Identifying best practices in a process evaluation of a novice driver education program

Best practice for learning to drive programs should be evidence-based and incorporate the range of lower and higher-order skills outlined in the internationally recognized Goals for Driver Education (GDE) matrix. A set of practices derived from the matrix, together with pertinent adult learning approaches and driving instruction research formed the basis of an evaluation checklist developed to review the Keys2drive program (a national single-session interactive education program for learner drivers in Australia). The checklist criteria consisted of 18 practices, including: having a sound theoretical base; reflecting various GDE components; facilitating parental involvement; provision of feedback; building resilience; use of coaching approaches; commentary driving; self-assessment; understanding of risk factors; and supporting safe vehicle choices and graduated licensing schemes. The program review sought to determine the extent to which Keys2drive is aligned with best practice according to the checklist criteria. Evaluations of driver education programs should recognize that novice drivers, in discussions with their instructors/supervisors, may have differing interpretations and values concerning various GDE goals, such as their awareness of critical risk factors. As a best practice, instructors should be prepared to ask the novice 'How?' and 'Why?' questions relevant to their GDE goal interpretations and values.

Facebook Intrusion as a Mediator Between Positive Capital and General Distress: A Cross-Cultural Study

Background: Social networking sites (SNSs) play an important role in many aspects of life nowadays, and it seems to be crucial to explore their impact on human well-being and functioning. The main aim of the study was to examine the mediating role of Facebook intrusion between positive capital and general distress. Positive capital was considered as comprising self-esteem, ego-resiliency, and self-control, while general distress was seen as having three dimensions: depression, anxiety, and stress. Methods: The sample consisted of N = 4,495 participants (M = 22.96 years, SD = 5.46) from 14 countries: Australia, Cyprus, Greece, Hong Kong, Lithuania, New Zealand, Peru, Poland, Russia, Spain, Turkey, Ukraine, United Kingdom, and United States. We used the following methods: the Facebook Intrusion Questionnaire (FIQ), the Self-Esteem Scale (SES), the Brief Self-Control Scale (SCS), The Ego Resiliency Revised Scale and the Depression, Anxiety, and Stress Scale-21 (DASS-21). Results: We found that Facebook intrusion was a mediator between self-esteem and general distress and between self-control and general distress. Limitations: The present study was based on a cross-sectional study, and the measures used were self-report measures. The majority of the participants were recruited using convenience sampling. Conclusions: The present findings contribute to a better understanding on how the social media have impact on individual mental health. Implications for future studies are discussed.

Driver distraction and inattention in fatal and injury crashes: Findings from in-depth road crash data

Objective: This study investigated the contribution of driver distraction and inattention within fatal and injury crashes using recent in-depth road crash investigation data. To assist in developing system-based solutions, this study also examined the wider context in which inattention-related crashes occurred and the characteristics of inattentive drivers. Methods: The sample included in-depth crash data from 186 fatal and injury crashes in South Australia investigated from 2014 to 2018. Crash case notes were reviewed to determine whether there was evidence that attentional failures contributed to the crash. Using an adapted taxonomy of inattention, 5 subtypes of driver inattention were defined: Misprioritized attention, neglected attention, cursory attention, diverted attention (distraction), and unspecified inattention. The characteristics of inattention crashes were also compared with those for non-inattention-related crashes. Results: Of the 160 crashes for which there was sufficient information to determine whether inattention was a factor, 31.3% showed evidence of driver inattention contributing to the crash. The most common subtypes of inattention were distraction (13.8% of all crashes) and driver misprioritized attention (8.1%). The distraction-related crashes included a variety of different distractions, the majority of which were not technology based (e.g., passenger interaction, searching for/adjusting objects, emotional stress, other road users), with those located in-vehicle the most prevalent. Distraction from mobile phone use was identified in 2.5% of all crashes. The majority of distractions were cognitive (64%) and voluntary (77%) in nature. Inattention crashes were most likely to involve right turn/angle or rear-end crash types and occur at intersections, in metropolitan areas, and in lower speed zones. Conclusions: The findings established that almost a third of fatal and injury crashes involved driver inattention and distraction and many of these could have been prevented. System-wide solutions that could mitigate or prevent distraction crashes include intervening vehicle safety technologies, infrastructure solutions to promote a forgiving road environment, blocking capabilities within technologies to prevent communications while driving, and interventions communicating the risks associated with inattention. Of significance, this study also demonstrated the importance of in-depth data for understanding the contribution of distraction and inattention errors in crash causation.

Understanding the context of alcohol impaired driving for fatal crash-involved drivers: A descriptive case analysis

OBJECTIVE

The objective of this study was to understand the social context and circumstances surrounding alcohol-impaired driving prior to fatal crash involvement for drivers with an illegal blood alcohol concentration (BAC ≥ 0.05 g/100 ml or 0.00 g/100 ml for restricted license holders).

METHODS

Coroners' case reports investigating fatal crashes in South Australia over a 3-year period (2008-2010) were examined. The personal and crash characteristics of drivers with an illegal BAC were compared with those who had a legal BAC. For each driver with an illegal BAC, information was recorded including characteristics of last trip, location and social context of alcohol consumption, quantity and type of alcohol consumed, BAC level, presence of drugs, perceived alcohol intoxication, and alcohol dependence. Official traffic offense records were also obtained.

RESULTS

Of the 284 fatal crashes included in the study, 34% (n = 95) involved a driver or rider with an illegal BAC. Prior to the crash, alcohol was most frequently consumed by drivers in rural areas, within private homes, and was part of normal social activities. Drivers recorded a high level of alcohol impairment, with a mean BAC of 0.173 g/100 ml and a level of alcohol dependence that was above the Australian national average (7.4 vs. 3.9%). In addition, 23% of drivers were known to be experiencing psychological stress at the time of the crash. The results also confirm that drink driving recidivism continues to be a significant problem, with 44% of drivers recording at least one prior alcohol driving offense.

CONCLUSIONS

Alcohol-impaired driving continues to be a leading cause of fatal crashes. The popularity of drinking at home, particularly in rural areas, has implications for police enforcement strategies and suggests that drink driving interventions that focus on community values and looking after friends might be beneficial. Importantly, the study highlights the need for a broader holistic approach to reduce the high levels of alcohol consumption and alcohol dependence underlying drink driving behavior.

The relative contribution of system failures and extreme behaviour in South Australian crashes

Within the road system, there are compliant road users who may make an error that leads to a crash, resulting in a 'system failure', and there are also road users who deliberately take risks and display dangerous or 'extreme' behaviours that lead to a crash. Crashes resulting from system failures can be addressed through improvements to road system design more readily than crashes resulting from extreme behaviours. The classification of crash causation in terms of system failures or extreme behaviour is important for determining the extent to which a Safe System approach (i.e. improvements to road system design to serve compliant road users) is capable of reducing the number of crashes. This study examined the relative contribution of system failures and extreme behaviour in South Australian crashes as identified from information in Coroner's investigation files and in-depth crash investigations conducted by the Centre for Automotive Safety Research (CASR). The analysis of 189 fatal crashes, 272 non-fatal metropolitan injury crashes and 181 non-fatal rural crashes indicated that very few non-fatal crashes (3% metropolitan, 9% rural) involved extreme behaviour by road users and, even in fatal crashes, the majority (54%) were the result of system failures. Fatal crashes resulting from system failures were more likely than those resulting from extreme behaviour to occur during the day, on weekdays, in rural areas and on roads with high speed limits. Findings from the current study suggest that improvements to the road transport system (i.e. forgiving road infrastructure, appropriate speed limits, and safe vehicle design) can be expected to be much more effective in reducing crashes than concentrating on preventing extreme behaviours. Such a strategy could reduce the incidence and severity of a large proportion of crashes in South Australia.