding interface of interpersonal processes and post-trauma pathology.

Fear, threat and efficacy in threat appeals: message involvement as a key mediator to message acceptance

In a sample of 170 youngsters, the effect of two versions of a public service announcement (PSA) threat appeal against speeding, placed in four different contexts, on evoked fear, perceived threat (severity and probability of occurrence), perceived response efficacy and self-efficacy, message involvement and anti-speeding attitude and anti-speeding intention is investigated. Evoked fear and perceived threat and efficacy independently influence message involvement. Message involvement is a full mediator between evoked fear, perceived threat and efficacy perception on the one hand, and attitudes towards the message and behavioral intention to accept the message on the other. Speeding experience has a significantly negative impact on anti-speeding attitudes. Message and medium context threat levels and context thematic congruency have a significant effect on evoked fear and to a lesser extent on perceived threat.

Driving under the influence of cannabis: links with dangerous driving, psychological predictors, and accident involvement

Driving under the influence of cannabis (DUIC) has become a growing concern. Studies investigating the impact of DUIC on traffic safety have shown evidence that, during the acute period of cannabis intoxication, cannabis diminishes driving faculties and is associated with an elevated risk of collision. However, DUIC drivers seem to exhibit a general reckless driving style that may contribute to an over-estimation of DUIC-related collisions among this group. In this study, we investigated DUIC drivers with respect to self-reported dangerous driving habits (e.g., risky driving, aggressive driving and negative emotional driving), behaviours observed in a driving simulator, psychological predictors and crash involvement. Results suggest that DUIC is associated with self-reported and observed risky driving and negative emotional driving. We also found that sensation seeking and impulsivity are independent psychological predictors of DUIC. Finally, a trend suggests that self-reported DUIC is associated with an increased risk of being involved in a car accident, after controlling for dangerous driving and demographic variables. Implications for interventions are discussed.

Do older drivers at-risk for crashes modify their driving over time?

Five-year driving habit trajectories among older adults (n = 645) at-risk for crashes were examined. Performance measures included Useful Field of View (UFOV). Motor-Free Visual Perception Test, Rapid Walk, and Foot Tap. Self-report measures included demographics and the Driving Habits Questionnaire. Longitudinal random-effects models revealed that drivers at-risk for subsequent crashes, based upon UFOV, regulated their driving more than the lower-risk participants. Restricted driving was present at baseline for the at-risk group and was observed in longitudinal trajectories that controlled for baseline differences. Results indicate that persons at-risk for subsequent crashes increasingly limit their driving over time. Despite this self-regulation, a larger sample of such older drivers was twice as likely to incur subsequent at-fault crashes. Results suggest that self-regulation among older drivers at-risk for crashes is an insufficient compensatory approach to eliminating increased crash risk. UFOV is a registered trademark of Visual Awareness, Inc.

[Psychological support for road accident participants: the program implementation outcome]

Road accident belongs to one of the categories of traumatic events, and can cause posttraumatic stress disorder (PTSD). The most common psychological consequences of road traffic accidents are the emotional disorders, cognitive deficits (disorders concentration of attention and memory function), impaired social relationships, troubles with performing work duties and physical symp-toms of stress. The article discusses the program of psychological support given to the participants of road accidents, conducted in Wroclaw, its theoretical assumptions and the mode of its implementation. Basic theoretical assumptions of the program are inter alia based on the theories of H. Selye and R. Lazarus. The authors of this article also refer to the so-called therapeutic process of education designed by Everly and Rosenfeld, who recommend that the process of developing self-responsibility be used for therapeutic purposes. This requires clarifying the exact nature of the problem, and then looking for possible remedies. The program is open to all road accident participants (victims, perpetrators, witnesses) and their families. Classes are designed to combine theory (lectures) and practice (exercises). Anxiety and cognitive processes, as well as relaxation training, interpersonal training (eg, assertiveness) and kinesiology are the major areas of activities. Psychological support provided for road accident participants is of intervention--and preventive nature; intervention, as it relates to the consequences ofa specific stressogenic event, namely a road accident; preventive, as it serves the overriding purpose--the improvement of road safety. This article presents the main findings of the program, the results of the survey evaluation, and proposals to develop psychological operations aimed at the road accidents participants.

Children and adolescents injured in traffic--associated psychological consequences: a literature review

AIM

To identify the prevalence of post-traumatic stress disorder (PTSD) and PTSD symptoms (PTSS) among children and adolescents injured in traffic, and to assess predictors of such post-traumatic stress.

METHODS

Studies identified from electronic databases were reviewed.

RESULTS

Based on a review of 12 studies, fulfilling specified criteria, the prevalence of PTSS was estimated at 30% within 1 month and 13% at 3-6 months. The prevalence of PTSD was almost 30% at 1-2 months and decreased to the same level as PTSS at 3-6 months. Perceived threat and high levels of distress, anxiety symptoms and being female were significantly associated with PTSD and PTSS. Injury severity was positively related to the number of PTSD symptoms in one of eight studies. Types of accident, age and socioeconomic status were not related to the development of PTSD/PTSS.

CONCLUSION

Any child will be at risk of PTSD/PTSS, not just those with severe injuries. Trauma care should include procedures that could identify and prevent stress reactions in order to minimize the risk of associated psychological consequences.

A longitudinal examination of the relationship between adolescent problem behaviors and traffic crash involvement during young adulthood

Previous research examining the relationship between adolescent problem behaviors and young adult traffic outcomes (crashes, convictions, risky driving) has produced differing results. Possible reasons for this may be the heterogeneity of the crash outcomes (from minor fender-benders to fatal crashes), the gender of the driver, and/or the age of the driver. The aim of this research was to investigate the relationship between adolescent problem behaviors and young adult crashes to determine the extent to which the above factors influenced this relationship. This study was part of the Dunedin Multidisciplinary Health and Development Study (DMHDS), which is a longitudinal study of a cohort (n = 1,037) born in Dunedin, New Zealand, from April 1972 to March 1973. This cohort has been followed up regularly since birth, and the data for the present research were obtained at the 18-, 21-, and 26-year-old follow-up interviews. The problem behaviors examined were those identified by Jessor in the theory of problem behavior, namely, tobacco smoking, marijuana use, alcohol use, delinquent behavior, and unsafe sexual behavior. Data for these measures were obtained in personal interviews when the cohort was aged 18 years. The self-reported crash data were obtained at the age 21 and age 26 follow-up interviews. Driving exposure, academic qualifications, employment, being a parent, and marital status were included as potential confounders. The results show that involvement in adolescent problem behaviors predicted crash involvement at age 21 for the females but not the males and at age 26 for the males but not the females. Possible explanations for these differences by age and gender are discussed.

Risks older drivers pose to themselves and to other road users

PROBLEM

Studies have shown that older drivers have high death rates and lower rates of involvement in crashes that kill others; but most studies have not considered drivers' responsibility for their crashes, and many have considered only one particular measure of risk.

METHOD

This study examines risks that drivers of various ages pose to themselves and to others on per-driver, per-trip, and per-mile bases, taking responsibility for crashes into account, using United States fatal crash data from 1999 through 2003 and travel estimates from 2001.

RESULTS

Relative to other age groups, drivers aged 85 and older face the highest risk of their own death, whereas teens pose the greatest risk to passengers, occupants of other vehicles, and non-motorists.

DISCUSSION

The oldest drivers pose more risk to other road users than middle-aged drivers do; the degree of their excess risk depends strongly upon how risk is measured.

IMPACT ON INDUSTRY

These results demonstrate the importance of keeping clear the meaning and implications of various risk measures.