Effect of educational intervention addressing inaccurate self-assessment of driving performance in older Japanese adults.

To maintain road safety for older drivers as well as other road users, it is important to provide interventions that improve self-awareness and behaviors in older drivers. We developed an intervention that provides feedback on accuracy of self-awareness of driving performance using a workbook, and examined its effectiveness using a prospective design with a follow-up after two months. Japanese drivers aged between 69 and 87 (Mean = 73.96) years were assigned to either the intervention group (n = 26) or the wait-list control group (n = 27). All participants were asked to assess their own driving performance by completing a questionnaire. They also completed an on-road driving assessment that involved driving on a public road while wearing an electronic device that measured their actual driving behaviors, accompanied by a driving instructor who sat in the passenger seat and assessed the participant's driving performance (expert assessment). Thereafter, only the intervention group received the immediate intervention (first wave). One month later, the intervention group completed the booster intervention by post. Two months after the first wave, both groups completed the questionnaire and on-road driving assessment again (second wave). Result revealed that discrepancy between self-assessment and expert assessment reduced in only the intervention group between the two waves. This finding suggests that the intervention was able to improve the accuracy of self-assessment. Furthermore, the expert assessment improved in the intervention group between the two waves, but this change was not observed in the control group. Similar trend was evident for vehicle speed at intersections with a stop sign but the result was not statistically significant. Changes in head rotation at intersections requiring turn in the intervention group did not differ from those in the control group. Improved accuracy of self-assessment as a result of the intervention could have led to improved general driving performance, but did not influence head rotation.

Characteristics of driving self-assessments and factors related to inaccurate self-assessment in Japanese older adults.

Older adults are considered to decide their driving behaviors based their own assessment of their driving performance, and thus it is important that these self-assessments be accurate. Therefore, this study aimed to clarify how older drivers assess their driving performance and examine factors related to the level of inaccuracy in their self-assessments. Japanese drivers aged 70 years or older (N = 181) were asked to assess their own driving performance by questionnaire and then to drive on a public road while wearing an electronic device that measured their actual driving behaviors. They were accompanied by a driving instructor who sat in the passenger seat and assessed their driving performance. The results showed that older drivers' self-assessments were significantly higher than the experts' assessments of their driving performance. This tendency applied to all driving competencies, including overall rating, speed, and scanning. In addition, there were greater discrepancies between self-assessments and expert assessments for drivers who were rated poorly by experts compared with those who were highly rated. Drivers with a greater rating discrepancy were likely to drive faster around an intersection with a stop sign. This discrepancy was also related to a low entropy rate (low randomness in head rotation) around a signalized T-junction. These findings based on on-road driving assessments provide credible evidence of performance overestimation by older drivers. Furthermore, the results suggest that making older drivers recognize the evaluative criteria might be effective for reducing the discrepancy between self-assessments and expert assessments. It was also suggested that improving the accuracy of one's self-assessment had the potential to improve driving behaviors such as choice of speed and scanning behavior.

Effect of visible presence of policing activities on drivers' vigilance and intention to refrain from non-driving activities: A scenario-based survey of general Japanese drivers.

Driver distraction is an important issue for road safety. The visible presence of policing activities alongside roadways seems to be significant in preventing driver distraction and other unsafe driving behaviors. The purpose of this study was to provide evidence of the effectiveness of visible policing presence on drivers' self-reported intention to refrain from non-driving activities and that this effectiveness can be enhanced by manipulating deployment even with limited resources. We conducted a scenario-based survey to compare drivers' self-reported intention to refrain from non-driving activities and their vigilance state across several hypothetical driving situations. The three aims of the study were to examine whether drivers' self-reported vigilance and intention to refrain from non-driving activities were associated with (a) the presence or absence of common forms of roadside policing, (b) the agent (police vs. civilian) and medium (human vs. advertisement) of road safety interventions, and (c) different forms of policing (police officer vs. police car) and their respective levels of conspicuousness. Japanese drivers (N = 367) were randomly assigned to receive one of three booklets that included a scenario-based survey. The three booklets contained different combinations of various hypothetical driving scenarios based on the three experiment designs (a, b, c) described above. Participants were asked to rate their vigilance and their intention to refrain from non-driving activities in hypothetical driving situations that varied by the presence or absence of policing and how conspicuous that presence was. We conducted repeated measures within-subject analysis of variance using the three experimental designs. The results showed that the presence of a single police unit engaged in policing activities was associated with more vigilance and greater intention to refrain from non-driving activities. The results suggested that effectiveness of visible policing could be enhanced by increasing conspicuousness of police officers in order to help drivers more easily recognize the presence of police without having to purchase extra equipment. These findings provide useful insights for traffic police to conduct routine policing practices more efficiently to address non-driving activities. Future research is needed to examine these results in a real-world setting.

Predictors of driving outcomes including both crash involvement and driving cessation in a prospective study of Japanese older drivers.

The first aim of this study was to investigate predictors of future traffic crash involvement, taking into account bias in the handling of data for former drivers. The second aim was to compare characteristics of former drivers and crash-involved drivers in order to gain an understanding of appropriate driving cessation among older drivers. In all, 154 drivers aged 70 years or older participated in the baseline interview and the follow-up survey conducted two years later. In the baseline interview, participants were asked to respond to a questionnaire, take the Useful Field of View test® (UFOV), and complete the Mini-Mental State Examination. In the follow-up survey, participants were asked by mail or telephone whether they had stopped driving. Participants reporting that they still drove were invited to participate in a subsequent interview. Based on the information obtained in the follow-up survey, participants were classified as follows: driving cessation group (n=26); crash-involved group (n=18); and crash-free group (n=110). A multinomial logistic regression was then used to analyse the data. Contrary to the results of previous studies, we found older age to be associated with crash involvement but not with driving cessation. The cessation group had more decreased cognitive processing speed than the crash-involved and crash-free groups. Crash history was also predictive of crash involvement. Participants who were subject to license renewal between baseline and follow-up had a greater tendency to continue driving. Results suggested that age and crash history could potentially identify high-risk older drivers. The predictive power of cognitive processing speed is reduced under certain conditions. License-renewal procedures may induce Japanese older adults to continue driving. Future studies should use a large national sample to confirm the results of the present study.

Typology of driving-under-the-influence (DUI) offenders revisited: Inclusion of DUI-specific attitudes.

OBJECTIVES: Much work remains to improve rehabilitative interventions for driving-under-the-influence (DUI) offenders. There is heterogeneity of patterns of alcohol use, personality, and driving behaviour within DUI offenders, but little is known about how their appraisal of DUI differs. This study investigated within-offender variability in DUI-specific attitudinal variables. METHOD: Convicted male DUI offenders (N=219) living in greater Tokyo were interviewed. Cluster analysis was undertaken using age, psychological distress, personality trait, alcohol use, and attitudes towards DUI. Discriminant function analysis explored the relative explanatory power of the grouping variables. RESULT: Many offenders reported current excessive alcohol consumption. About 26-36% of the participants were potentially alcohol-dependent based on screening instruments/biomarkers. Cluster analysis identified five subgroups. The biggest subgroup considered their DUI a singular mistake and reported strong self-efficacy for avoiding further DUI (clusters 1 and 2). A small subgroup manifested alcohol dependence, psychological distress, higher impulsivity, and lower self-efficacy for avoiding DUI (cluster 3). Another subgroup exhibited a tendency to rationalise DUI, higher likelihood of future DUI, and lower self-efficacy for avoiding DUI (cluster 4). Most participants in another small subgroup abstained from alcohol use temporarily after their convictions (cluster 5). CONCLUSION: The majority of DUI offenders regarded their DUI conviction as an exceptional mishap, while they continued consuming hazardous amounts of alcohol. DUI-specific attitudinal variables, including DUI rationalisation and self-efficacy for avoiding future DUI incidents, constituted a distinct aspect of the problem, suggesting the need to address this issue in addition to the underlying alcohol use problem.

Factors contributing to driver choice after hitting a pedestrian in Japan.

In Japan, where pedestrian deaths account for a third of road traffic fatalities, 7.4% of victims die from hit-and-run accidents. To identify determinants for drivers considering leaving an accident scene after hitting a pedestrian, environment-related, driver-related, and pedestrian-related factors were examined using Japanese national police data. Results generally confirmed the conceptual framework of previous studies, which examined hit-and-run behavior based on a classic economic cost-benefit approach. However, results suggest that effects of road-related factors and harsher legal punishments have limited influence for reducing hit-and-run likelihood after a driver hits a pedestrian. Measures to prevent hit-and-run accidents are presented herein.