Revisiting the concept of the 'problem young driver' within the context of the 'young driver problem': who are they?

The drink and drug driving behaviours of young Queensland drivers and attitudes toward apprehension

OBJECTIVE

This study aimed to explore the self-reported drink and drug driving behaviors of a sample of young drivers from Queensland (Australia) holding a learner license (N = 162, 27%), provisional 1 (P1) license (N = 251, 41.8%), or provisional 2 (P2) license (N = 188, 31.3%), as well as motorists' corresponding perceptions about the likelihood of apprehension and their future intentions to offend.

METHODS

The study involved 601 drivers aged between 16 and 24 years (302 males, 50.2% and 296 females, 49.3%) who all completed an online survey.

RESULTS

Almost half the sample acknowledged engaging in drink and/or drug driving behaviors in the previous 12 months (N = 264, 44%), with a total of 773 drink driving and 8842 drug driving events reported. Offending was more common among P2 drivers (62% reported at least once), and least common among learner drivers (25% reported at least once). When predicting future drink driving and drug driving intentions, lower certainty of apprehension and greater past offending both emerged as significant predictors.

CONCLUSIONS

Young drivers may benefit from reminders throughout the GDL process regarding the laws and risks associated with impaired driving. Greater policing resources for drug and alcohol testing may be needed for young drivers, to establish a high certainty of apprehension, as early as possible in their driving experience.

Maximum likelihood method of estimating the conflict-crash relationship

The fundamental matters of how traffic conflicts are connected to crashes and how to estimate this connection with traffic conflict data is an active subject of research and refinements. There are still open questions about traffic events that can be analytically extrapolated to related crashes, and how to efficiently estimate the probability of crash associated with such events to enable conversion of observed events to the corresponding expected number of crashes. There are two important uses of a working estimation method: (1) rapid assessment of safety at specific roads locations and evaluation of countermeasures by safety engineers, (2) modeling of safety effects by analysts based on relatively short observations at multiple locations or at limited number of locations but during extended periods. This paper focuses on the application of traffic conflicts by safety engineers where the method practicality is important. The paper first recalls the OLS method of estimating the shape parameter of the underlying Lomax distribution proposed in (Tarko, 2018). Then, the ML method is introduced and the Lomax-based crash estimates obtained with the two methods are compared. Both the methods assume the scale parameter to estimate the shape parameter. The effect of assuming the scale parameter on estimates of the expected number of crashes is evaluated. To bring the scale parameter's effect into a meaningful perspective, it is compared to two other effects: (1) type of driver, and (2) limited number of observations. Finally, re-parametrized Lomax distribution is pointed out as a potential way to address the difficulties with estimating the two distribution parameters simultaneously. The summary of the results closes the paper.

Profiles of Risky Driving Behaviors in Adolescent Drivers: A Cluster Analysis of a Representative Sample from Tuscany Region (Italy)

(1) Background: Research on patterns of risky driving behaviors (RDBs) in adolescents is scarce. This study aims to identify distinctive patterns of RDBs and to explore their characteristics in a representative sample of adolescents. (2) Methods: this is a cross-sectional study of a representative sample of Tuscany Region students aged 14–19 years (n = 2162). The prevalence of 11 RDBs was assessed and a cluster analysis was conducted to identify patterns of RDBs. ANOVA, post hoc pairwise comparisons and multivariate logistic regression models were used to characterize cluster membership. (3) Results: four distinct clusters of drivers were identified based on patterns of RDBs; in particular, two clusters—the Reckless Drivers (11.2%) and the Careless Drivers (21.5%)—showed high-risk patterns of engagement in RDBs. These high-risk clusters exhibited the weakest social bonds, the highest psychological distress, the most frequent participation in health compromising and risky behaviors, and the highest risk of a road traffic accident. (4) Conclusion: findings suggest that it is possible to identify typical profiles of RDBs in adolescents and that risky driving profiles are positively interrelated with other risky behaviors. This clustering suggests the need to develop multicomponent prevention strategies rather than addressing specific RDBs in isolation.

Motorcycle risky behaviours and road accidents among adolescents in Jakarta metropolitan area, Indonesia

INTRODUCTION

Underage motorcycle riding in Indonesia has long been and continues to be common among its citizens. This study aimed to analyse motorcycle risky behaviours associated with motorcycle accidents among adolescents in Jakarta metropolitan area. This is a cross-sectional study employing a self-report survey of 3880 students from 37 junior and senior high schools in the Jakarta metropolitan area, Indonesia, between April and June 2019. About 40% of the respondents reported that they ever involved in motorcycle accidents in the past 12 months. Speeding, using a mobile phone, drowsy driving, and wrong-way riding were significantly associated with motorcycle accidents. Further, red-light running, applying sudden brake, eating, smoking or drinking, listening to music, drunk driving and drowsy driving have an influence on the severity of motorcycle accidents. 91.3% of motorcycle drivers in our samples did not have a driving license, and approximately 39% of them had involved in motorcycle accidents. More stringent controls from parents, schools and the government are needed to inhibit motorcycle use by minors.

Self-regulation differences across learner and probationary drivers: The impact on risky driving behaviours

Risky driving behaviours are a known contributor to young drivers' overrepresentation in road trauma, with self-regulation suggested as an important associated construct, but yet to be extensively explored. The aims of this study were to examine the utility of self-determination theory in explaining risky driving behaviours and to explore differences between young Learner and Provisional (P1)- licensed drivers in regard to their self-regulated safety orientation and engagement in risky driving behaviours. Learners (n = 1038) and P1(n = 589) drivers, aged 16-19 years, responded to a 91-item online survey, including self-regulated safety orientation items adapted from self-determination theory and inattentive and intentional risky driving behaviour items. Results showed that self-determination theory had good predictive power for the two types of risky driving behaviours for both licence groups. Learner and P1 drivers' engagement in risky behaviours was similar, however, the relative importance of self-regulated safety orientation elements to reduced engagement in these behaviours differed. Learners' engagement in intentional risky behaviours reflected greater perceived effort/importance and pressure/tension compared to P1 drivers. Greater effort/importance is an overarching indicator of internalised regulation concerning safe driving behaviours, which might be primed when first exposed to driving. However, greater perceived pressure/tension suggests that internalisation of self-regulatory processes is being suppressed during the Learner phase. This might stem from the required presence of driver trainers and supervisory drivers, as well as interactions with other road users. Whilst only tentative explanations in this first exploration, the findings suggest there is potential for greater efforts in Learner driver training and supervision to encompass the types of skills and learning that encourage the development of self-regulation to reduce risky driving behaviours during both the Learner and P1 stage. These findings contribute to the limited research regarding self-regulation by young novice drivers and informs a better understanding of the psychological influences of engagement in risky driving behaviours, including the first such examination among early independent licensed drivers.

Validity of failure-caused traffic conflicts as surrogates of rear-end collisions in naturalistic driving studies

Although the frequency and severity of crashes are direct measures of road safety, crash data are typically of limited quality and they require long data collection periods to produce conclusive results. Surrogates of crashes that would allow a quick and accurate estimation of safety have been an active topic for years. Among multiple alternatives, traffic conflicts have been established as a promising surrogate measure. This paper is aimed to demonstrate the validity of failure-caused traffic conflicts by applying a recently proposed Lomax-based method to estimate the expected number of crashes from observed traffic conflicts. The data collected in the naturalistic driving program, the Second Strategic Highway Research Program (SHRP2), were used in the validation task. The rear-end crashes recorded during the SHRP2 program and the corresponding rear-end traffic conflicts were analyzed for three categories of drivers: young male, mature male, and mature female. Past research has indicated that these three categories have a distinctively different proneness to involvement in crashes. Out of all rear-end traffic conflicts included in the SHRP2 database, 1.4 % were used to estimate the crash frequencies and rates for each studied type of driver. The Lomax distribution was applied within the counterfactual framework. Then, the conflict-based crash rate estimates were compared to the crash rates of the studied types of drivers calculated from all the rear-end crashes observed in the SHRP2 study period. The conflict-based rate estimates followed well the crash-based rates and the existing knowledge about the safety performance of the studied drivers. The conflict-based results confirmed the over-representation of young male drivers in crashes. It was also confirmed that mature male drivers are involved in rear-end crashes more frequently than mature female drivers. The results demonstrate both the validity of the Lomax-based analysis of failure-caused traffic conflicts and the benefit of traffic conflicts analysis that considerably reduces a period of data collection from years for crashes to days or weeks for traffic conflicts.

Predictors of Seatbelt Use Among Saudi Adults: Results From the National Biobank Project

Introduction: Road traffic crashes (RTCs) are a leading cause of death and disabilities and impose a significant burden on the healthcare system and economy of Saudi Arabia. Around 20% of all hospital beds are occupied by victims of RTCs, which represent approximately 80% of trauma deaths occurring in these facilities. Using a seatbelt is an effective method to reduce traffic deaths and minimize the extent of associated injuries. However, little is currently known about the prevalence and predictors of seatbelt use in Saudi Arabia. More studies are needed to determine the trends of seatbelt use and study the relationship between individual factors and compliance with seatbelt use laws. The aim of the present study is to examine the prevalence and predictors of seatbelt use using the National Saudi Biobank dataset.

Materials and Methods: This cross-sectional study was conducted using an in-person survey from the Saudi National Biobank (SNB). The participants were adults affiliated with the Ministry of National Guard Health Affairs in Riyadh who were examined between 2017 and 2019. Chi-squared and Wald tests were used to assess the association between the respondents' characteristics and their seatbelt use. In addition, logistic regression models were constructed to assess the univariate and multivariate associations between seatbelt use and potential predictors. All statistical tests were two-sided, and the findings were considered significant at P < 0.05.

Results: A total of 5,790 adults participated in the survey. The majority of the participants (52.44%) were between 18 and 25 years old, half were males, and 58.80% were single. About 42.83% of the participants reported consistent seatbelt use as drivers or passengers. In the multivariable analysis, females were 86% less likely to wear seatbelts than males (OR = 0.136, 95%CI = 0.107–0.173). Individuals who rated their mental health as “weak” were 26% less likely to wear seatbelts than those who reported “excellent” mental health status.

Conclusion: Seatbelt use remains low in the country and substantially lower than in developed countries. Young adults, females, and individuals reporting suboptimal mental health were less likely to fasten their seatbelts. These findings are valuable for public health programs to target specific groups and raise awareness about the need to increase seatbelt compliance and reduce traffic injuries.

Association between higher-order driving instruction and risky driving behaviours: Exploring the mediating effects of a self-regulated safety orientation

Adolescents' risky driving behaviours contribute to their over-representation in road trauma. Higher-order driving instruction is suggested to reduce such behaviours. To sustain positive behaviours in the long-term, self-determination theory identifies self-regulation as fundamental. The current research explored associations between higher-order driving instruction, risky driving behaviours, and a self-regulated safety orientation. Learner drivers (n = 544), aged 16-19 years, responded to a 91-item survey. Self-regulated safety orientation was found to fully mediate the relationship between higher-order driving instruction and inattentive risky driving behaviours, and between anticipatory higher-order driving instruction and intentional risky driving behaviours. A partial mediation was found between self-regulatory higher-order instruction and intentional risky driving behaviours. These results support that higher-order driving instruction, delivered to develop a self-regulated safety orientation, has potential to reduce young novice drivers' risky driving behaviours. Further research is recommended to triangulate these results through direct observation and longitudinal evaluation.

Young drivers and their cars: Safe and sound or the perfect storm?

Consistent with the experiences in high-income countries, young drivers remain overrepresented in road trauma statistics in low- and middle-income countries. This article pursues the emerging interest of approaching the young driver problem from a systems thinking perspective in order to design and deliver robust countermeasures. Specifically, the focus of this paper is the cars driven by young drivers. The study of vehicles' characteristics and their interaction with driving behaviour is, more often than not, considered a minor concern when developing countermeasures in young drivers' safety not only in developed nations, but especially in developing nations. Participants completed an online survey containing the 44-item Behaviour of Young Novice Drivers Scale Spanish version (BYNDS-Sp), in addition to providing information regarding their vehicle, any crash involvement, and driving offences. Based on the vehicle model information, the assessment of vehicle safety was conducted for three safety programs (ANCAP, Latin NCAP, U.S. NCAP). Young drivers in Colombia reported a breadth of risky driving behaviours worth targeting in broader interventions. For example, interventions can target speeding, particularly as three quarters of the participants drove small-medium cars associated with poorer road safety outcomes. Moreover, risky driving exposure was highly prevalent amongst the young driver participants, demonstrating the need for them to be driving the safest vehicles possible. It is noteworthy that few cars were able to be assessed by the Latin NCAP (with half of the cars rated having only 0-2 star ratings), and that there was considerable discrepancy between ANCAP, U.S. NCAP, and Latin NCAP ratings. The need for system-wide strategies to increase young driver road safety-such as improved vehicle safety-is vital to improve road safety outcomes in jurisdictions such as Colombia. Such improvements may also require systemic changes such as enhanced vehicle safety rating scales and investigation of the nature of vehicles sold in developing nations, particularly as these vehicles typically contain fewer safety features than their counterparts sold in developed nations.

The association of measures of the serotonin system, personality, alcohol use, and smoking with risk-taking traffic behavior in adolescents in a longitudinal study

Studies on the neurobiological basis of risk-taking behavior have most often focused on the serotonin system. The promoter region of the gene encoding the serotonin transporter contains a polymorphic site (5-HTTLPR) that is important for the transcriptional activity, and studies have demonstrated its association with brain activity and behavior. Another molecular mechanism that reflects the capacity of the central serotonin system is the activity of the enzyme monoamine oxidase (MAO) as measured in platelets. The purpose of the present study was to examine how measures of the serotonin system (platelet MAO activity and the 5-HTTLPR polymorphism), personality variables, alcohol use and smoking are associated with risk-taking traffic behavior in schoolchildren through late adolescence. The younger cohort of the longitudinal Estonian Children Personality Behaviour and Health Study (originally n = 583) filled in questionnaires about personality traits, smoking status, alcohol use and traffic behavior at age 15 and 18 years. From venous blood samples, platelet MAO activity was measured radioenzymatically and 5-HTTLPR was genotyped. During late adolescence, subjects with lower platelet MAO activity were more likely to belong to the high-risk traffic behavior group. Male 5-HTTLPRs'-allele carriers were more likely to belong to the high-risk traffic behavior group compared to the l'/l' homozygotes. Other variables predicting risk group were alcohol use, smoking and Maladaptive impulsivity.The results suggest that lower capacity of the serotoninergic system is associated with more risky traffic behavior during late adolescence, but possibly by different mechanisms in boys and girls.

Teens and seat belt use: What makes them click?

PROBLEM

Motor vehicle crashes kill more adolescents in the United States than any other cause, and often the teen is not wearing a seat belt.

METHODS

Using data from the 2011 Youth Risk Behavior Surveys from 38 states, we examined teens' self-reported seat belt use while riding as a passenger and identified individual characteristics and environmental factors associated with always wearing a seat belt.

RESULTS

Only 51% of high school students living in 38 states reported always wearing a seat belt when riding as a passenger; prevalence varied from 32% in South Dakota to 65% in Delaware. Seat belt use was 11 percentage points lower in states with secondary enforcement seat belt laws compared to states with primary enforcement laws. Racial/ethnic minorities, teens living in states with secondary enforcement seat belt laws, and those engaged in substance use were least likely to always wear their seat belts. The likelihood of always being belted declined steadily as the number of substance use behaviors increased.

DISCUSSION

Seat belt use among teens in the United States remains unacceptably low. Results suggest that environmental influences can compound individual risk factors, contributing to even lower seat belt use among some subgroups.

PRACTICAL APPLICATIONS

This study provides the most comprehensive state-level estimates to date of seat belt use among U.S. teens. This information can be useful when considering policy options to increase seat belt use and for targeting injury prevention interventions to high-risk teens. States can best increase teen seat belt use by making evidence-informed decisions about state policy options and prevention strategies.

Predicting Crashes Using Traffic Offences. A Meta-Analysis that Examines Potential Bias between Self-Report and Archival Data

Background

Traffic offences have been considered an important predictor of crash involvement, and have often been used as a proxy safety variable for crashes. However the association between crashes and offences has never been meta-analysed and the population effect size never established. Research is yet to determine the extent to which this relationship may be spuriously inflated through systematic measurement error, with obvious implications for researchers endeavouring to accurately identify salient factors predictive of crashes.

Methodology and Principal Findings

Studies yielding a correlation between crashes and traffic offences were collated and a meta-analysis of 144 effects drawn from 99 road safety studies conducted. Potential impact of factors such as age, time period, crash and offence rates, crash severity and data type, sourced from either self-report surveys or archival records, were considered and discussed. After weighting for sample size, an average correlation of r = .18 was observed over the mean time period of 3.2 years. Evidence emerged suggesting the strength of this correlation is decreasing over time. Stronger correlations between crashes and offences were generally found in studies involving younger drivers. Consistent with common method variance effects, a within country analysis found stronger effect sizes in self-reported data even controlling for crash mean.

Significance

The effectiveness of traffic offences as a proxy for crashes may be limited. Inclusion of elements such as independently validated crash and offence histories or accurate measures of exposure to the road would facilitate a better understanding of the factors that influence crash involvement.

Risk factors affecting fatal bus accident severity: Their impact on different types of bus drivers

While the bus is generally considered to be a relatively safe means of transportation, the property losses and casualties caused by bus accidents, especially fatal ones, are far from negligible. The reasons for a driver to incur fatalities are different in each case, and it is essential to discover the underlying risk factors of bus fatality severity for different types of drivers in order to improve bus safety. The current study investigates the underlying risk factors of fatal bus accident severity to different types of drivers in the U.S. by estimating an ordered logistic model. Data for the analysis are retrieved from the Buses Involved in Fatal Accidents (BIFA) database from the USA for the years 2006-2010. Accidents are divided into three levels by counting their equivalent fatalities, and the drivers are classified into three clusters by the K-means cluster analysis. The analysis shows that some risk factors have the same impact on different types of drivers, they are: (a) season; (b) day of week; (c) time period; (d) number of vehicles involved; (e) land use; (f) manner of collision; (g) speed limit; (h) snow or ice surface condition; (i) school bus; (j) bus type and seating capacity; (k) driver's age; (l) driver's gender; (m) risky behaviors; and (n) restraint system. Results also show that some risk factors only have impact on the "young and elder drivers with history of traffic violations", they are: (a) section type; (b) number of lanes per direction; (c) roadway profile; (d) wet road surface; and (e) cyclist-bus accident. Notably, history of traffic violations has different impact on different types of bus drivers.

A multinomial logit analysis of risk factors influencing road traffic injury severities in the Erzurum and Kars Provinces of Turkey

A retrospective cross-sectional study is conducted analysing 11,771 traffic accidents reported by the police between January 2008 and December 2013 which are classified into three injury severity categories: fatal, injury, and no injury. Based on this classification, a multinomial logit analysis is performed to determine the risk factors affecting the severity of traffic injuries. The estimation results reveal that the following factors increase the probability of fatal injuries: drivers over the age of 65; primary-educated drivers; single-vehicle accidents; accidents occurring on state routes, highways or provincial roads; and the presence of pedestrian crosswalks. The results also indicate that accidents involving cars or private vehicles or those occurring during the evening peak, under clear weather conditions, on local city streets or in the presence of traffic lights decrease the probability of fatal injuries. This study comprises the most comprehensive database ever created for a Turkish sample. This study is also the first attempt to use an unordered response model to determine risk factors influencing the severity of traffic injuries in Turkey.

Factors Contributing to Crashes among Young Drivers

Young drivers are the group of drivers most likely to crash. There are a number of factors that contribute to the high crash risk experienced by these drivers. While some of these factors are intrinsic to the young driver, such as their age, gender or driving skill, others relate to social factors and when and how often they drive. This article reviews the factors that affect the risk of young drivers crashing to enable a fuller understanding of why this risk is so high in order to assist in developing effective countermeasures.

Distracted driver behaviors and distracting conditions among adolescent drivers: findings from a naturalistic driving study

PURPOSE

The proliferation of new communication technologies and capabilities has prompted concern about driving safety. This concern is particularly acute for inexperienced adolescent drivers. In addition to being early adopters of technology, many adolescents have not achieved the degree of automaticity in driving that characterizes experienced adults. Consequently, distractions may be more problematic in this group. Yet little is known about the nature or prevalence of distracted driving behaviors or distracting conditions among adolescent drivers.

METHOD

Vehicles of 52 high-school age drivers (N=38 beginners and N=14 more experienced) were equipped for 6 months with unobtrusive event-triggered data recorders that obtain 20-second clips of video, audio, and vehicle kinematic information when triggered. A low recording trigger threshold was set to obtain a sample of essentially random driving segments along with those indicating rough driving behaviors.

RESULTS

Electronic device use (6.7%) was the most common single type of distracted behavior, followed by adjusting vehicle controls (6.2%) and grooming (3.8%). Most distracted driver behaviors were less frequent when passengers were present. However, loud conversation and horseplay were quite common in the presence of multiple peer passengers. These conditions were associated with looking away from the road, the occurrence of serious events, and, to a lesser extent, rough driving (high g-force events).

CONCLUSIONS

Common assumptions about adolescent driver distraction are only partially borne out by in-vehicle measurement. The association of passengers with distraction appears more complex than previously realized. The relationship between distractions and serious events differed from the association with rough driving.

Analysis of factors associated with injury severity in crashes involving young New Zealand drivers

Young people are a risk to themselves and other road users, as motor vehicle crashes are the leading cause of their death. A thorough understanding of the most important factors associated with injury severity in crashes involving young drivers is important for designing well-targeted restrictive measures within youth-oriented road safety programs. The current study estimates discrete choice models of injury severity of crashes involving young drivers conditional on these crashes having occurred. The analysis examined a comprehensive set of single-vehicle and two-vehicle crashes involving at least one 15-24 year-old driver in New Zealand between 2002 and 2011 that resulted in minor, serious or fatal injuries. A mixed logit model accounting for heterogeneity and heteroscedasticity in the propensity to injury severity outcomes and for correlation between serious and fatal injuries proved a better fit than a binary and a generalized ordered logit. Results show that the young drivers' behavior, the presence of passengers and the involvement of vulnerable road users were the most relevant factors associated with higher injury severity in both single-vehicle and two-vehicle crashes. Seatbelt non-use, inexperience and alcohol use were the deadliest behavioral factors in single-vehicle crashes, while fatigue, reckless driving and seatbelt non-use were the deadliest factors in two-vehicle crashes. The presence of passengers in the young drivers' vehicle, and in particular a combination of males and females, dramatically increased the probability of serious and fatal injuries. The involvement of vulnerable road users, in particular on rural highways and open roads, considerably amplified the probability of higher crash injury severity.