Effects of executive load on crashes and near-crashes for young versus older drivers.

With the increasing use of infotainment systems in vehicles, secondary tasks requiring executive demand may increase crash risk, especially for young drivers. Naturalistic driving data were examined to determine if secondary tasks with increasing executive demand would result in increasing crash risk. Data were extracted from the Second Strategic Highway Research Program Naturalistic Driving Study, where vehicles were instrumented to record driving behavior and crash/near-crash data. executive and visual-manual tasks paired with a second executive task (also referred to as dual executive tasks) were compared to the executive and visual-manual tasks performed alone. Crash/near-crash odds ratios were computed by comparing each task condition to driving without the presence of any secondary task. Dual executive tasks resulted in greater odds ratios than those for single executive tasks. The dual visual-manual task odds ratios did not increase from single task odds ratios. These effects were only found in young drivers. The study shows that dual executive secondary task load increases crash/near-crash risk in dual task situations for young drivers. Future research should be conducted to minimize task load associated with vehicle infotainment systems that use such technologies as voice commands.

Young drivers' early access to their own car and crash risk into early adulthood: Findings from the DRIVE study.

INTRODUCTION: Car ownership at early licensure for young drivers has been identified as a crash risk factor, but for how long this risk persists is unknown. This study examined crash hazard rates between young drivers with their own vehicle and those who shared a family vehicle at early licensure over 13 years. METHODS: The DRIVE study, a 2003/04 survey of 20,806 young novice drivers in New South Wales, Australia was used to link to police crash, hospital and death records up to 2016. The first police-reported crash and crash resulting in hospitalisation/death was modelled via flexible parametric survival analysis by type of vehicle access at baseline (own vs. shared family vehicle). RESULTS: After adjusting for covariates, drivers with their own vehicle at early licensure had an almost 30 % increased hazard rate for any crash after one year (95 % CI:1.16-1.42) compared with those who only had access to a family car and this attenuated but remained significantly higher until year 7 (HR: 1.1, 95 % CI: >1.00-1.20). For crashes resulting in hospitalisation or death, an almost 15-times higher hazard (95 % CI: 1.40-158.17) was observed at the start of follow up, remaining 50 % to year 3 (95 % CI:1.01-2.18). CONCLUSIONS: Parents and young drivers should be aware of the increased risks involved in car ownership at early licensure. Development of poorer driving habits has been associated with less parental monitoring at this time. Graduated Driving Licensing educators, researchers and stakeholders should seek to address this and to identify improved safety management options.

A randomized controlled pilot trial of brief online mindfulness training in young drivers.

OBJECTIVE: Driver distraction contributes to fatal and injury crashes in young drivers. Mind wandering (MW) is a covert form of distraction involving task-unrelated thoughts. Brief online mindfulness training (MT) may reduce unsafe driving by enhancing recognition (meta-awareness) of MW and reducing its occurrence. This pilot trial tested these proposed mechanisms of MT and explored its specificity of action, effects on driving behaviour in simulation, as well as intervention adherence and acceptability in young drivers. METHODS: A pre-post (T1, T2), randomized, active placebo-controlled, double-blinded design was used. Twenty-six drivers, aged 21-25, received either brief online MT (experimental) or progressive muscle relaxation (PMR, control) over 4-6 days. A custom website blindly conducted randomization, delivered interventions, administered questionnaires, and tracked adherence. At T1 and T2, a simulator measured driving behaviour while participants indicated MW whenever they recognized it, to assess meta-awareness, and when prompted by a thought-probe, to assess overall MW. RESULTS: MT reduced MW while driving in simulation. The MT group reported higher state mindfulness following sessions. Motivation did not account for MW or mindfulness results. MT and meta-awareness were associated with more focus-related steering behaviour. Intervention groups did not significantly differ in adherence or attrition. No severe adverse effects were reported, but MT participants reported more difficulty following intervention instructions. CONCLUSION: Results support a plausible mechanism of MT for reducing MW-related crash risk (i.e., reduction of MW) in young drivers. This preliminary evidence, alongside promising online adherence and acceptability results, warrants definitive efficacy and effectiveness trials of online MT.

Parenting in the context of driving: Spanish adaptation of the Family Climate for Road Safety (FCRSS) for parents and children.

The Family Climate for Road Safety Scale (FCRSS; Taubman - Ben-Ari & Katz - Ben-Ami, 2013) is a comprehensive measure originally developed in Israel to assess parent-children relations in the specific context of driving. The scale consists of seven dimensions: Modelling, Feedback, Communication, Monitoring, Messages, Limits, and Non-commitment to Safety. While the original FCRSS examines the young drivers' perception across the seven domains, a version applicable to parents has also been developed by the same authors. The current study investigates the validity and reliability of the FCRSS-Spain for both parents and young drivers. A total of 377 parents (199 fathers and 178 mothers) and 243 of their children (143 daughters and 100 sons) responded to the FCRSS-Spain versions and provided sociodemographic data. In addition, the young drivers completed the Spanish version of the Multidimensional Driving Style Inventory (MDSI-Spain). Results from exploratory structural equation modelling (ESEM) indicate that six out of the seven FCRSS domains were replicable among Spanish drivers. The Messages dimension did not emerge as a consistent factor in the FCRSS for either parents or young drivers. All six factors demonstrated good internal consistency reliability (ordinal alpha coefficients exceeding 0.70), except for Non-commitment to safety. Significant differences were found between mothers and fathers in various FCRSS dimensions in the predicted direction, whereas no significant differences in FCRSS scores were found between young men and young women. As expected, associations were found between parents' scores in various FCRSS dimensions and the reckless, angry, dissociative, anxious, and careful driving styles reported by the young drivers, as well as between young drivers' FCRSS scores and their self-reported reckless, angry, dissociative, anxious, and careful driving styles.

Personalized driving safety: Using telematics to reduce risky driving behaviour among young drivers.

INTRODUCTION: The role of real-time data capture (via telematics technology) is gathering prominence as a strategy to provide feedback to young drivers about important road safety issues. METHOD: A naturalistic driving study was undertaken to determine whether providing personalized feedback (via a smartphone app) to young provisional drivers aged 17-20 years living in metropolitan and regional Western Australia (WA) reduced their risky driving behavior compared to a control group who did not receive feedback. Speeding over the posted speed limit, harsh decelerations (braking), harsh accelerations and overall driving performance, were recorded continuously using the smartphone app during the 11-week study. Four separate Generalised Estimating Equations (GEE) linear regression models were undertaken after accounting for relevant confounders including driving exposure to determine the difference between the intervention and control group for the 4 driving outcomes obtained from the smartphone app. RESULTS: The study found that there was no significant change in overall driving scores between the intervention and control groups (p = 0.35). However, the overall driving score significantly improved by 0.19 points for young provisional drivers who lived in regional areas compared to those in the metropolitan area (p = 0.05) after adjusting for potential confounders. There was also no significant change in harsh braking scores (p = 0.46) and harsh acceleration scores between the intervention and control groups (p = 0.26) However, harsh acceleration scores improved by 0.37 points for females compared to males (p = 0.04). Lastly, there was no significant change in speed scores between the control and intervention groups (p = 0.72). However, the speed scores of participants who lived in regional WA improved by 0.22 points compared to those in the metropolitan area (p = 0.02). Furthermore, for every 1,000 km travelled, speed scores worsened by -0.08 points (p < 0.01) regardless of group. CONCLUSIONS: The study did not find any statistical difference in the driving outcomes examined; however the treatment effects for feedback were consistently in the expected positive direction. Young drivers in regional WA also improved their speeding scores and overall driving performance scores compared to young drivers in the metropolitan area. Females, also significantly improved their harsh deceleration scores compared to males, regardless of group allocation. These results highlight the use of smartphone telematics as an opportunity to not only enhance the safety of provisional young drivers but also provide data-informed decision making and policy development.

Learning With a Supervisor Who has Traffic Offences and Young Driver Crashes: The DRIVE Study 13-Year Follow-Up.

PURPOSE: Young learner drivers commonly must record substantial supervised practice driving before independent licensure. Supervisory driver requirements can be limited or highly regulated, yet research is lacking on the effectiveness of different approaches. The current objective was to explore whether young drivers who were mostly supervised by someone who they perceived had traffic offences versus no offences had different crash records over a period of 13 years postlicensing. METHODS: DRIVE is an Australian prospective cohort study of more than 20,000 drivers who were aged 17-24 years and newly licensed during 2003-2004. They completed detailed baseline questionnaires, including whether the person they identified as supervising their learner driving the most had perceived traffic offences in the past 12 months. Responses were linked to their state crash, hospitalization, and death records to 2016. A parametric survival model was created to calculate hazard ratios of time to crash for those reporting that their supervisor had 0 versus 1 and 0 versus 2+ perceived offences, adjusting for the participants' prior crash history and other covariates. RESULTS: After adjusting for covariates, 369 participants reporting supervisory drivers with 2+ perceived offences, compared to 15,451 participants reporting no such offences, had up to 1.67 (95% confidence interval 1.10-2.53 at 6 months) times the rate of any crash for the first 2.5 years and up to 2.01 (95% confidence interval 1.26-3.19 at 3.5 years) times the rate of crashes resulting in injury for 5.5 years. DISCUSSION: Although overall supervision by a driver with two or more perceived offences was low, further attention is needed to ensure improved supervised driving experiences, with mentoring programs and professional instructor partnerships worthy of exploration.

Targeting young driver emotions can reduce their cellphone distractions.

OBJECTIVE: This study sought to evaluate the relationship between young drivers' intention to engage in cellphone distractions while driving and their emotions towards the associated risks. First, we assessed whether the emotions of guilt, shame, and fear are associated with young drivers' intention to engage in cellphone distractions, through an extended Theory of Planned Behavior (TPB) model. Second, we evaluated whether road signs that may evoke these negative emotions reduce cellphone use intentions among young drivers. METHODS: An online survey was conducted with young drivers (18 to 25 years old) from Ontario, Canada. 403 responses were collected, of which, 99 responses were used to evaluate the first objective and all 403 responses were used to evaluate the second objective. RESULTS: Anticipating feelings of guilt, shame, and fear negatively predicted the intention to engage in cellphone distractions, above and beyond the standard TPB constructs (i.e., attitudes, subjective norms, and perceived behavioral control). When prompted with potentially emotion-evoking road signs (children crossing, my mom/dad works here), an increase in anticipated feelings of these emotions corresponded with lower intention to engage in cellphone distractions. CONCLUSION: Countermeasures that target young driver emotions toward distracted driving risks may be effective in reducing their distraction engagement. Future studies in more controlled environments can investigate causal relationships between emotions and distracted driving among young drivers.

Financial status and travel time to driving schools as barriers to obtaining a young driver license in a state with comprehensive young driver licensing policy.

The highest lifetime risk for a motor vehicle crash is immediately after the point of licensure, with teen drivers most at risk. Comprehensive teen driver licensing policies that require completion of driver education and behind-the-wheel training along with Graduated Driver Licensing (GDL) are associated with lower young driver crash rates early in licensure. We hypothesize that lack of financial resources and travel time to driving schools reduce the likelihood for teens to complete driver training and gain a young driver's license before age 18. We utilize licensing data from the Ohio Bureau of Motor Vehicles on over 35,000 applicants between 15.5 and 25 years old collected between 2017 and 2019. This dataset of driving schools is maintained by the Ohio Department of Public Safety and is linked with Census tract-level socioeconomic data from the U.S. Census. Using logit models, we estimate the completion of driver training and license obtainment among young drivers in the Columbus, Ohio metro area. We find that young drivers in lower-income Census tracts have a lower likelihood to complete driver training and get licensed before age 18. As travel time to driving schools increases, teens in wealthier Census tracts are more likely to forgo driver training and licensure than teens in lower-income Census tracts. For jurisdictions aspiring to improve safe driving for young drivers, our findings help shape recommendations on policies to enhance access to driver training and licensure especially among teens living in lower-income Census tracts.

Drive in the Moment: An evaluation of a web-based tool designed to reduce smartphone use among young drivers.

OBJECTIVE: Young drivers are overrepresented in road traffic crashes and fatalities. Distracted driving, including use of a smartphone while driving (SWD), is a major risk factor for crashes for this age group. We evaluated a web-based tool (Drive in the Moment or DITM) designed to reduce SWD among young drivers. METHODS: A pretest-posttest experimental design with a follow-up was used to assess the efficacy of the DITM intervention on SWD intentions and behaviors, and perceived risk (of having a crash and of being apprehended by the police) associated with SWD. One hundred and eighty young drivers (aged 17-25 years old) were randomly assigned to either the DITM intervention or a control group where participants completed an unrelated activity. Self-reported measures of SWD and perceptions of risk were obtained pre-intervention, immediately post-intervention and at a follow-up 25 days after the intervention. RESULTS: Participants who engaged with the DITM showed a significant reduction in the number of times they used their SWD at follow-up compared to their pre-intervention scores. Future intentions to SWD were also reduced from pre-intervention to post-intervention and follow-up. There was also an increase in the perceived risk of SWD following the intervention. CONCLUSIONS: Our evaluation of DITM suggests that the intervention had an impact on reducing SWD among young drivers. Further research is needed to establish which particular elements of the DITM are associated with reductions in SWD and whether similar findings would be identified in other age groups.

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.

Impulsivity and self-regulation: A dual-process model of risky driving in young drivers in Iran.

The dual-process model of risky driving (Lazuras, Rowe, Poulter, Powell, & Ypsilanti, 2019) suggested that regulatory processes mediate the effect of impulsivity on risky driving. The current study aimed to examine the cross-cultural generalisability of this model to Iranian drivers, who are from a country with a markedly higher rate of traffic collisions. We sampled 458 Iranian drivers aged 18 to 25 using an online survey measuring impulsive processes including impulsivity, normlessness and sensation-seeking, and regulatory processes comprising emotion-regulation, trait self-regulation, driving self-regulation, executive functions, reflective functioning and attitudes toward driving. In addition, we used the Driver Behaviour Questionnaire to measure driving violations and errors. Executive functions and driving self-regulation mediated the effect of attention impulsivity on driving errors. Executive functions, reflective functioning, and driving self-regulation mediated the relationship between motor impulsivity and driving errors. Finally, attitudes toward driving safety significantly mediated the relationship of both normlessness and sensation-seeking with driving violations. These results support the mediatory role of cognitive and self-regulatory capacities in the connection between impulsive processes and driving errors and violations. Overall, the present study confirmed the validity of the dual-process model of risky driving in a sample of young drivers in Iran. Implications for educating drivers and implementing policies and interventions based on this model are discussed.

Normative influences on young drivers' illegal smartphone use: Applying an extended Theory of Normative Social Behaviour.

In the 12 months to November 2021, 19 % of the people killed on Australian roads were aged between 17 and 25 years, despite this age group making up just 12 % of the driving population. A substantial number of these crashes resulted from smartphone use. It is widely accepted that norms influence young drivers' smartphone use; however, there is a dearth of research investigating how different norms interact to influence this behaviour. The current survey study (N = 137) applied an extended Theory of Normative Social Behaviour (TNSB) to investigate illegal smartphone use among young drivers. The original TNSB model proposes that injunctive norm (i.e., perceived societal approval), outcome expectancies, and group identity each moderate the relationship between descriptive norm and behavioural intention. The current study added subjective norm (i.e., perceived approval from important others) to the model. Moderation analyses found that only subjective norm moderated the relationship between descriptive norm and behavioural intention, whereas subjective norm, injunctive norm, and outcome expectancies each partially mediated this relationship. These findings provided partial support for the TNSB. They highlighted the influence of a range of norms on young drivers' smartphone use (i.e., descriptive norm, subjective norm, and injunctive norm) and, in particular, the influence of subjective norm in this context. It also highlights the importance of investigating how norms interact with each other to influence the relationship between descriptive norm and behavioural intention. In accordance with these findings, future public education messages should challenge normative influences, and subjective norm in particular, on young drivers' smartphone use.

Young drivers and smartphone use: The impact of legal and non-legal deterrents.

INTRODUCTION: Young drivers continue to be overrepresented in road crash statistics and smartphone use has been identified as a dangerous form of driver distraction. Previous research has identified factors encouraging drivers to use their mobile phone, with few examining what deters drivers. This study examines the influence of legal and non-legal deterrents on smartphone use while driving (SWD) in a young adult sample. METHOD: An online survey was administered to a sample of 524 Australian drivers aged 17-25 years. Measures included demographic variables, legal deterrents (certainty, severity, and swiftness), and non-legal deterrents: social loss (peers and parents), internal loss (anticipated regret) and physical loss (injury to self/others). Self-reported SWD was the outcome variable, measured separately for initiating SWD and responding SWD behaviors. RESULTS: Responding behaviors were reported more frequently than initiating, and social, internal, and physical loss were perceived as higher for initiating versus responding behaviors. Anticipated action regret and physical loss were significant negative predictors of SWD across both modalities of communication. Anticipated inaction regret was also a significant positive predictor of initiating behaviors. Both legal deterrents and social loss were non-significant predictors for both modalities of SWD. CONCLUSIONS: The results reinforce previous evidence showing that legal deterrence variables are not consistently effective at reducing offending behaviors. Future research should continue to explore the effect of non-legal deterrents across different modalities of SWD. PRACTICAL APPLICATIONS: Road safety interventions aimed at young drivers should evaluate the impact of highlighting anticipated regret and potential injury to self and others associated with risky driving behaviors, such as SWD.

Effectiveness of implementing a Graduated Driver Licensing (GDL) law among young Serbian drivers.

INTRODUCTION: Young novice drivers have higher rates of engagement in road crashes worldwide, often owing to unfavorable attitudes toward road safety or lack of knowledge, experience, and risk consciousness. However, the implementation of graduated driver licensing (GDL) systems has proven effective in reducing the high incidence of young drivers involved in crashes. METHOD: The purpose of this study was to compare the change in driving outcomes (e.g., attitudes toward traffic safety, behavior patterns while driving, risk assessment in traffic, assessment of personal driving skills, and involvement in traffic crashes) of young drivers prior to and following the implementation of a GDL law. Respondents (n = 642) completed a battery of questions, including a driver attitudes questionnaire (Behaviour of Young Novice Drivers Scale), a self-assessed driving ability questionnaire, and a risk perception questionnaire. Of the total sample size, 324 drivers passed the old system of training driver's license candidates, and 318 drivers passed the new GDL system. RESULTS: The results showed that drivers licensed with GDL reported safer attitudes toward traffic rule violations and speed, and higher levels of safety orientation with regard to their driving abilities. They also reported much higher levels of risk perception and lower exposure to risky situations (risky driving exposure). There were no differences between GDL drivers and non-GDL drivers in terms of self-reported crashes or transient or fixed violations. In addition, GDL was not related to the number of traffic crashes, the number of fatalities, or serious and slight injuries in crashes involving young drivers in crashes obtained from official records. CONCLUSIONS: The results suggest that GDL contributed to the improvement of drivers' attitudes and understanding of risk but did not contribute to significant changes in the behavior of young drivers and traffic crashes. In addition, the GDL program in Serbia only ranks fair on the Insurance Institute for Highway Safety (IIHS) scale. Strengthening the GDL program in Serbia with additional components in line with GDL programs rated as good by the IIHS scale could improve the safety of young and novice drivers in traffic.

Identifying community-level disparities in access to driver education and training: Toward a definition of driver training deserts.

OBJECTIVE: Obtaining a license may be challenging for teens due to access to driving instruction; in some states, behind-the-wheel (BTW) instruction is required to secure a license before age 18. We investigate spatial accessibility to BTW centers, and how this geographic distribution intersects with metrics of social disparity at the metropolitan level, toward identifying Driver Training Deserts (DTDs): geographic areas of disconnection to driver training. METHODS: For the Columbus OH region, we collect socioeconomic variables at the Census tract unit of analysis and geocoded locations of public and private BTW training centers and estimate travel time to the nearest BTW training center. We define travel time as either the mean or the maximum travel time to BTW centers across all 1 km × 1 km grid cells within a Census tract. We employ spatial statistical approaches, including homogeneous/inhomogeneous K functions, to determine whether BTW training centers are clustered. Next, we define DTDs as Census tracts with a poverty rate and travel time to BTW centers larger than the 75th percentile values across the region. RESULTS: BTW training centers are spatially clustered across the region; the magnitude of this clustering is so great that BTW centers exhibit statistically significant patterns of clustering, even when considering the underlying spatial distribution of socio-economic characteristics. We find that 11-27 Census tracts are identified as DTDs depending on the definition of travel time. DTDs contain a disproportionate percent of the high poverty population (8.7-23.5%) and, depending on the definition of travel time, a disproportionately large African American population. CONCLUSIONS: Methodologically, defining DTDs necessitates a fine-grained spatial approach as suburban and rural Census tracts tend to be large and thus can be poorly represented by travel times averaged over the Census tract. Defining DTDs as a measure of individual-specific variables - income and impedance - allows DTDs to be addressed with policy interventions. The findings motivate future research correlating DTDs with licensure rates, enrollment in driver training, and safe driving outcomes to understand if DTDs can help explain health equity outcomes related to young driver safety.

Negative mood mind wandering and unsafe driving in young male drivers.

OBJECTIVE: Road traffic crash fatalities disproportionately affect young male drivers. Driver distraction is a leading contributor to crashes. Mind wandering (MW) is a prevalent form of driver distraction that is linked to certain unsafe driving behaviours that are associated with increased crash risk (e.g., faster driving). Negative mood can lead to MW, and thus may represent a causal pathway to MW-related unsafe driving. This preliminary pre-post (T1, T2), randomized, controlled, single-blinded experiment tested whether negative mood, compared to neutral mood, increases MW while driving as well as unsafe driving and emotional arousal during MW. It also tested the moderating contribution of trait rumination and inhibitory control to this proposed causal pathway. METHODS: Forty healthy male drivers aged 20 to 24 were randomly allocated to a negative or neutral mood manipulation involving deception. Individual differences in trait rumination and inhibitory control were measured at T1. At T1 and T2, participants drove in a driving simulator measuring driving speed, headway distance, steering behaviour, and overtaking. Heart rate and thought probes during simulation measured emotional arousal and MW, respectively. RESULTS: Negative mood exposure led to more MW while driving (Odds Ratio = 1.79, p = .022). Trait rumination positively moderated the relationship between negative mood and MW (Odds Ratio = 2.11, p = .002). Negative versus neutral mood exposure led to increases in headway variability (Cohen's d = 1.46, p = .026) and steering reversals (Rate Ratio = 1.33, p = .032) during MW relative to focused driving. Between-group differences in emotional arousal were not significant. CONCLUSION: Results support a causal pathway from negative mood to unsafe driving via MW, including the moderating contribution of trait rumination. If replicated, these preliminary findings may inform the development of interventions targeting this potential crash-risk pathway in vulnerable young driver subgroups.

ADHD and dangerous driving in emerging adults: The moderating role of family climate for road safety.

Dangerous driving accounts for 95% of driving fatalities among emerging adults. Emerging adult drivers exhibiting symptoms of Attention-Deficit/Hyperactivity Disorder (ADHD) are at greater risk for motor vehicle crashes and engaging in unsafe driving practices; however, not all individuals with ADHD symptoms exhibit such risk. Several studies have found that drivers' perceptions of their family's values and priorities related to driving practices predict driving outcomes among emerging adults; these factors have not been examined in the context of ADHD symptomology. We examined family climate for road safety as a moderator of ADHD symptoms and dangerous driving behaviors in a sample of college students. A total of 4,392 participants completed surveys measuring self-reported ADHD symptoms, dangerous driving behavior, and family climate for road safety. Results indicated that higher levels of parental feedback weakened the relation between ADHD symptoms and aggressive driving; higher levels of parental monitoring strengthened this relationship. Higher levels of parental monitoring strengthened the association between ADHD symptoms and negative emotion while driving. When participants perceived their parents as having high levels of noncommitment to road safety, the association between ADHD symptoms and self-reported risky driving increased. Higher levels of open communication about unsafe driving attenuated the relation between ADHD and risky driving. Overall, some but not all components of family climate for road safety appear to affect the relation between ADHD symptoms and dangerous driving in the expected direction.

Unlicensed driving among young drivers in North Carolina: a quasi-induced exposure analysis.

BACKGROUND: Little is known about the prevalence of driving among teenagers who have not yet obtained a license. The primary objective of the present study was to estimate the prevalence of unlicensed driving among young drivers using the quasi-induced exposure (QIE) approach and to determine whether unlicensed driving was more common among minority and lower-income teenagers. Additionally, we examined whether unlicensed driving among adolescents increased following the implementation of a graduated driver licensing (GDL) system and whether GDL differentially affected minority and low-income adolescents. METHODS: Using North Carolina crash and driver license data, we identified 90,267 two-vehicle crashes from 1991 through 2016 where only one driver was considered contributory and the non-contributory driver was a White or Black 16 or 17 years old. In the QIE approach, these non-contributory young drivers are assumed to be representative of all adolescents driving in the state during this time period. The prevalence of unlicensed driving among adolescents by age and year was estimated by identifying the proportion of non-contributory drivers who had never been licensed by the time of their involvement in these two-vehicle crashes. We further conducted logistic regression analyses to examine the likelihood of a non-contributory young driver being unlicensed as a function of race, neighborhood income level, and licensing era (prior to or after GDL was implemented). RESULTS: During the 26 years for which data were available, the mean annual prevalence of unlicensed driving was 1.2% for 16-year-olds and 1.7% among 17-year-olds. Young Black drivers and individuals living in lower-income neighborhoods were somewhat more likely to drive before obtaining a license, but the rates of unlicensed driving among these groups were also quite low. Unlicensed driving increased slightly for 17-year-olds following the implementation of GDL, but returned to previous levels after a few years. CONCLUSION: Unlicensed driving among adolescents in North Carolina is substantially less common than suggested by previous self-report studies and analyses of fatal crash data.

Peer pressure and risky driving: Development of a new scale.

INTRODUCTION: Peer pressure is a main factor influencing risky driving behavior in young people. Most empirical studies have focused either on direct or indirect peer pressure, and comprehensive measures assessing both are currently lacking. The present study aimed at developing and validating a scale to examine the influence of different types of peer pressure on risky driving in young drivers: the Peer Pressure on Risky Driving Scale (PPRDS). METHOD: Scale construction and assessment of its psychometric properties involved four phases: item development, assessment of content validity by expert reviewers, pre-testing of the scale and evaluation of psychometric properties of the final version in a sample of 773 young drivers aged 18-29. RESULTS: Confirmatory factor analysis supported a three-factor structure that reflected the multifaceted definition of peer pressure on risky driving in the immediate driving context: risk-encouraging direct peer pressure; risk-discouraging direct peer pressure, and indirect pressure. The three factor scales showed good internal consistency and construct reliability, and correlated as expected with self-reported risky driving. Younger drivers (18-24) reported more direct and indirect peer pressure to engage in risky driving. Males indicated more direct peer pressure towards risky driving. Finally, interaction effects between age and sex were observed. Young male drivers reported the greatest direct peer pressure and adult female drivers the lowest direct peer pressure. CONCLUSIONS: The 23-item PPRDS scale has good psychometric properties and provides a useful tool for assessing different forms of peer pressure on risky driving. PRACTICAL APPLICATIONS: The PPRDS can be used for evaluating the impact of peer-based education and road safety programs. The scale also provides valuable information for the design of evidence-based intervention.

The impact of descriptive and injunctive norms on engagement in mobile phone use while driving in young drivers: A systematic review.

BACKGROUND/OBJECTIVES: Prior research indicates that younger adults overestimate their peers' engagement in risk-taking behaviours, with these estimates being directly associated with engagement in such behaviours. However, the extent to which younger adults perceive their peers' approval of, and engagement in, road traffic violations (such as mobile phone use while driving) is yet to be clearly identified. Further, the influence of such perceptions on subsequent mobile phone use while driving behaviours remains unclear. Accordingly, the aim of this systematic review was to (a) examine young drivers' perceptions regarding their peers' approval of (injunctive norms), and engagement in (descriptive norms) mobile phone use while driving and (b) to identify whether such perceptions increase young drivers own engagement in the behaviour. METHODS: Studies were eligible for review if they measured (a) perceived social norms (descriptive/injunctive) and (b) the relationship between such norms and mobile phone use while driving in younger adults aged 16-25 years. Searches were conducted in December 2021, using Pubmed, Scopus, Web of Science, and TRID. Five articles were included in the review. RESULTS: Overall, the results indicate that young drivers perceive their peers to engage in mobile phone use while driving on a frequent basis, however they typically believe that their peers disapprove of the behaviour. The majority of studies indicated that descriptive norms were significantly associated with increasing engagement in mobile phone use while driving (including distracted driving behaviours). Finally, the few studies that investigated injunctive norms on mobile phone use while driving indicated positive correlations between perceived peer approval and increasing distracted driving behaviour. DISCUSSION: The findings highlight the importance of social norms in influencing behaviour, indicating that both descriptive and injunctive norms warrant further investigation when examining the impact of peer influences on mobile phone use while driving.