The Experts below are selected from a list of 11865 Experts worldwide ranked by ideXlab platform
Bridie Scottparker - One of the best experts on this subject based on the ideXlab platform.
-
emotions behaviour and the adolescent Driver a literature review
Transportation Research Part F-traffic Psychology and Behaviour, 2017Co-Authors: Bridie ScottparkerAbstract:Abstract Background The intractable global road safety problem of the overrepresentation of Young Drivers in road crashes, despite a plethora of intervention, suggests that innovative approaches to understanding – and thus intervening in – road crash risks is required. The current research recognises that Young Drivers frequently are adolescents, and that adolescence is characterised by rapid physical, psychological, cognitive, and social development, each of which interacts with, contributes to, and is impacted upon by a wealth of negative, neutral and positive moods and emotions. The literature regarding relevant to adolescent Drivers and emotions between 1 January 2005 and 30 September 2015 will be synthesise, in addition to posing future research questions regarding adolescents, emotions, and driving behaviour. Results One hundred and three peer-reviewed articles were identified, and these were summarised within emotions and the adolescent (44 papers); emotions, the adolescent, and driving risks (23 papers); emotions, the adolescent, and risky driving behaviour (30 papers); and emotions, the adolescent, and road safety interventions (6 papers). The findings were synthesised within the context of the characteristics of the adolescent Driver, their emotions, the driving context and their driving behaviour, including a pictorial representation of two temporal models depicting the sequence via which emotions can impact upon adolescent driving behaviour (Path A in which the adolescent Driver experiences emotions after entering the car; Path B in which the adolescent experiences emotions before entering the car). Discussion and implications The relatively recent proliferation of literature pertaining to adolescents, emotions, and their driving behaviour suggests that the breadth of research questions posed in relation to the domains of the adolescent Driver, their emotions, the driving context, and their driving behaviour are timely. Indeed, recent applications of systems thinking within road safety, including Young Driver road safety specifically, maintain that a holistic approach to the understanding of who plays what role in this system that currently contributes to crash risks, and conversely can play a role in effective and efficient intervention, is essential before the real world realisation of a safe road system. Addressing these research questions are fundamental to sustaining progress on the path to Young Driver road crash prevention through a safe Young Driver road safety system.
-
transcultural validation and reliability of the spanish version of the behaviour of Young novice Drivers scale bynds in a colombian Young Driver population
Transportation Research Part F-traffic Psychology and Behaviour, 2017Co-Authors: Oscar Oviedotrespalacios, Bridie ScottparkerAbstract:Abstract The overrepresentation of Young Drivers in road crashes, and the fatalities and injuries arising from those crashes, is an intractable problem around the world. A plethora of research has led to the development and application of a range of research tools, including self-report survey instruments. One such instrument, the five-factor Behaviour of Young Novice Driver Scale (BYNDS), was developed in an Australian Young Driver population, and has recently been validated in a New Zealand Young Driver population. The current study aimed to validate the BYNDS in a Colombian Young Driver population, the first application of the instrument in a developing country. Translation from English to Spanish, and back translation from Spanish to English, in addition to culturally-appropriate modifications (such as changing ‘right hand side’ to ‘left hand side’) resulted in a Spanish version of the BYNDS (BYNDS-Sp). The BYNDS-Sp was administered to a sample of 392 Young Drivers aged 16–24 years ( n = 353 aged 19–24 years) with a valid Driver’s licence. An exploratory factor analysis revealed a six factor structure using 40 of the original 44 BYNDS-Sp items, accounting for 58.5% of the variance in self-reported risky driving behaviour. Ninety-three percent of participants reported having ready access to their own vehicle (42% owned their own vehicle), with Colombian Young Drivers most likely to report driving at night and on the weekend. The majority of participants reported driving in excess of posted speed limits (e.g., only one third of participants reported never driving 10–20 km/h over the speed limit), and driving in response to their mood (e.g., only one third of participants reported they never drove faster if in a bad mood). As such, the BYNDS-Sp can reveal patterns of problematic behaviours (such as risky driving exposure), in addition to specific behaviours of concern (such as carrying passengers at night, and driving when tired), guiding the development and implementation of interventions targeting the risky driving behaviour of Young Drivers in Colombia. In addition, the BYNDS-Sp can be used as a measure of intervention success if used as a baseline and as a follow-up tool. Further research can investigate the utility and applicability of the BYNDS-Sp in other Spanish-speaking countries, such as Spain and Mexico.
-
obstacles to engaging in Young Driver licensing perspectives of parents
Accident Analysis & Prevention, 2017Co-Authors: Sehana Naz, Bridie ScottparkerAbstract:Abstract Introduction Young novice Drivers remain at greater risk of injury and death despite a wealth of interventions including graduated Driver licensing (GDL) programs. The key to implementing safer practices inherent in GDL appears to lie with optimising the role of parents. This qualitative research explored the parent’s perspectives of obstacles to engaging in the Driver licensing process within a GDL program. Parents also shared advice on what they found helpful, and where relevant, recommended changes in the process to enable safer practices for Young Drivers. Method Twenty-three parents (aged 35–60 years, M = 49.52, SD = 8.01, 11 males) participated in semi-structured interviews regarding licensing experiences with their Young Driver children. The Young Drivers included learner ( n = 11), provisional (restricted/intermediate) ( n = 9) and open (unrestricted/full) licence Drivers ( n = 3), ranging from 16 to 24 years ( M = 18.04, SD = 2.21, 13 males). Findings and conclusions Content analysis revealed that most obstacles were encountered at the learner licensing phase, with the parent-reported difficult temperament of the learner Driver the most prominent. Unsurprisingly, advice to other parents to be patient and remain calm featured heavily during the same phase. Anxiety from not having control of the vehicle was another obstacle at the learner phase, translating to anxieties for child safety in the early stages of provisional driving. Recommendations for the current GDL included more rigorous road rule testing, with general support for the program, professional Driver training at learner and provisional stages facilitated parental engagement through the licensing phases. Practical applications The findings overwhelmingly suggest a need for parents to be educated regarding their importance in, and of, the Driver licensing process, and the efficacy of their instruction, content and practices.
-
Young Driver risky behaviour and predictors of crash risk in australia new zealand and colombia same but different
Centre for Accident Research & Road Safety - Qld (CARRS-Q); Faculty of Health; Institute of Health and Biomedical Innovation, 2017Co-Authors: Bridie Scottparker, Oscar OviedotrespalaciosAbstract:Young Drivers remain overrepresented in road crashes around the world, with road injury the leading cause of death among adolescents. In addition, the majority of road traffic crashes, fatalities and injuries occur in low- and middle-income countries. All Young Drivers are at risk due to a breadth of age- and inexperience-related factors; however it is well recognised that Young Drivers may also intentionally engage in risky driving behaviours which increase their crash risk. The aim of this paper is to examine the self-reported risky driving behaviour of Young Drivers in Australia, New Zealand (high-income countries), and Colombia (middle-income country), and to explore the utility of a crash risk assessment model in these three countries. Young Drivers aged 16-25 years completed the Behaviour of Young Novice Drivers Scale (BYNDS), in addition to self-reporting crash involvement and driving offences. A hierarchical segmentation analysis via decision trees was used to study the relationship between self-reported crashes and risky driving. Young Drivers in Colombia reported more risky driving than Young Drivers in New Zealand, and considerably more risky driving than Young Drivers in Australia. Significant differences among and across countries in individual BYNDS items were found, and 23.5% of all participants reported they had been involved in a road crash. Handheld mobile phone usage was the strongest predictor of crashes, followed by driving after drinking alcohol, and carrying friends as passengers. Country of origin predicted mobile phone usage, with New Zealand and Colombia grouped in the same decision tree branch which implies no significant differences in the behaviour between these countries. Despite cultural differences in licensing programs and enforcement, Young Drivers reported engaging in a similar breadth of risky behaviours. Road crashes were explained by mobile phone usage, drink driving and driving with passengers, suggesting interventions should target these three risk factors. Whilst New Zealand and Australia have implemented graduated Driver licensing programs, are geographical neighbours, and are high-income countries, the finding that behaviours of Young Drivers in New Zealand and Colombia were more similar than those of Young Drivers in New Zealand and Australia merits further investigation.
-
a call to improve sampling methodology and reporting in Young novice Driver research
Injury Prevention, 2017Co-Authors: Bridie Scottparker, Teresa SenserrickAbstract:Young Drivers continue to be over-represented in road crash fatalities despite a multitude of research, communication and intervention. Evidence-based improvement depends to a great extent upon research methodology quality and its reporting, with known limitations in the peer-review process. The aim of the current research was to review the scope of research methodologies applied in ‘Young Driver’ and ‘teen Driver’ research and their reporting in four peer-review journals in the field between January 2006 and December 2013. In total, 806 articles were identified and assessed. Reporting omissions included participant gender (11% of papers), response rates (49%), retention rates (39%) and information regarding incentives (44%). Greater breadth and specific improvements in study designs and reporting are thereby identified as a means to further advance the field.
Teresa Senserrick - One of the best experts on this subject based on the ideXlab platform.
-
a call to improve sampling methodology and reporting in Young novice Driver research
Injury Prevention, 2017Co-Authors: Bridie Scottparker, Teresa SenserrickAbstract:Young Drivers continue to be over-represented in road crash fatalities despite a multitude of research, communication and intervention. Evidence-based improvement depends to a great extent upon research methodology quality and its reporting, with known limitations in the peer-review process. The aim of the current research was to review the scope of research methodologies applied in ‘Young Driver’ and ‘teen Driver’ research and their reporting in four peer-review journals in the field between January 2006 and December 2013. In total, 806 articles were identified and assessed. Reporting omissions included participant gender (11% of papers), response rates (49%), retention rates (39%) and information regarding incentives (44%). Greater breadth and specific improvements in study designs and reporting are thereby identified as a means to further advance the field.
-
knowing me knowing you key players and their interactions within the Young Driver road safety system
Safety Science, 2016Co-Authors: Bridie Scottparker, Natassia Goode, Paul M Salmon, Teresa SenserrickAbstract:Young Driver road safety has persisted as a global problem for over 50 years, despite a plethora of interventions. These have emerged from a Driver-centric approach, and as such predominantly focus upon “fixing-the-Driver”. Therefore, interventions such as education target the Young Driver, often without addressing that the Young Driver is just one part of a complex – and much larger – road safety system. An alternative approach with traction in other safety critical, high risk, domains is systems thinking, which recognises there are a multitude of influential actors (e.g., government agencies, community groups) within the broader road safety system that influence Young Driver safety. As a vital component of an application of systems thinking, this paper presents an analysis of the Young Driver road safety ‘system’ (YDRSS) in Queensland, Australia by identifying systems actors, and the actors’ perceived system roles in addition to their relationships with other actors. Interviews were held with 82 participants representing 26 actors (‘organisations’) important in Young Driver road safety. Synthesis of semi-structured interview transcripts revealed some horizontal integration (interaction amongst organisations in the same level) and limited vertical integration (interaction between organisations in lower and higher levels), including some pertinent unidirectional reported interactions. This suggests that the current YDRSS is less than optimal and reveals potential new avenues for intervention through systems thinking – a unique solution to a complex problem.
-
demographic factors associated with pre licensed driving in a nsw Young Driver cohort the drive study
Proceedings of the Australasian road safety research policing and education conference, 2010Co-Authors: Teresa Senserrick, Mark Stevenson, Rebecca Ivers, Soufiane Boufous, H Y Chen, Robyn NortonAbstract:Research on pre-licensed driving (driving before gaining a learner licence) by Australian youth is scarce but suggests it is a high risk activity. This study aimed to explore demographic and behavioural factors associated with self-reported pre-licensed driving among a large sample of New South Wales (NSW) newly-licensed Young Drivers. All Drivers resident in NSW aged 17 -24 years holding a provisional (P1) licence between June 2003 and December 2004 were invited to complete a detailed on-line questionnaire, including items on demographics and driving before gaining a learner licence; therefore a mix of current and retrospective self-reports. Binomial models were developed to calculate relative risk and 95 per cent confidence intervals of pre-licensed driving. Pre-licensed driving was higher among males and rural and regional residents and lower among respondents from moderate socioeconomic status areas, those never married and those born in Asian countries. Other risk behaviours were strongly associated with prelicensed driving, including drink driving, drug driving and a high engagement in risky driving behaviours, high alcohol use, marijuana and other drug use, as well as high sensation seeking. These factors identify important targets for interventions to reduce pre-licensed driving.
-
Young Driver education programs that build resilience have potential to reduce road crashes
Pediatrics, 2009Co-Authors: Teresa Senserrick, Mark Stevenson, Rebecca Ivers, Soufiane Boufous, H Y Chen, Robyn Norton, Eric Van Beurden, Avigdor ZaskAbstract:Abstract OBJECTIVE: The research aimed to explore associations between participation in 2 education programs for school-based learner Drivers and subsequent road traffic offenses and crashes among a large cohort of newly licensed Drivers. METHODS: DRIVE is a prospective cohort study of 20822 first-year Drivers aged 17 to 24 in New South Wales (NSW), Australia. Participants completed a detailed questionnaire and consented to data linkage in 2003–2004. Questionnaire items included year of participation in 2 specific education programs: a 1-day workshop-only program focusing on driving risks (“Driver-focused”) and a whole-of-community program also including a 1-day workshop but also longer term follow-up activities and a broader focus on reducing risk-taking and building resilience (“resilience-focused”). Survey data were subsequently linked to police-reported crash and offense data for 1996–2005. Poisson regression models that adjusted for multiple confounders were created to explore offenses and crashes as a Driver (dichotomized as 0 vs ≥1) after program participation. RESULTS: Offenses did not differ between groups; however, whereas the Driver-focused program was not associated with reduced crash risk, the resilience-focused program was associated with a 44% reduced relative risk for crash (0.56 [95% confidence interval: 0.34–0.93]). CONCLUSIONS: The large effect size observed and complementary findings from a comparable randomized, controlled trial in the United States suggest programs that focus more generally on reducing risks and building resilience have the potential to reduce crashes. A large, representative, randomized, controlled trial is urgently needed to confirm road safety benefits and ensure evidence-based spending and practitioner recommendations in this field.
-
national Young Driver survey teen perspective and experience with factors that affect driving safety
Pediatrics, 2008Co-Authors: Kenneth R Ginsburg, Teresa Senserrick, Michael R. Elliott, Flaura Koplin Winston, Felipe Garciaespana, Sara B Kinsman, Alex D Quistberg, J G RossAbstract:BACKGROUND. Motor vehicle crashes are the leading cause of fatality and acquired disability in adolescents. Young, inexperienced Drivers are overrepresented in crashes. OBJECTIVE. Our goal was to explore the adolescent perspective on driving safety to provide a better understanding of factors that influence safety and teenagers9 exposure to driving hazards. METHODS. Adolescents generated, prioritized, and explained their viewpoint by using the teen-centered method. These viewpoints were obtained from a school-based nationally representative survey of 9th-, 10th-, and 11th-graders (N = 5665) from 68 high schools, conducted in spring 2006, that included teen-generated items. The main outcome measures were rating of risk and prevalence of witnessing driving hazards. RESULTS. Drinking while driving was ranked as the greatest hazard (87% of the respondents reported that it made a lot of difference), although only 12% witnessed it often. Ranked next as dangers while driving were text-messaging, racing, impairment from marijuana, and road rage. Sixty percent viewed inexperience as a significant hazard, although only 15% reported seeing it often. Cell phone use was viewed as a significant hazard by 28%, although 57% witnessed it frequently. Only 10% viewed peer passengers as hazardous, but 64% frequently observed them. Distracting peer behaviors, among other distractions, were viewed as more dangerous. Subpopulations varied in the degree they perceived hazards. For example, black and Hispanic adolescents viewed substance use while driving as less hazardous than did white adolescents but witnessed it more frequently. CONCLUSIONS. Adolescents generally understand the danger of intoxicated driving. However, some groups need to better recognize this hazard. Distractions take teenagers9 focus off the road, but not all are viewed as hazardous. Although inexperience is the key factor that interacts with other conditions to cause crashes, adolescents do not recognize what merits experience. Future research is needed to explore how to help teens become safer Drivers and how to make clinicians, families, and communities more effective in setting, promoting, and monitoring safety standards.
Allison E. Curry - One of the best experts on this subject based on the ideXlab platform.
-
Young Driver Compliance With Graduated Driver Licensing Restrictions Before and After Implementation of a Decal Provision.
Journal of Adolescent Health, 2018Co-Authors: Aimee J. Palumbo, Melissa R. Pfeiffer, Michael R. Elliott, Allison E. CurryAbstract:Abstract Purpose In May 2010, New Jersey implemented the first-in-the-nation decal provision to increase intermediate Drivers' compliance with Graduated Driver Licensing restrictions and ultimately reduce Young Driver crashes. We previously found that the provision was associated with a 9.5% decline in crash rates. This study evaluates whether the decal provision was associated with an increase in compliance with passenger and nighttime restrictions. Methods We analyzed New Jersey Driver licensing and crash data from 2008 through 2012. We used the quasi-induced exposure method to estimate prevalence of noncompliance among 20,593 nonresponsible 17- to 20-year-old intermediate Drivers involved in crashes. Multivariate log-binomial regression models compared the monthly prevalence of noncompliance with restrictions pre and post implementation, adjusted for age, sex, season, and area income and population density. Analyses were conducted in 2016–2017. Results Overall estimated noncompliance with the nighttime restriction was 1.75% before and 1.71% after the decal provision ( p = .83). Noncompliance with the passenger restriction was 8.68% before and 8.31% after ( p = .35). Introduction of the decal provision was not associated with a change in noncompliance rates. Conclusions Compliance rates among New Jersey intermediate Drivers were high both before and after the decal provision. Findings do not suggest that the decline in crash rates following implementation was because of increased compliance with nighttime or passenger driving restrictions. Additional research is needed to understand mechanisms by which decal provisions may reduce Young Driver crashes.
-
Young Driver crash rates by licensing age driving experience and license phase
Accident Analysis & Prevention, 2015Co-Authors: Allison E. Curry, Melissa R. Pfeiffer, Dennis R Durbin, Michael R. ElliottAbstract:BACKGROUND: Few studies have concurrently assessed the influence of age and experience on Young Driver crashes, in particular in the post-Graduated Driver Licensing (GDL) era. Further, little attention is given to the transition from intermediate to full licensure. We examined the independent and joint contributions of licensing age, driving experience, and GDL license phase on crash rates among the population of Young New Jersey (NJ) Drivers. METHODS: From a unique linked database containing licensing and crash data, we selected all Drivers who obtained their NJ intermediate license at 17-20 years old from 2006-2009 (n=410,230). We determined the exact age at which each Driver obtained an intermediate and full license and created distinct, fixed cohorts of Drivers based on their age at intermediate licensure. For each cohort, we calculated and graphed observed monthly crash rates over the first 24 months of licensure. Further, we examined crash rates by age at licensure, driving experience (i.e., time since licensure), and license phase. RESULTS: First-month crash rates were higher among the Youngest Drivers (licensed at 17y0m). Drivers who were licensed later experienced a reduced "steepness" in the slope of their crash rates in the critical initial months of driving, but there did not appear to be any incremental benefit of later licensure once Drivers had six months of driving experience. Further, at each age, those with more driving experience had lower crash rates; however, the benefit of increased experience was greatest for the substantial proportion of teens licensed immediately after becoming eligible (at 17y0m). Finally, independent of age and experience, teen Drivers' crash risk increased substantially at the point of transition to a full license, while Drivers of a similar age who remained in the intermediate phase continued to experience a decline in crash rates. CONCLUSION: Age and driving experience interact to influence crash rates. Further, independent of these two factors, there is an abrupt increase in crash risk at the point of transition from intermediate to full licensure. Future studies should investigate whether this increase is accounted for by a change in driving exposure, driving behaviors, and/or other factors. Language: en
-
Young Driver licensing examination of population level rates using new jersey s state licensing database
Accident Analysis & Prevention, 2015Co-Authors: Allison E. Curry, Melissa R. Pfeiffer, Michael R. Elliott, Dennis R Durbin, Konny H KimAbstract:Recent surveys have provided insight on the primary reasons why US teens delay licensure but are limited in their ability to estimate licensing rates and trends. State administrative licensing data are the ideal source to provide this information but have not yet been analyzed for this purpose. Our objective was to analyze New Jersey's (NJ) licensing database to: (1) describe population-based rates of licensure among 17- to 20-year-olds, overall and by gender and zip code level indicators of household income, population density, and race/ethnicity; and (2) examine recent trends in licensure. We obtained records on all licensed NJ Drivers through June 2012 from the NJ Motor Vehicle Commission's licensing database and determined each Young Driver's age at the time of intermediate and full licensure. Data from the US Census and American Community Survey were used to estimate a fixed cohort of NJ residents who turned 17 years old in 2006-2007 (n=255,833). Licensing data were used to estimate the number of these Drivers who obtained an intermediate license by each month of age (numerators) and, among those who obtained an intermediate license, time to graduation to full licensure. Overall, 40% of NJ residents-and half of those who ultimately obtained a license by age 21-were licensed within a month of NJ's minimum licensing age of 17, 64% by their 18th birthday, and 81% by their 21st birthday. Starkly different patterns of licensure were observed by socioeconomic indicators; for example, 65% of 17-year-olds residing in the highest-income zip codes were licensed in the first month of eligibility compared with 13% of residents living in the lowest-income zip codes. The Younger an individual obtained their intermediate license, the earlier they graduated to a full license. Finally, the rate and timing of licensure in NJ has been relatively stable from 2006 to 2012, with at most a 1-3% point decline in rates. These findings support the growing body of literature suggesting that teens delay licensure primarily for economic reasons and that a substantial proportion of potentially high-risk teens may be obtaining licenses outside the auspices of a graduated Driver licensing system. Finally, our finding of a relatively stable trend in licensure in recent years is in contrast to national-level reports of a substantial decline in licensure rates. Language: en
-
inaccuracy of federal highway administration s licensed Driver data implications on Young Driver trends
Journal of Adolescent Health, 2014Co-Authors: Konny H Kim, Allison E. Curry, Melissa R. PfeifferAbstract:Purpose The Federal Highway Administration (FHWA) collects and publishes annual state-based counts of licensed Drivers, which have been used to estimate per-Driver crash rates and document a decline in Young licensed Drivers. The accuracy of these data has been questioned.
-
statistical implications of using moving violations to determine crash responsibility in Young Driver crashes
Accident Analysis & Prevention, 2014Co-Authors: Allison E. Curry, Melissa R. Pfeiffer, Rachel K Myers, Dennis R Durbin, Michael R. ElliottAbstract:Traditional methods for determining crash responsibility - most commonly moving violation citations - may not accurately characterize at-fault status among crash-involved Drivers given that: (1) issuance may vary by factors that are independent of fault (e.g., Driver age, gender), and (2) these methods do not capture Driver behaviors that are not illegal but still indicative of fault. We examined the statistical implications of using moving violations to determine crash responsibility in Young Driver crashes by comparing it with a method based on crash-contributing Driver actions. We selected all Drivers in police-reported passenger-vehicle crashes (2010-2011) that involved a New Jersey Driver <21 years old (79,485 Drivers
Drivers ≥age 21). For each Driver, crash responsibility was determined from the crash report using two alternative methods: (1) issuance of a moving violation citation; and (2) presence of a Driver action (e.g., failure to yield, inattention). Overall, 18% of crash-involved Drivers were issued a moving violation while 50% had a Driver action. Only 32.2% of Drivers with a Driver action were cited for a moving violation. Further, the likelihood of being cited given the presence of a Driver action was higher among certain Driver subgroups-Younger Drivers, male Drivers, and Drivers in single-vehicle and more severe crashes. Specifically among Young Drivers, those driving at night, carrying peer passengers, and having a suspended or no license were more often cited. Conversely, fatally-injured Drivers were almost never cited. We also demonstrated that using citation data may lead to statistical bias in the characterization of at-fault Drivers and of quasi-induced exposure measures. Studies seeking to accurately determine crash responsibility should thoughtfully consider the potential sources of bias that may result from using legal culpability methods. For many studies, determining Driver responsibility via the identification of Driver actions may yield more accurate characterizations of at-fault Drivers.
Wendy Truman - One of the best experts on this subject based on the ideXlab platform.
-
Young Driver accidents in the uk the influence of age experience and time of day
Accident Analysis & Prevention, 2006Co-Authors: David D Clarke, Patrick Ward, Craig Bartle, Wendy TrumanAbstract:Young Drivers, especially males, have relatively more accidents than other Drivers. Young Driver accidents also have somewhat different characteristics to those of other Drivers; they include single vehicle accidents involving loss of control; excess speed for conditions; accidents during darkness; accidents on single carriageway rural roads; and accidents while making cross-flow turns (i.e. turning right in the UK, equivalent to a left turn in the US and continental Europe). A sample of over 3000 accident cases was considered from midland British police forces, involving Drivers aged 17-25 years, and covering a two year period. Four types of accident were analysed: right-turns; rear-end shunts; loss of control on curves; and accidents in darkness. Loss of control on curves and accidents in darkness were found to be a particular problem for Younger Drivers. It was found that cross-flow turn accidents showed the quickest improvement with increasing Driver experience, whereas accidents occurring in darkness with no street lighting showed the slowest rate of improvement. 'Time of day' analyses suggested that the problems of accidents in darkness are not a matter of visibility, but a consequence of the way Young Drivers use the roads at night. There appears to be a large number of accidents associated with voluntary risk-taking behaviours of Young Drivers in 'recreational' driving.
-
Voluntary risk taking and skill deficits in Young Driver accidents in the UK
Accident Analysis & Prevention, 2005Co-Authors: David D Clarke, Patrick Ward, Wendy TrumanAbstract:Abstract In absolute terms, Young Drivers have three to four times as many accidents per year as older Drivers; and even allowing for their relative numbers in the population, their accident involvement is about 2.5 times higher than older Drivers. A sample of 3437 accident reports was considered, including 1296 in detail, from midland police forces in the UK, involving Drivers aged 17–25, and covering the years 1994–1996 inclusive. Four types of accident were identified as being of particular concern due to their high frequency: ‘cross-flow’-turns; rear-end shunts; loss of control on bends; and accidents in darkness. (The term ‘cross-flow’ is used in relation to turns to denote an intersection accident where a Driver is turning across the path of oncoming traffic, i.e., left turns in the US and continental Europe, but right turns in the UK and other countries where driving on the left side of the road is the norm.) An examination of Driver risk taking behaviours as revealed in police interviews gave an insight into some of the motivational factors underlying Young Driver behaviour. Young Driver accidents of all types are found to be frequently the result of ‘risk taking’ factors as opposed to ‘skill deficit’ factors. It had previously been thought that one of the main problems that Young Drivers have is in the area of specific skills needed in the driving task. However, it appears that a large percentage of their accidents are purely the result of two or three failures resulting from voluntary risk taking behaviour, rather than skill deficits per se. It is shown that specific groups of Young Drivers can even be considered as above average in driving skills, but simultaneously have a higher accident involvement due to their voluntary decisions to take risks.
Michael R. Elliott - One of the best experts on this subject based on the ideXlab platform.
-
Young Driver Compliance With Graduated Driver Licensing Restrictions Before and After Implementation of a Decal Provision.
Journal of Adolescent Health, 2018Co-Authors: Aimee J. Palumbo, Melissa R. Pfeiffer, Michael R. Elliott, Allison E. CurryAbstract:Abstract Purpose In May 2010, New Jersey implemented the first-in-the-nation decal provision to increase intermediate Drivers' compliance with Graduated Driver Licensing restrictions and ultimately reduce Young Driver crashes. We previously found that the provision was associated with a 9.5% decline in crash rates. This study evaluates whether the decal provision was associated with an increase in compliance with passenger and nighttime restrictions. Methods We analyzed New Jersey Driver licensing and crash data from 2008 through 2012. We used the quasi-induced exposure method to estimate prevalence of noncompliance among 20,593 nonresponsible 17- to 20-year-old intermediate Drivers involved in crashes. Multivariate log-binomial regression models compared the monthly prevalence of noncompliance with restrictions pre and post implementation, adjusted for age, sex, season, and area income and population density. Analyses were conducted in 2016–2017. Results Overall estimated noncompliance with the nighttime restriction was 1.75% before and 1.71% after the decal provision ( p = .83). Noncompliance with the passenger restriction was 8.68% before and 8.31% after ( p = .35). Introduction of the decal provision was not associated with a change in noncompliance rates. Conclusions Compliance rates among New Jersey intermediate Drivers were high both before and after the decal provision. Findings do not suggest that the decline in crash rates following implementation was because of increased compliance with nighttime or passenger driving restrictions. Additional research is needed to understand mechanisms by which decal provisions may reduce Young Driver crashes.
-
Young Driver crash rates by licensing age driving experience and license phase
Accident Analysis & Prevention, 2015Co-Authors: Allison E. Curry, Melissa R. Pfeiffer, Dennis R Durbin, Michael R. ElliottAbstract:BACKGROUND: Few studies have concurrently assessed the influence of age and experience on Young Driver crashes, in particular in the post-Graduated Driver Licensing (GDL) era. Further, little attention is given to the transition from intermediate to full licensure. We examined the independent and joint contributions of licensing age, driving experience, and GDL license phase on crash rates among the population of Young New Jersey (NJ) Drivers. METHODS: From a unique linked database containing licensing and crash data, we selected all Drivers who obtained their NJ intermediate license at 17-20 years old from 2006-2009 (n=410,230). We determined the exact age at which each Driver obtained an intermediate and full license and created distinct, fixed cohorts of Drivers based on their age at intermediate licensure. For each cohort, we calculated and graphed observed monthly crash rates over the first 24 months of licensure. Further, we examined crash rates by age at licensure, driving experience (i.e., time since licensure), and license phase. RESULTS: First-month crash rates were higher among the Youngest Drivers (licensed at 17y0m). Drivers who were licensed later experienced a reduced "steepness" in the slope of their crash rates in the critical initial months of driving, but there did not appear to be any incremental benefit of later licensure once Drivers had six months of driving experience. Further, at each age, those with more driving experience had lower crash rates; however, the benefit of increased experience was greatest for the substantial proportion of teens licensed immediately after becoming eligible (at 17y0m). Finally, independent of age and experience, teen Drivers' crash risk increased substantially at the point of transition to a full license, while Drivers of a similar age who remained in the intermediate phase continued to experience a decline in crash rates. CONCLUSION: Age and driving experience interact to influence crash rates. Further, independent of these two factors, there is an abrupt increase in crash risk at the point of transition from intermediate to full licensure. Future studies should investigate whether this increase is accounted for by a change in driving exposure, driving behaviors, and/or other factors. Language: en
-
Young Driver licensing examination of population level rates using new jersey s state licensing database
Accident Analysis & Prevention, 2015Co-Authors: Allison E. Curry, Melissa R. Pfeiffer, Michael R. Elliott, Dennis R Durbin, Konny H KimAbstract:Recent surveys have provided insight on the primary reasons why US teens delay licensure but are limited in their ability to estimate licensing rates and trends. State administrative licensing data are the ideal source to provide this information but have not yet been analyzed for this purpose. Our objective was to analyze New Jersey's (NJ) licensing database to: (1) describe population-based rates of licensure among 17- to 20-year-olds, overall and by gender and zip code level indicators of household income, population density, and race/ethnicity; and (2) examine recent trends in licensure. We obtained records on all licensed NJ Drivers through June 2012 from the NJ Motor Vehicle Commission's licensing database and determined each Young Driver's age at the time of intermediate and full licensure. Data from the US Census and American Community Survey were used to estimate a fixed cohort of NJ residents who turned 17 years old in 2006-2007 (n=255,833). Licensing data were used to estimate the number of these Drivers who obtained an intermediate license by each month of age (numerators) and, among those who obtained an intermediate license, time to graduation to full licensure. Overall, 40% of NJ residents-and half of those who ultimately obtained a license by age 21-were licensed within a month of NJ's minimum licensing age of 17, 64% by their 18th birthday, and 81% by their 21st birthday. Starkly different patterns of licensure were observed by socioeconomic indicators; for example, 65% of 17-year-olds residing in the highest-income zip codes were licensed in the first month of eligibility compared with 13% of residents living in the lowest-income zip codes. The Younger an individual obtained their intermediate license, the earlier they graduated to a full license. Finally, the rate and timing of licensure in NJ has been relatively stable from 2006 to 2012, with at most a 1-3% point decline in rates. These findings support the growing body of literature suggesting that teens delay licensure primarily for economic reasons and that a substantial proportion of potentially high-risk teens may be obtaining licenses outside the auspices of a graduated Driver licensing system. Finally, our finding of a relatively stable trend in licensure in recent years is in contrast to national-level reports of a substantial decline in licensure rates. Language: en
-
statistical implications of using moving violations to determine crash responsibility in Young Driver crashes
Accident Analysis & Prevention, 2014Co-Authors: Allison E. Curry, Melissa R. Pfeiffer, Rachel K Myers, Dennis R Durbin, Michael R. ElliottAbstract:Traditional methods for determining crash responsibility - most commonly moving violation citations - may not accurately characterize at-fault status among crash-involved Drivers given that: (1) issuance may vary by factors that are independent of fault (e.g., Driver age, gender), and (2) these methods do not capture Driver behaviors that are not illegal but still indicative of fault. We examined the statistical implications of using moving violations to determine crash responsibility in Young Driver crashes by comparing it with a method based on crash-contributing Driver actions. We selected all Drivers in police-reported passenger-vehicle crashes (2010-2011) that involved a New Jersey Driver <21 years old (79,485 Drivers
Drivers ≥age 21). For each Driver, crash responsibility was determined from the crash report using two alternative methods: (1) issuance of a moving violation citation; and (2) presence of a Driver action (e.g., failure to yield, inattention). Overall, 18% of crash-involved Drivers were issued a moving violation while 50% had a Driver action. Only 32.2% of Drivers with a Driver action were cited for a moving violation. Further, the likelihood of being cited given the presence of a Driver action was higher among certain Driver subgroups-Younger Drivers, male Drivers, and Drivers in single-vehicle and more severe crashes. Specifically among Young Drivers, those driving at night, carrying peer passengers, and having a suspended or no license were more often cited. Conversely, fatally-injured Drivers were almost never cited. We also demonstrated that using citation data may lead to statistical bias in the characterization of at-fault Drivers and of quasi-induced exposure measures. Studies seeking to accurately determine crash responsibility should thoughtfully consider the potential sources of bias that may result from using legal culpability methods. For many studies, determining Driver responsibility via the identification of Driver actions may yield more accurate characterizations of at-fault Drivers. -
national Young Driver survey teen perspective and experience with factors that affect driving safety
Pediatrics, 2008Co-Authors: Kenneth R Ginsburg, Teresa Senserrick, Michael R. Elliott, Flaura Koplin Winston, Felipe Garciaespana, Sara B Kinsman, Alex D Quistberg, J G RossAbstract:BACKGROUND. Motor vehicle crashes are the leading cause of fatality and acquired disability in adolescents. Young, inexperienced Drivers are overrepresented in crashes. OBJECTIVE. Our goal was to explore the adolescent perspective on driving safety to provide a better understanding of factors that influence safety and teenagers9 exposure to driving hazards. METHODS. Adolescents generated, prioritized, and explained their viewpoint by using the teen-centered method. These viewpoints were obtained from a school-based nationally representative survey of 9th-, 10th-, and 11th-graders (N = 5665) from 68 high schools, conducted in spring 2006, that included teen-generated items. The main outcome measures were rating of risk and prevalence of witnessing driving hazards. RESULTS. Drinking while driving was ranked as the greatest hazard (87% of the respondents reported that it made a lot of difference), although only 12% witnessed it often. Ranked next as dangers while driving were text-messaging, racing, impairment from marijuana, and road rage. Sixty percent viewed inexperience as a significant hazard, although only 15% reported seeing it often. Cell phone use was viewed as a significant hazard by 28%, although 57% witnessed it frequently. Only 10% viewed peer passengers as hazardous, but 64% frequently observed them. Distracting peer behaviors, among other distractions, were viewed as more dangerous. Subpopulations varied in the degree they perceived hazards. For example, black and Hispanic adolescents viewed substance use while driving as less hazardous than did white adolescents but witnessed it more frequently. CONCLUSIONS. Adolescents generally understand the danger of intoxicated driving. However, some groups need to better recognize this hazard. Distractions take teenagers9 focus off the road, but not all are viewed as hazardous. Although inexperience is the key factor that interacts with other conditions to cause crashes, adolescents do not recognize what merits experience. Future research is needed to explore how to help teens become safer Drivers and how to make clinicians, families, and communities more effective in setting, promoting, and monitoring safety standards.
