Carrying passengers as a risk factor for crashes fatal to 16- and 17-year-old drivers

Neural correlates associated with conformity in adolescent and young adult men

Social influence affects us throughout our lives, shaping our attitudes, behaviors, and preferences. Thus, the current study aimed to examine whether key age groups (adolescence versus young adulthood) were associated with differences in neural correlates associated with processing social feedback and conformity (i.e., conflict detection, positive valuation, and mentalizing) among young men. We recruited 153 participants across 5 studies, who completed a social influence task during an fMRI scan. Overall, participants were more likely to conform by changing their ratings when misaligned with others, and adolescents were more likely to conform when misaligned (compared to aligned) with others compared to young adults. Further, we found that adolescents showed increased activity in mentalizing (TPJ, dmPFC) and positive valuation regions (VS, vmPFC), compared to young adults, in response to misalignment with others. In contrast, young adults showed increased activity in conflict detection regions (AI, dACC) when exposed to feedback that they were misaligned with others and when conforming to that feedback. Overall, our results offer initial evidence that adolescent and young adult men engage different neural processes when they find out they are misaligned with others and when conforming to the recommendations of others, and this difference appears to track with brain responses in conflict detection, mentalizing and value regions. DATA STATEMENT: Raw data and analysis codes are available upon request.

The prevalence and excess mortality risk of driving with children

INTRODUCTION

The presence of passengers can affect the driving behavior of motor-vehicle operators. Child passengers present unique motivations to drive more safely, as well as opportunities to distract drivers. Because motor-vehicle crashes are an important cause of premature childhood mortality, this study assesses whether adult drivers with child passengers are more or less likely to cause a fatal crash.

METHOD

Data include fatal crashes involving one or two vehicles from 2007 to 2017 in the U.S. Fatality Analysis Reporting System. We apply methods developed by Levitt and Porter (2001) and Dunn and Tefft (2020) -the LPDT approach- to estimate the risk that adult drivers (21 years or older) with at least one child passenger (15 year or younger) cause a fatal crash relative to adults without child passengers.

RESULTS

Childhood crash exposure when traveling with an adult driver is low: 0.78% of vehicle miles traveled by adults included a child passenger. Nevertheless, adult drivers with child passengers were significantly more likely to cause a fatal crash than adult drivers without child passengers. The estimated risk of causing a single-vehicle crash was 6.2 times higher among the full sample of adults, 7.2 times higher among female drivers, and 5.0 times higher among drivers 25-44 years old.

CONCLUSIONS

Despite their relatively low crash exposure, child passengers are associated with much greater risk of causing a fatal crash.

PRACTICAL APPLICATIONS

This study not only informs about the need to develop interventions to remind parents and adult drivers of the risks associated with driving children, but also reminds researchers about the enormous potential of the LPDT approach when applied to traffic safety issues.

The Prevalence of Several Risky Driving Behaviors and Associated Crash Risk in Adolescent: A Population-Based Study of Tuscany Region

Objectives: To evaluate the prevalence of numerous risky driving behaviors (RDBs) and the associated risk of road traffic accidents (RTA) in a population-based sample of adolescent drivers (14–19 years) of Tuscany, Italy.

Methods: The frequency of participation -by age and sex- often RDBs were investigated: Multivariable analyses were performed to evaluate the association between RDBs and the risk of RTA and severe RTA.

Results: 2,737 adolescents were included in the study. Talking to passenger(s), listening to loud music, speeding, and texting showed the highest weekly participation rates. For all the considered RDBs, the frequency of participation significantly increased with age. Males reported a significantly higher participation in speeding, DUI of alcohol or drugs; while females reported listening to loud music and talking to passenger(s) more frequently. All the considered RDBs were significantly associated with the risk of RTA and severe RTA.

Conclusion: The prevalence of RDBs and the associated risk of RTA largely varied in adolescents. Findings provide evidence for tailoring prevention interventions and suggest the need to include common- but traditionally overlooked- RDBs in road safety campaigns.

Carrying a passenger and relaxation before driving: Classification of young drivers' physiological activation

Drivers are often held responsible for road crashes. Previous research has shown that stressors such as carrying passengers in the vehicle can be a source of accidents for young drivers. To mitigate this problem, this study investigated whether the presence of a passenger behind the wheel can be predicted using machine learning, based on physiological signals. It also addresses the question whether relaxation before driving can positively influence the driver's state and help controlling the potential negative consequences of stressors. Sixty young participants completed a 10‐min driving simulator session, either alone or with a passenger. Before their driving session, participants spent 10 min relaxing or listening to an audiobook. Physiological signals were recorded throughout the experiment. Results show that drivers experience a higher increase in skin conductance when driving with a passenger, which can be predicted with 90%‐accuracy by a k‐nearest neighbors classifier. This might be a possible explanation for increased risk taking in this age group. Besides, the practice of relaxation can be predicted with 80% accuracy using a neural network. According to the statistical analysis, the potential beneficial effect of relaxation did not carry out on the driver's physiological state while driving, although machine learning techniques revealed that participants who exercised relaxation before driving could be recognized with 70% accuracy. Analysis of physiological characteristics after classification revealed several relevant physiological indicators associated with the presence of a passenger and relaxation.

Passenger Presence and the Relative Risk of Teen Driver Death

PURPOSE

This study examines the relative risk of death among crash-involved teenage drivers in relation to the number and ages of passengers present.

METHODS

We performed cross-sectional analysis of police-reported crashes in the United States in years 2016-2019 to estimate rate ratios for death among drivers aged 16-17 years by passenger composition (no passengers, one teen, ≥two teens, teens and adults aged 20-34 years, adults aged 20-34 years only, ≥one adult aged 35-64 years). Models were adjusted for confounding and effect modification related to driver, crash, and environmental factors.

RESULTS

Crash-involved teen drivers carrying ≥2 teen passengers were twice as likely to die as teens driving alone. The driver was seven times as likely to die when carrying a mix of teen and young adult passengers compared with teens driving alone. Teen drivers' risk of death was lowest in the presence of an adult passenger aged 35-64 years. Carrying one teen passenger presents greater risk of death than driving alone for male teen drivers but not for females.

DISCUSSION

When teen drivers crash, they are more likely to die if they are carrying teen and/or young adult passengers than if they are driving alone or with a mature adult. The results support the current graduated licensing policies restricting young novice drivers from carrying teenage passengers. Results also help to clarify why previous studies have found that young passengers are associated with increased risk of fatal crashes, but not nonfatal crashes: it appears that passengers may have an effect on crash severity.

Peer presence increases the prosocial behavior of adolescents by speeding the evaluation of outcomes for others

Peer presence can elicit maladaptive adolescent decision-making, potentially by increasing sensitivity to the rewards one receives. It remains unknown whether peer presence also increases adolescents' sensitivity to others' outcomes, which could have an adaptive effect in contexts allowing pro-social behaviors. Here, we combine social utility modeling and real-time decision process modeling to characterize how peer presence alters adolescents' processing of self and other outcomes. We found that adolescents behaved selfishly when privately allocating monetary rewards for themselves and a peer in an incentive-compatible task. In peer presence, however, adolescents became more altruistic. Real-time decision process estimates collected using computer mouse tracking showed that altruistic behavior was associated with relatively earlier influence of peer-outcomes relative to self-outcomes, and that peer presence sped the influence of peer-outcomes without altering the time at which self-outcomes began to influence the decision process. Our results indicate a mechanism through which peer presence prompts greater prosocial behavior by altering how adolescents process prosocial outcomes.

The Effectiveness of Mating Induction on Men's Financial Risk-Taking: Relationship Experience Matters

Substantial evidence from experimental studies has shown that mating motivation increases men's financial risk-taking behaviors. The present study proposed a new moderator, men's past relationship experience, for this well-accepted link between mating motivation and financial risk-taking tendency. Heterosexual young men were randomly assigned to the mating condition and control condition, and they completed a set of financial risk-taking tasks and reported their past relationship experience. A significant main effect of mating motivation and a significant interaction effect between experimental conditions (mating group and control group) and relationship experience emerged, suggesting that mating motivation increased financial risk-taking tendency only among men who have never been committed in a romantic relationship, rather than those who have had such experience. This moderating effect was replicated in two experiments. The present study contributed to the understanding of individual differences in the relationship between mating motivation and male financial risk-taking. The present findings also have important implications for financial industry and gambling companies to better target clients and advertise their high-risk products.

Alcohol-related deaths among young passengers: An analysis of national alcohol-related fatal crashes

INTRODUCTION

There is consensus that riding with an impaired driver (RWI) constitutes a major threat to public health. The aim of this study was to characterize the factors contributing to the motor-vehicle deaths of 15-20 year-old (y/o) passengers that RWI with a peer.

METHOD

Secondary analyses of the 2010-2018 Fatality Analysis Reporting System. 5,673 passengers aged 15-20 y/o killed while riding in passenger cars with a driver aged 21 or older, 3,542 of these drivers also aged 15-20 y/o. Analyses were conducted between October 2019 and December 2020.

RESULTS

Sixty-three percent of the young passengers were killed while riding with a driver 15-20 y/o. Of these drivers, 26.8% had a blood alcohol concentration (BAC) >0.00 g/dL and 77.1% had a BAC ≥0.08 g/dL. Compared with those occurring during the day on weekdays, fatalities of young passengers who RWI with a peer driver with a BAC ≥ 0.08 g/dL often occurred on weekend nights (OR = 8.2) and weekday nights (OR = 5.2), and when the passenger and driver were both male (OR = 1.8). Race/ethnicity was not a significant contributor to RWI fatalities.

CONCLUSIONS

Most 15-20 y/o RWI fatalities occurred on weekends, at night, when the driver was a young peer with a high BAC, and the passenger and driver were male. The high prevalence of fatalities in these high-risk situations suggests that young driver-passenger dynamics may contribute to alcohol-related fatalities. Practical Applications: To curb RWI fatalities among underage passengers, countermeasures should focus not only on underage drinking drivers and riders, but also on drinking drivers of all ages. Prevention should increase focus on situations in which both the young passenger and young driver are males.

Structural anatomy and temporal trends of road accident research: Full-scope analyses of the field

INTRODUCTION

Scholarly research on road accidents over the past 50 years has generated substantial literature. We propose a robust search strategy to retrieve and analyze this literature.

METHOD

Analyses was focused on estimating the size of this literature and examining its intellectual anatomy and temporal trends using bibliometric indicators of its articles.

RESULTS

The size of the literature is estimated to have exceeded N = 25,000 items as of 2020. At the highest level of aggregation, patterns of term co-occurrence in road accident articles point to the presence of six major divisions: (i) law, legislation & road trauma statistics; (ii) vehicular safety technology; (iii) statistical modelling; (iv) driving simulator experiments of driving behavior; (v) driver style and personality (social psychology); and (vi) vehicle crashworthiness and occupant protection division. Analyses identify the emergence of various research clusters and their progress over time along with their respective influential entities. For example, driver injury severity " and crash frequency show distinct characteristics of trending topics, with research activities in those areas notably intensified since 2015 Also, two developing clusters labelled autonomous vehicle and automated vehicle show distinct signs of becoming emerging streams of road accident literature.

CONCLUSIONS

By objectively documenting temporal patterns in the development of the field, these analyses could offer new levels of insight into the intellectual composition of this field, its future directions, and knowledge gaps. Practical Applications: The proposed search strategy can be modified to generate specific subsets of this literature and assist future conventional reviews. The findings of temporal analyses could also be instrumental in informing and enriching literature review sections of original research articles. Analyses of authorships can facilitate collaborations, particularly across various divisions of accident research field.

Trajectories of self-regulatory driving practices: Role of learner phase practice

INTRODUCTION

Previous research suggests that driving practice in diverse contexts may contribute to earlier licensure and improve driving skills among teen drivers. However, few studies have examined the role of practice diversity in driving outcomes post-licensure. Specifically, examining self-regulatory driving practices post-licensure may provide insight into the extent to which teens choose to avoid driving various environments. The current study examined the relationship between learner phase driving practice diversity and teen self-regulatory driving practices over the first six months of licensure.

METHODS

Fifty-six newly licensed 16-year-olds reported pre-licensure practice diversity, driving exposure and, self-regulatory driving practices at three timepoints (within 2 weeks of licensure and at 3 and 6 months post-licensure).

RESULTS

Multi-level models revealed self-regulatory driving practices significantly decreased over the first six months of independent driving. Practice in complex environments (e.g., on a commercial road, on a highway, etc.) was associated with fewer self-regulatory driving practices at baseline. Practice in simple environments (e.g., in a residential area, in a parking lot) was associated with more self-regulatory driving practices at baseline. Practice driving at night and in bad weather conditions predicted greater post-licensure self-regulation of driving in those specific environments.

CONCLUSION

This study reinforces the importance of practice diversity for teens before independent driving, as early practice can have implications for self-regulatory driving practices immediately upon licensure. Future research examining this topic may inform parent-based interventions to maximize teen driver safety during the critical post-licensure period.

The effect of cellphone position on driving and gaze behaviour

Legislation frequently restricts the use of cellphones while driving. Despite this, many people continue to interact with cellphones covertly while driving, typically by concealing their device in their lap. This strategy leads to frequent diversion of the drivers' gaze from the road ahead, potentially reducing their driving performance. To evaluate the influence of cellphone use on driving, 30 participants took part in three randomly ordered 7-min virtual reality driving simulations. In each condition, drivers were presented with either (a) no cellphone, (b) a cellphone fixed to the windscreen, or (c) a cellphone positioned at lap level. Their task was to maintain road position and observe speed limits while answering maths problems (delivered intermittently via 'text message') and searching for external target objects. Outcome measures included speed, lane position standard deviation (LPSD), and fixation behaviour, which were compared between trials. In trials where a cellphone was present, participants shifted fixation more frequently, drove approximately 6 km/h faster, exhibited a lower LPSD and spent more time in the correct lane on the road (compared to the no-cellphone condition; all p < 0.001). Cellphone position influenced eye gaze behaviour, with drivers looking at the cellphone less frequently, and the speedometer more frequently. when the cellphone was in their lap compared to when the cellphone was positioned on the windscreen. Our results are consistent with participants driving more cautiously-checking speed and lane position more frequently-when they have a cellphone in the lap. Real-world driving data would be useful to determine whether this change in driving behaviour we observed is sufficient to offset the increased risk introduced by spending less time looking at the road ahead.

Advancing our understanding of cognitive development and motor vehicle crash risk: A multiverse representation analysis

Neurobiological and cognitive maturational models are the dominant theoretical account of adolescents' risk-taking behavior. Both the protracted development of working memory (WM) through adolescence, as well as individual differences in WM capacity have been theorized to be related to risk-taking behavior, including reckless driving. In a cohort study of 84 adolescent drivers Walshe et al. (2019) found adolescents who crashed had an attenuated trajectory of WM growth compared to adolescent drivers who never reported being in a crash, but observed no difference in WM capacity at baseline. The objectives of this report were to attempt to replicate these associations and to evaluate their robustness using a hybrid multiverse - specification curve analysis approach, henceforth called multiverse representation analysis (MRA). The authors of the original report provided their data: 84 adolescent drivers with annual evaluations of WM and other risk factors from 2005 to 2013, and of driving experiences in 2015. The original analysis was implemented as described in the original report. An MRA approach was used to evaluate the robustness of the association between developmental trajectories of WM and adolescents' risk-taking (indexed by motor vehicle crash involvement) to different reasonable methodological choices. We enumerated 6 reasonable choice points in data processing-analysis configurations: (1) model type: latent growth or multi-level regression, (2) treatment of WM data; (3) which waves are included; (4) covariate treatment; (5) how time is coded; and (6) link function/estimation method: weighted least squares means and variance estimation (WLSMV) with a linear link versus logistic regression with maximum likelihood estimation. This multiverse consists of 96 latent growth models and 18 multi-level regression models.

Alcohol- and speeding-related fatal crashes among novice drivers age 18-20 not fully licensed at the time of the crash

INTRODUCTION

Some teens may intentionally delay their driving licensure until age 18 or later, thereby skipping the learning and driver safety benefits provided by graduated driver licensing (GDL) programs. Delaying driving initiation could elevate teen crash risk once they begin driving. This study compares the prevalence of alcohol use and speeding among individuals aged 18-20 y/o who were not fully licensed drivers (NFLD) at the time of the fatal crash with that of their fully licensed counterparts (FLD).

MATERIALS AND METHODS

Data came from the 2010-2017 Fatality Analysis Reporting System (FARS). Census data were added to measure mean household income at drivers' zip code. Bivariate (chi-square) and logistic regressions were used to assess the likelihood young drivers were alcohol-positive and/or speeding at the time of the crash as a function of drivers' license status, demographic, socioeconomic, and the strength of GDL programs in the state.

RESULTS

Compared with females and White drivers age 18-20 y/o, males, Latino, and Black drivers were more likely to be NFLD at the time of the fatal crash (p < .0001). Living in zip codes with low median household income (p < .001) and the strength of GDL restrictions (p < .0001) were associated with individuals being NFLD at the time of the fatal crash. Alcohol-related fatal crashes were more prevalent among NFLD than FLD (p < .02).

CONCLUSIONS

The study provides indirect evidence suggesting that alcohol use may be more detrimental for NFLD than for FLD.

Expectations of Social Consequences Impact Anticipated Involvement in Health-Risk Behavior During Adolescence

This study examined how individual differences in expectations of social consequences relate to individuals' expected involvement in health-risk behaviors (HRBs). A total of 122 adolescents (aged 11-17) reported their expected involvement in a number of risk behaviors and whether or not they expect to be liked more or less by engaging in the behavior: the expected social benefit. Higher perceived social benefit was associated with higher anticipated involvement in said behavior. This relationship was stronger for adolescents who reported a higher degree of peer victimization, supporting the hypothesis that experiencing victimization increases the social value of peer interactions. Findings suggest that adolescents incorporate expectations of social consequences when making decisions regarding their involvement in HRBs.

Vehicle-Related Flood Fatalities in Texas, 1959–2019

Texas has the highest number of flood fatalities and vehicle-related flood fatalities in the United States. This study provides a detailed analysis of vehicle-related flood fatalities in Texas from 1959 to 2019. The data was compiled from the Storm Data publication maintained by the National Weather Service and includes demographics of the victims, dates, flood types, roadway types, and fatality location. There were 570 vehicle-related flood fatalities during the study period, with almost all fatal accidents resulting in one fatality. These fatalities represent 58% of total flood fatalities. The spatial analysis reveals that most counties with high vehicle-related flood fatalities are clustered in Flash Flood Alley. These counties accounted for over 80% of the fatalities. The annual distribution of these fatalities follows a statistically significant decreasing trend. Monthly distribution of vehicle-related fatalities follows that of rainfall in the Flash Flood Alley, with flash floods causing 61% of all vehicle-related flood fatalities. Night was the time of the day when the most vehicle-related deaths occurred. Males accounted for 63% of the fatalities and the age group of 20–29 was the most affected. The study discusses how the results can be used to increase awareness of flood hazards, used as input into state and regional disaster mitigation plans, and help tailor education and outreach programs.

Peer Influence in Adolescence: Public-Health Implications for COVID-19

The coronavirus disease 2019 (COVID-19) pandemic has resulted in the widespread implementation of social distancing measures. Adhering to social distancing may be particularly challenging for adolescents, for whom interaction with peers is especially important. We argue that young people's capacity to encourage each other to observe social distancing rules should be harnessed.

Risk Taking by Adolescents with Attention-Deficit/Hyperactivity Disorder (ADHD): a Behavioral and Psychophysiological Investigation of Peer Influence

Adolescents with ADHD demonstrate increased risk-taking behavior (RTB) like substance abuse and dangerous traffic conduct. RTB in adolescence is more likely under peer influence. The current investigation (1) tests the hypothesis that adolescents with ADHD are particularly susceptible to such influence and (2) tests whether groups differed in autonomic reactivity to peer influence. Adolescent boys between 12 and 19 years with (n = 81) and without (n = 99) ADHD performed the Balloon Analogue Risk Task twice. In the peer condition, a highly credible virtual peer manipulation that encouraged risk taking was added, in the solo condition this was absent. Autonomic reactivity was indexed by heart rate (HR), pre-ejection period (PEP) and respiratory sinus arrhythmia (RSA). All adolescents engaged in more risk taking in the peer condition relative to solo condition. Autonomic differences between groups were only found on PEP: a stronger sympathetic response to peer influence was observed in typically developing adolescents relative to adolescents with ADHD. Increased physiological stress (as indexed by PEP) in the peer relative to the solo condition predicted peer-induced risk taking in all adolescents. We conclude that susceptibility to peer influence is not exaggerated in ADHD but rather reflects a general tendency of adolescents. As adolescents experiencing peer influence as stressful are most susceptible to peer influence, we suggest that increasing resistance to peer influence may be an important treatment aim for these adolescents specifically.

Amplified Concern for Social Risk in Adolescence: Development and Validation of a New Measure

In adolescence, there is a heightened propensity to take health risks such as smoking, drinking or driving too fast. Another facet of risk taking, social risk, has largely been neglected. A social risk can be defined as any decision or action that could lead to an individual being excluded by their peers, such as appearing different to one’s friends. In the current study, we developed and validated a measure of concern for health and social risk for use in individuals of 11 years and over (N = 1399). Concerns for both health and social risk declined with age, challenging the commonly held stereotype that adolescents are less worried about engaging in risk behaviours, compared with adults. The rate of decline was steeper for social versus health risk behaviours, suggesting that adolescence is a period of heightened concern for social risk. We validated our measure against measures of rejection sensitivity, depression and risk-taking behaviour. Greater concern for social risk was associated with increased sensitivity to rejection and greater depressed mood, and this association was stronger for adolescents compared with adults. We conclude that social risks should be incorporated into future models of risk-taking behaviour, especially when they are pitted against health risks.

Combinations of factors contribute to young driver crashes

INTRODUCTION

Motor-vehicle crashes are a leading cause of death in adolescence and young adults. A multitude of factors, including skill level, inexperience, and risk taking behaviors are associated with young drivers' crashes. This research investigated whether combinations of factors underlie crashes involving young drivers.

METHOD

A retrospective longitudinal study was conducted on population-wide one- and two-car crashes in Great Britain during years 2005-2012 per driver age (17-20, 21-29, 30-39, 40-49) and sex. Reporting officers provided their assessment of the factors contributing to crashes. Principal components analysis was conducted to identify combinations of factors underlying young drivers' crashes. Factor combinations, including challenging driving conditions, risk taking behaviors, and inexperience were implicated in young drivers' crashes.

RESULTS

Combinations of factors reveal new insights into underlying causes of crashes involving young drivers. One combination revealed that slippery roads due to poor weather pose greater risk to young drivers who are inexperienced and likely to exceed the appropriate speed. The findings motivate new policy recommendations, such as educating young drivers about the importance of adjusting their speed to the road conditions.

Characteristics of crashes and injuries among 14 and 15 year old drivers, by rurality

PURPOSE

Motor-vehicle crashes continue to be the leading cause of death for teenagers in the United States. The United States has some of the youngest legal driving ages worldwide. The objective of this study was to determine rates and factors associated with injury crashes among 14- and 15-year-old drivers and how these varied by rurality.

METHODS

Data for this cross-sectional study of 14- and 15-year-old drivers were obtained from the Iowa Department of Transportation from 2001 to 2013. Crash and injury crash rates were calculated by rurality. The relationship between crash and driver factors and injury was assessed using logistic regression.

FINDINGS

Teen drivers, aged 14 and 15 years, had a statewide crash rate of 8 per 1,000 drivers from 2001 to 2013. The majority of crashes occurred in urban areas (51%), followed by in town (29%), remote rural areas (13%), and suburban areas (7%). Crash and injury crash rates increased as level of rurality increased. The odds of an injury crash increased more than 10-fold with the presence of multiple other teens as passengers, compared to no passengers (OR = 10.7, 95% CI: 7.1-16.2).

CONCLUSIONS

Although 14- and 15-year-old drivers in Iowa have either limited unsupervised (school permits) or supervised only driving restrictions, they are overrepresented in terms of crashes and injury crashes. Rural roads and multiple teen passengers are particularly problematic in terms of injury outcomes. Practical applications: Results from this study support passenger restrictions and teen driving interventions designed with a rural focus.

Near crash characteristics among risky drivers using the SHRP2 naturalistic driving study

PROBLEM

Previous research have focused extensively on crashes, however near crashes provide additional data on driver errors leading to critical events as well as evasive maneuvers employed to avoid crashes. The Strategic Highway Research Program 2 (SHRP2) Naturalistic Driving Study contains extensive data on real world driving and offers a reliable methodology to study near crashes. The current study utilized the SHRP2 database to compare the rate and characteristics associated with near crashes among risky drivers.

METHODS

A subset from the SHRP2 database consisting of 4,818 near crashes for teen (16-19 yrs), young adult (20-24 yrs), adult (35-54 yrs), and older (70+ yrs) drivers was used. Near crashes were classified into seven incident types: rear-end, road departure, intersection, head-on, side-swipe, pedestrian/cyclist, and animal. Near crash rates, incident type, secondary tasks, and evasive maneuvers were compared across age groups. For rear-end near crashes, near crash severity, max deceleration, and time-to-collision at braking were compared across age.

RESULTS

Near crash rates significantly decreased with increasing age (p < 0.05). Young drivers exhibited greater rear-end (p < 0.05) and road departure (p < 0.05) near crashes compared to adult and older drivers. Intersection near crashes were the most common incident type among older drivers. Evasive maneuver type did not significantly vary across age groups. Near crashes exhibited a longer time-to-collision at braking (p < 0.01) compared to crashes.

SUMMARY

These data demonstrate increased total near crash rates among young drivers relative to adult and older drivers. Prevalence of specific near crash types also differed across age groups. Timely execution of evasive maneuvers was a distinguishing factor between crashes or near crashes. Practical Applications: These data can be used to develop more targeted driver training programs and help OEMs optimize ADAS to address the most common errors exhibited by risky drivers.

Impacts of graduated driver licensing regulations

We evaluate the impact of the Graduated Driver Licensing (GDL) system introduced in Victoria, Australia as they influence both injury and fatality rates. Since 1990, the Victorian GDL scheme has undergone several modifications including the introduction of new requirements and the stricter enforcement of existing regulations. Our evaluation of the GDL is based on monthly mortality and morbidity data for drivers 18-25 for the period January 2000 to June 2017. We estimate the immediate and long-term impacts of each policy change to the GDL system. Our results indicate that several initiatives in the GDL system have had impacts on both fatalities and injuries requiring hospitalisation when differentiated by gender. In a number of cases we observe that reactions to these measures are common to both genders. These include: the signalling of the proposed GDL changes in the media, the introduction of an extra probationary year for those under 21, the total alcohol ban for the entire probationary period, and limits on peer passengers for the first year. Stricter mobile phone restrictions appear to have had no impact on injuries for either males or females although they were associated with lower fatality rates for both. In addition, we found an indication that in the period prior to the introduction of the mandatory requirement of 120 h supervised driving, there was a rise in male driver injuries possibly caused by a rush of more inexperienced learners to obtain their probationary licence.

Adolescent Brain Development and Progressive Legal Responsibility in the Latin American Context

In this article, we analyze the contributions of neuroscience to the development of the adolescent brain and shed additional light on the minimum age of criminal responsibility in the context of Latin America. In neurobiology, maturity is perceived to be complex because the brain's temporal development process is not uniform across all its regions. This has important consequences for adolescents' behavior; in their search for the acceptance of their peers, they are more vulnerable to pressure and more sensitive to stress than adults. Their affectivity is more unstable, and they show signs of low tolerance to frustration and important emotional reactivity, with a decrease in the capacity to self-regulate. Consequently, risky behavior presents itself more frequently during adolescence, and behaviors that transgress norms and social conventions typically peak between the ages of 17 and 19 years. However, only a small percentage of young offenders escalate their behavior to committing crimes during adulthood. In comparative law, there are considerable differences in Latin American countries' legal dispositions regarding the minimum age of criminal responsibility; Brazil, Costa Rica, and Ecuador regard the age of criminal responsibility to be 12 years, while Argentina accepts this to be 16 years. From a legal viewpoint, however, the debate about the minimum age of criminal responsibility is connected to other circumstances that, because they are still at a developmental stage, are attributed to adolescents' rights in their decision-making and understanding of autonomy (e.g., the minimum ages for voting, alcohol consumption, and medical consent). We argue that research on the development of the adolescent brain does not provide definitive answers about the exact age required for different juridical purposes. Nonetheless, the current state of knowledge does allow for reflection on the development and maturation of adolescents and the implications for considering them criminally responsible. It also validates demands for a system that provides adolescents with greater protection and that favors their healthy integral development. In any case, although a specific minimum age is not evident, this study is disposed not to recommend lowering the age of criminal responsibility, but rather increasing it.

When Do those "Risk-Taking Adolescents" Take Risks? The Combined Effects of Risk Encouragement by Peers, Mild-to-Borderline Intellectual Disability and Sex

Adolescents with mild to borderline intellectual disability (MBID) show more daily life risk taking than typically developing adolescents. To obtain insight in when these "risk-taking adolescents" especially take risks, we investigated main and interaction effects of (a) MBID, (b) sex, and (c) type of peer influence on risk taking. The Balloon Analogue Risk Task (BART) was used as a proxy of real-life risk taking. 356 adolescents (12-19 years, 51.7% MBID, 63.4% boys) were randomly assigned to one of three BART peer-influence conditions: solo (no peers), positive risk encouragement (e.g., 'You are cool if you continue') or negative risk encouragement (e.g., 'You are a softy if you do not continue'). The main finding was that boys with MBID took more risks than typically developing boys in the negative risk encouragement condition. Boys with MBID also took more risks in the negative risk encouragement condition compared to the solo condition, whereas typically developing boys did not. There were no such effects for girls. Surprisingly, boys with MBID took less risks in the solo condition than typically developing boys. We conclude that boys with MBID especially show high risk taking when peers belittle or threat with exclusion from the peer group. Prevention and intervention programs should specifically target boys with MBID to teach them to resist negative risk encouragement by peers.

Self-Control and Crime: Beyond Gottfredson and Hirschi's Theory

Over the past several decades, Gottfredson & Hirschi's (1990) SCT has dominated research on self-control and crime. In this review, I assess the current state of self-control knowledge and encourage the field to move beyond SCT, as its peculiar conceptualization of self-control and causal model presents challenges for integrative scholarship. Drawing heavily on scholarship outside criminology, I clarify the definition of self-control; describe the malleable nature of trait self-control; highlight its situational variability as state self-control; and consider the multiplicity of contextual, situational, and individual factors that affect its operation in relation to crime. This specification of contingencies and the interplay between impulse strength and control efforts in the process of self-control is intended as a springboard for research moving beyond SCT and its key premise that self-control ability is sufficient for explanation. Finally, I address what I see as important areas for further study in light of current knowledge.

Driver education: how effective?

In the early 20th century, the numbers of motor vehicles in use grew rapidly in the USA, Canada, and many European countries. By the 1930s, the number of automobile crashes and the resulting deaths and injuries was a significant problem and various safety organizations tried to address it with education and publicity programs aimed at changing driver behaviour. It is not clear when the high crash risks of young drivers were first identified, but in the early 1930s driver education courses began to be offered in US high schools (feasible because US licensing ages were 16 or younger) and soon such courses were being touted (with no evidence) as 'the most obvious way' to reduce traffic crashes. Over the years many claims were made for the effectiveness of high school driver education, however, it was not until the late 1960s that competent research studies (including randomized control trials) were undertaken. The consistent findings from these studies have been that high school driver education does not reduce crashes. Furthermore, the trained students get their licenses sooner, and because teenagers have very high crash risks, the net result of high school driver education is increased numbers of crashes.

Trajectories of Driving after Drinking among Marijuana-Using Youth in the Emergency Department: Substance Use, Mental Health, and Peer and Parental Influences

Background: The psychosocial correlates and longitudinal trajectories of driving after drinking (DAD) among youth remain understudied in at-risk populations. Objectives: We investigated the relationships of DAD trajectories and negative peer and parental influences, substance use, and mental health among predominantly marijuana-using youth seeking emergency department (ED) treatment. Methods: Data were from a 2-year prospective cohort study of drug-using patients (97.4% used marijuana) ages 14-24 seeking ED care for assault injury, or as part of a non-assaulted comparison group. Validated surveys measured DAD behaviors and correlates at baseline, 6, 12, 18, and 24 months. Latent class growth analysis identified characteristic DAD trajectory groups; baseline predictors were analyzed descriptively and using multinomial logistic regression. Results: Three DAD trajectory groups were identified among driving-age youth (n = 580): no DAD (NDAD; 55.2%), low-steady (LDAD; 29.0%), and high-declining (HDAD; 15.9%). In unadjusted analyses, HDAD youth were older, but otherwise similar to other groups demographically. Compared to NDAD, LDAD and HDAD group members had higher rates of drug and alcohol use disorders (p < .001). Further, HDAD group members had higher rates of anxiety symptoms and were more likely to be diagnosed with PTSD or depression than NDAD or LDAD youth (p < .05). Negative peer and parent influences were significantly higher in progressively more severe trajectory groups (p < .01). Adjusted effects from the multinomial model were analogous for peer and parental influences and substance use disorders, but not mental health. Conclusion: DAD is strongly associated with negative social influences and substance use disorders among marijuana-using youth, reinforcing their importance when developing interventions.

Trends in road transport collision deaths in the Irish paediatric population: a retrospective review of mortality data, 1991-2015

OBJECTIVE

To establish the incidence of road transport collision (RTC) fatalities in the Irish paediatric population, examining trends in fatality rates over a period of 25 years, during which several national road safety interventions were implemented.

STUDY DESIGN

Retrospective review of death registration details of children 0-19 years in Ireland between January 1991 and December 2015. Trends in mortality rates were investigated using average annual per cent change and Poisson regression analysis.

RESULTS

Proportionate RTC mortality, the majority of which occurred on public roads (94.1%, n=1432) increased with age; <0.3% (<1 year), 8.3% (1-14 years) and 18.4% (15-19 years) (2011-2015 average). Over time, rates declined significantly in all age groups; reductions of 79.0% (4.0 to 0.84/100 000, 1-14 years) and 68.4% (15.5 to 4.9/100 000, 15-19 years) resulted in 537 (95% CI 515 to 566) fewer child deaths (1-19 years) over the period 1996-2015. This reduction was evident for both road user types, the greatest decline (84.8%) among pedestrians 1-14 years (2.1 to 0.32/100 000) and the lowest (66.5%) among occupants 15-19 years, the majority of whom were male (12.4 to 4.2/100 000). The rate of decline was greatest during periods coinciding with introduction of targeted interventions. Risk of death in children 1-14 years was halved in the period after 2002 (incidence rate ratio (IRR) 0.52) while in children 15-19 years old, a significantly lower RTC fatality risk was evident after 2006 and 2010 (IRR 0.68 and IRR 0.50).

CONCLUSION

Child and adolescent mortality from RTCs has declined dramatically in Ireland, in excess of reductions in overall paediatric mortality. However, rates remain higher than in other EU countries and further effort is required to reduce the number of deaths further, particularly among adolescent males.

The Teen Driver

For many teenagers, obtaining a driver's license is a rite of passage, conferring the ability to independently travel to school, work, or social events. However, immaturity, inexperience, and risky behavior put newly licensed teen drivers at risk. Motor vehicle crashes are the most common cause of mortality and injury for adolescents and young adults in developed countries. Teen drivers (15-19 years of age) have the highest rate of motor vehicle crashes among all age groups in the United States and contribute disproportionately to traffic fatalities. In addition to the deaths of teen drivers, more than half of 8- to 17-year-old children who die in car crashes are killed as passengers of drivers younger than 20 years of age. This policy statement, in which we update the previous 2006 iteration of this policy statement, is used to reflect new research on the risks faced by teen drivers and offer advice for pediatricians counseling teen drivers and their families.

The influence of bus and taxi drivers' public self-consciousness and social anxiety on aberrant driving behaviors

The study examined how bus and taxi drivers' public self-consciousness interacted with social anxiety to influence their aberrant driving behaviors. Questionnaires were distributed to 331 male and female Taiwanese bus and taxi drivers whose working environment involves frequent and direct interaction with passengers. Questionnaire statements measured drivers' dispositional public self-consciousness and social anxiety, and their intentions and driving behaviors related to speeding, errors and violations. The study utilized a mediating model and path analysis explored causal relationships between the constructs. The study found that both public self-consciousness and social anxiety explained bus drivers' aberrant driving behaviors. Female drivers reported less aberrant driving behaviors than their male counterparts did. Bus drivers reported less aberrant driving behaviors than taxi drivers. Drivers with crash involvement within three years reported higher public self-consciousness than did those without that involvement. The suitable research frameworks, which describe the influence of public self-consciousness and social anxiety on aberrant driving behaviors, fit to bus and taxi drivers are different, so as different to male and female drivers. The study findings suggest bus and taxi driver should receive special training in general attitude as a condition of their employment in order to avoid aggressive behaviors and provide a better and safer service to the public.

Single- and dual-task performance during on-the-road driving at a low and moderate dose of alcohol: A comparison between young novice and more experienced drivers

Driving experience and alcohol are two factors associated with a higher risk of crash involvement in young novice drivers. Driving a car is a complex task involving multiple tasks leading to dividing attention. The aim of this study was to compare the single and combined effects of a low and moderate dose of alcohol on single- and dual-task performance between young novice and more experienced young drivers during actual driving. Nine healthy novice drivers were compared with 9 more experienced drivers in a three-way, placebo-controlled, cross-over study design. Driving performance was measured in actual traffic, with standard deviation of lateral position as the primary outcome variable. Secondary task performance was measured with an auditory word learning test during driving. Results showed that standard deviation of lateral position increased dose-dependently at a blood alcohol concentration (BAC) of 0.2 and 0.5 g/L in both novice and experienced drivers. Secondary task performance was impaired in both groups at a BAC of 0.5 g/L. Furthermore, it was found that driving performance in novice drivers was already impaired at a BAC of 0.2 g/L during dual-task performance. The findings suggest that young inexperienced drivers are especially vulnerable to increased mental load while under the influence of alcohol.

Does Talking on a Cell Phone, With a Passenger, or Dialing Affect Driving Performance? An Updated Systematic Review and Meta-Analysis of Experimental Studies

Objective An up-to-date meta-analysis of experimental research on talking and driving is needed to provide a comprehensive, empirical, and credible basis for policy, legislation, countermeasures, and future research. Background The effects of cell, mobile, and smart phone use on driving safety continues to be a contentious societal issue. Method All available studies that measured the effects of cell phone use on driving were identified through a variety of search methods and databases. A total of 93 studies containing 106 experiments met the inclusion criteria. Coded independent variables included conversation target (handheld, hands-free, and passenger), setting (laboratory, simulation, or on road), and conversation type (natural, cognitive task, and dialing). Coded dependent variables included reaction time, stimulus detection, lane positioning, speed, headway, eye movements, and collisions. Results The overall sample had 4,382 participants, with driver ages ranging from 14 to 84 years ( M = 25.5, SD = 5.2). Conversation on a handheld or hands-free phone resulted in performance costs when compared with baseline driving for reaction time, stimulus detection, and collisions. Passenger conversation had a similar pattern of effect sizes. Dialing while driving had large performance costs for many variables. Conclusion This meta-analysis found that cell phone and passenger conversation produced moderate performance costs. Drivers minimally compensated while conversing on a cell phone by increasing headway or reducing speed. A number of additional meta-analytic questions are discussed. Application The results can be used to guide legislation, policy, countermeasures, and future research.

Brief Report: The Association of Graduated Driver Licensing with Nondriver Transport-related Injuries Among Adolescents

BACKGROUND

As a phased approach to initiating driving, graduated driver licensing restricts driving by young drivers with the aim of reducing crashes. It might increase riding with parents or on buses, which might be safer, or walking or biking, which might be more dangerous. We examined whether it increases nondriver injuries, and whether it reduces total injuries combining drivers and nondrivers.

METHODS

We conducted longitudinal analyses of 1995-2012 traffic injuries from 43 states. Using Poisson mixed regression, we estimated adjusted rate ratios for visible, incapacitating, and fatal injury.

RESULTS

Among 16 year olds, graduated driver licensing was associated with reduced passenger injuries (adjusted rate ratio 0.93, 95% confidence interval: 0.89, 0.97). It was not associated with increased injuries as bus riders, pedestrians, or bicyclists among 16- or 17-year olds. It was associated with a 10% reduction in total injuries among 16-year olds, but not 17-year olds.

CONCLUSION

Graduated driver licensing was associated with reduced passenger injuries and total injuries.

Graduated driver licensing and differential deterrence: The effect of license type on intentions to violate road rules

In keeping with the differential deterrence theory, this article assesses the moderating effect of license type on the relationship between social control and intention to violate road rules. More precisely, the article has two objectives: (1) to assess the effect of license type on intentions to infringe road rules; and (2) to pinpoint mechanisms of social control affecting intentions to violate road rules based on one's type of driver license (a restricted license or a full license). This effect is examined among a sample of 392 young drivers in the province of Quebec, Canada. Drivers taking part in the Graduated Driver Licensing (GDL) program have limited demerit points and there is zero tolerance for drinking-and-driving. Propensity score matching techniques were used to assess the effect of the license type on intentions to violate road rules and on various mechanisms of social control. Regression analyses were then conducted to estimate the moderating effect of license type. Average treatment effects from propensity score matching analyses indicate that respondents with a restricted license have lower levels of intention to infringe road rules. While moral commitment and, to a lesser extent, the perceived risk of arrest are both negatively associated with intentions to violate road rules, the license type moderates the relationship between delinquent peers and intentions to violate road rules. The effect of delinquent peers is reduced among respondents with a restricted driver license. Finally, a diminished capability to resist peer pressure could explain the increased crash risk in months following full licensing.

Hard Braking Events Among Novice Teenage Drivers By Passenger Characteristics

In a naturalistic study of teenage drivers (N = 42) hard braking events of ≤-0.45 g were assessed over the first 6 months of licensure. A total of 1,721 hard braking events were recorded. The video footage of a sample (816) of these events was examined to evaluate validity and reasons for hard braking. Of these, 788 (96.6%) were estimated valid, of which 79.1% were due to driver misjudgment, 10.8% to risky driving behavior, 5.3% to legitimate evasive maneuvers, and 4.8% to distraction. Hard braking events per 10 trips and per 100 miles were compared across passenger characteristics. Hard braking rates per 10 trips among newly licensed teenagers during the first 6 months of licensure were significantly higher when driving with teen passengers and lower with adult passengers than driving alone; rates per 100 miles were lower with adult passengers than with no passengers. Further examination of the results indicates that rates of hard braking with teenage passengers were significantly higher compared with no passengers: 1) for male drivers; 2) during the first month of licensure. The data suggest that that novice teenage driving performance may not be as good or safe when driving alone or with teenage passengers than with adult passengers and provide support for the hypothesis that teenage passengers increase driving risks, particularly during the first month of licensure.

Age-related differences in social influence on risk perception depend on the direction of influence

Adolescents are particularly susceptible to social influence. Here, we investigated the effect of social influence on risk perception in 590 participants aged eight to fifty-nine-years tested in the United Kingdom. Participants rated the riskiness of everyday situations, were then informed about the rating of these situations from a (fictitious) social-influence group consisting of teenagers or adults, and then re-evaluated the situation. Our first aim was to attempt to replicate our previous finding that young adolescents are influenced more by teenagers than by adults. Second, we investigated the social-influence effect when the social-influence group's rating was more, or less, risky than the participants' own risk rating. Younger participants were more strongly influenced by teenagers than by adults, but only when teenagers rated a situation as more risky than did participants. This suggests that stereotypical characteristics of the social-influence group - risk-prone teenagers - interact with social influence on risk perception.

Sex, Drugs, and Reckless Driving

We investigated whether risk-taking measures inadvertently focus on behaviors that are more normative for men, resulting in the overestimation of gender differences. Using a popular measure of risk-taking (Domain-Specific Risk-Taking) in Study 1 ( N = 99), we found that conventionally used behaviors were more normative for men, while, overall, newly developed behaviors were not. In Studies 2 ( N = 114) and 3 ( N = 124), we demonstrate that differences in normativity are reflected in gender differences in self-reported risk-taking, which are dependent on the specific items used. Study 3 further demonstrates that conventional, masculine risk behaviors are perceived as more risky than newly generated, more feminine items, even when risks are matched. We conclude that there is confirmation bias in risk-taking measurement.

Effects of an integrated collision warning system on teenage driver behavior

INTRODUCTION

Crash warning systems have been shown to provide safety benefits, but no studies have examined how teenagers respond. This study sought to find out whether young, inexperienced drivers change behavior in response to warnings.

METHODS

Forty 16-17 year-olds drove an instrumented vehicle equipped with a system that warned for lane departures and potential rear-end and lane change/merge crashes. Participants were randomly assigned to experimental or control groups, and their driving was monitored for 14weeks during 2011-12. For the experimental group, this included a treatment period, when crash alerts were received by drivers, and baseline and post-treatment periods, when warnings were recorded but not received. The control group never received warnings. Data were analyzed to determine whether warnings were associated with changes in driving behavior.

RESULTS

A total of 15,039 trips were analyzed. Lane drifts accounted for 73% of warnings. Forward collision warning rates doubled for all drivers during the treatment period and continued at an increased rate post-treatment. This was likely a result of the fact that, as time went on, all drivers spent more time following vehicles at close distances. Receiving alerts was associated with effects on following and lane-changing behavior, including more time spent following at close distances (17%), fewer lateral drifts (37%) and fewer unsignaled lane changes (80%). Receiving warnings wasn't associated with an increased likelihood of engaging in secondary tasks.

CONCLUSIONS

Warning systems may result in improved lane-keeping and turn-signal behaviors by novice drivers, but there is some indication they may result in more close-following behaviors.

PRACTICAL APPLICATIONS

There is some evidence that lane departure warning may improve turn-signal use for young drivers. While there is no evidence of safety benefits from the other types of warnings, there is some evidence of an increase in close-following behavior but no increase in secondary tasks due to the presence of those capabilities.

Development of a Theoretically Grounded, Web-Based Intervention to Reduce Adolescent Driver Inattention

Motor vehicle crashes are the leading cause of adolescent death. Inattention to the roadway contributes to crash risk and often results from distractions, such as cell phone calls, texting, and peer passengers. We report on the development of a web-based intervention based on the Theory of Planned Behavior that aims to reduce adolescent driver inattention ( Let's Choose Ourselves). In Phase I, we collected qualitative and quantitative data on adolescents' attitudes, perceived behavioral control, and subjective norms about driver inattention through focus groups with newly licensed adolescent drivers. In Phase II, we developed the content in an e-learning delivery system, performed beta- and pilot testing, and made refinements. In Phase III, we conducted a randomized controlled trial to evaluate feasibility. The development of Let's Choose Ourselves provides information for school nurses regarding intervention development strategies as well as promotion of safe adolescent driving by reducing driver inattention.

The Eastern Association for the Surgery of Trauma's Injury Control and Violence Prevention Committee's annual distracted driving outreach event: Evaluating attitude and behavior change in high school students

BACKGROUND

The National Center for Statistics and Analysis reports at least eight deaths and 1,160 daily injuries due to distracted driving (DD) in the United States. Drivers younger than 20 years are most likely to incur a distraction-related fatal crash. We aimed to determine short- and long-term impact of a multimodal educational program including student-developed interventions, simulated driving experiences, and presentations by law enforcement and medical personnel.

METHODS

A single-day program aimed at teen DD prevention was conducted at a high school targeting students aged 15 years to 19 years old. Students were surveyed before, after, and at 6 weeks. We surveyed age, gender, knowledge, and experience regarding DD. Summary statistics were obtained at each survey time point. Bivariate and multivariable analysis were conducted to assess whether change in responses varied over time points. Multivariable models were adjusted for sex and urban and rural driving.

RESULTS

Preintervention, postintervention, and 6-week follow-up surveys were completed by 359, 272 (76%), and 331 (92%) students, respectively. At baseline and 6-week follow-up, the most frequent passenger-reported DD behaviors were cell phone (63% [63% at follow-up) and radio use (61% [63%]). Similarly, the most frequent driver-reported DD behaviors were cell phone (68% [72%]) and radio use (79% [80%]). When students were asked, "How likely are you to use your cell phone while driving?" they answered "never" 35%, 70%, and 46% on the preintervention, postintervention, and 6-week surveys. They were less likely to report consequences to be worse or change in attitude to a great extent at 6 weeks (p < 0.01). Gender and urban or rural driving were not significantly associated with responses.

CONCLUSIONS

While DD education may facilitate short-term knowledge and attitude changes, there appears to be no lasting effect. Research should be focused toward strategies for longer-term impact.

LEVEL OF EVIDENCE

Therapeutic study, level II.

Road trauma among young Australians: Implementing policy to reduce road deaths and serious injury

OBJECTIVE

The objective of this study was to estimate the likely reduction in road trauma associated with the implementation of effective interventions to reduce road trauma among young Australians.

METHODS

A desktop evaluation was conducted to model the likely reduction in road trauma (deaths and serious injuries resulting in hospitalization) among young people aged 17-24 years residing in Queensland, New South Wales, and Victoria. Potential interventions were identified using a rapid literature review and assigned a score based on evidence of effectiveness and implementation feasibility with the 3 highest scoring interventions included in the modeling. Likely reduction in road trauma was estimated by applying the average risk reduction effect sizes for each intervention to baseline risk (passenger or driver death or serious injury per 100,000 population) of road trauma for young Australians. Point estimates were calculated for the potential number of deaths and serious injuries averted in each state and per 100,000 population, with a one-way sensitivity analysis conducted using uncertainty ranges identified.

RESULTS

Peer passenger and night driving restrictions as well as improved vehicle safety measures had the greatest potential to reduce road trauma. Peer passenger restrictions could avert 14 (range: 5-24) and 24 (range: 8-41) hospitalizations per year in Queensland and New South Wales, respectively, and night driving restrictions could avert 17 (range: 7-26), 28 (range: 12-45), and 13 (range: 6-21) hospitalizations annually in Queensland, New South Wales, and Victoria. These interventions reduced fatalities by less than 1 death annually in each state. Improved vehicle safety measures could avert 0-3, 0-4, and 0-3 deaths and 3-91, 4-156, and 2-75 hospitalizations in Queensland, New South Wales, and Victoria.

CONCLUSIONS

Key elements of graduated licensing (peer passenger and night driving restrictions) along with vehicle safety interventions offer modest but practically significant reductions in road trauma for young Australians. State governments need to revise current legislation to ensure that these reductions in road trauma can be realized.

The effects of feedback and incentive-based insurance on driving behaviours: study approach and protocols

Background

Road injury is the leading cause of death for young people, with human error a contributing factor in many crash events. This research is the first experimental study to examine the extent to which direct feedback and incentive-based insurance modifies a driver's behaviour. The study applies in-vehicle telematics and will link the information obtained from the technology directly to personalised safety messaging and personal injury and property damage insurance premiums.

Methods

The study has two stages. The first stage involves laboratory experiments using a state-of-the-art driving simulator. These experiments will test the effects of various monetary incentives on unsafe driving behaviours. The second stage builds on these experiments and involves a randomised control trial to test the effects of both direct feedback (safety messaging) and monetary incentives on driving behaviour.

Discussion

Assuming a positive finding associated with the monetary incentive-based approach, the study will dramatically influence the personal injury and property damage insurance industry. In addition, the findings will also illustrate the role that in-vehicle telematics can play in providing direct feedback to young/novice drivers in relation to their driving behaviours which has the potential to transform road safety.

Estimating young novice drivers' compliance with graduated driver licensing restrictions: A novel approach

OBJECTIVES

Current methods of estimating compliance with graduated driver licensing (GDL) restrictions among young drivers with intermediate driver's licenses-which include surveys, direct observations, and naturalistic studies-cannot sufficiently answer many critical foundational questions: What is the extent of noncompliance among the population of young intermediate drivers? How does compliance change over the course of licensure? How does compliance differ by driver subgroup and in certain driving environments? This article proposes an alternative and complementary approach to estimating population-level compliance with GDL nighttime and passenger restrictions via application of the quasi-induced exposure (QIE) method.

METHODS

The article summarizes the main limitations of previous methods employed to estimate compliance. It then introduces the proposed method of borrowing the fundamental assumption of the QIE method-that young intermediate drivers who are nonresponsible in clean (i.e., one and only one responsible driver) multivehicle crashes are reasonably representative of young intermediate drivers on the road-to estimate population-based compliance. I describe formative work that has been done to ensure this method can be validly applied among young intermediate drivers and provide a practical application of this method: an estimate of compliance with New Jersey's passenger restrictions among 8,006 nonresponsible 17- to 20-year-old intermediate drivers involved in clean 2-vehicle crashes from July 2010 through June 2012.

RESULTS

Over the study period, an estimated 8.4% (95% confidence interval, 7.8%, 9.0%) of intermediate drivers' trips were not in compliance with New Jersey's GDL passenger restriction. These findings were remarkably similar to previous estimates from more resource-intensive naturalistic studies (Goodwin et al. 2006 ; Klauer et al. 2011 ).

CONCLUSION

Studies can practically apply proposed methods to estimate population-level compliance with GDL passenger and night restrictions; examine how compliance varies by relevant driver, vehicle, and environmental factors; and evaluate the implementation of a GDL provision or other intervention aimed at increasing compliance with these restrictions. Important considerations and potential limitations and challenges are discussed.

Crew Resource Management Training and Young Driver Safety

Compared to other age groups, young novice drivers have a higher risk of being involved in road crashes. Recent research has indicated that, depending on certain passenger and driver characteristics, passengers can have either a positive or negative influence on driver behaviour and also that the principles of Crew Resource Management (CRM) training might be beneficial in addressing some of the problems associated with young driver behaviour when in the presence of passengers. This paper describes a program of research that was undertaken in order to investigate the potential application of CRM training principles within young driver training programs in the Australian Capital Territory (ACT), a jurisdiction located in South-East Australia. The findings indicate that the application of CRM principles within young driver training is a viable concept to pursue, and that such interventions have the potential to significantly enhance the positive, and reduce the negative effects of passengers on young driver behaviour. In conclusion to this research, a set of recommendations for the development of an ACT-based trial young driver CRM training program are proposed, and recommendations for further research regarding CRM and driver training are discussed.

Driving Safety

Driving is a common and hazardous activity that is a prominent cause of death worldwide. Driver behavior represents a predominant cause, contributing to over 90% of crashes. In this review, I will focus on how driver behavior influences driving safety by describing the types of crashes and their general causes, the driving process, the perceptual and cognitive characteristics of drivers, and driver types and impairments. Evidence from each of these perspectives suggests that breakdowns of a multilevel control process are the fundamental factors that undermine driving safety. Drivers adapt and drive safely in a broad range of situations but fail when expectations are violated or when feedback is inadequate. The review concludes by considering driving safety from a societal risk management perspective.

"Good Passengers and Not Good Passengers:" Adolescent Drivers' Perceptions About Inattention and Peer Passengers

PURPOSE

The purpose of this qualitative focus group elicitation research study was to explore teen driver perceptions of peer passengers and driver inattention.

DESIGN & METHODS

We utilized focus groups for data collection and content analysis to analyze the data, both of which were guided by the theory of planned behavior. We conducted 7 focus groups with 30 teens, ages 16-18, licensed for ≤1year to examine attitudes, perceived behavioral control, and norms related to driving inattention and peer passengers.

RESULTS

The sample was 50% male, mean age 17.39 (SD 0.52) with mean length of licensure 173.7days (SD 109.2). Three themes emerged: 1) "Good and not good" passengers; 2) Passengers and technology as harmful and helpful; and 3) The driver is in charge.

CONCLUSIONS

While passengers can be a source of distraction, our participants also identified passenger behaviors that reduced risk, such as assistance with technology and guidance for directions.

PRACTICAL IMPLICATIONS

An understanding of teens' perceptions of peer passengers can contribute to the development of effective interventions targeting teen driver inattention. Nurses are well-positioned to contribute to these teen crash prevention efforts.