Drunk driving offenders’ knowledge and behaviour in relation to alcohol-involved driving in Yinchuan and a comparison with Guangzhou,China

ObjectiveThis study was conducted after a legislative amendment criminalising drunk driving (BAC > 80 mg/100 ml) had been in force for a year and investigated whether drunk driving offenders in Yinchuan, China were aware of the law, and whether their knowledge of and exposure to enforcement and the existence of alcohol use disorders were related to their alcohol-involved driving behaviour. The results were compared with results from an earlier study in Guangzhou, China.MethodA survey was conducted from July to October 2012 in Yinchuan to collect information on drunk driving offenders’ knowledge and practice in relation to alcohol-involved driving. The Alcohol Use Disorders Identification Test (AUDIT) was used to assess hazardous drinking levels. In total, 106 drunk driving offenders were recruited while in detention. The findings were compared with those of the Guangzhou study, where the same procedure was used to recruit 101 drunk driving offenders.ResultsThe mean age of the sample was 31.7 years (SD = 8.1; range 17–59 years). Males constituted 96% of the sample. The mean age at which offenders reported starting to drink alcohol was 18.7 years (SD = 3.2; range 10–26 years). Driver’s licenses had been held for an average of 8.5 years. The status of knowledge in relation to alcohol-involved driving in Yinchuan was slightly lower in proportion than in Guangzhou. The rate of alcohol-involved driving reported in the previous 12 months in Yinchuan (43%) was slightly higher than in Guangzhou (39%). The proportion of recidivists in Guangzhou (21.8%) was higher than Yinchuan’s (10.4%). On average, offenders had experienced 1.6 police alcohol breath tests in the previous year (SD = 1.3; range 1–10). AUDIT scores indicated that a substantial proportion of the offenders had high levels of alcohol use disorders.DiscussionLimited awareness of legal alcohol limits might contribute to drunk driving offences. The high level of alcohol consumption by many offenders suggests that hazardous drinking levels may be a contributor. Recidivist drivers also had higher AUDIT scores, which suggest there may be benefit in using the AUDIT to identify potential drink drivers and recidivists, subject to further research.     

Make this detour and be unselfish! Influencing urban route choice by explaining traffic management

Traffic management policies aim to improve traffic flow by influencing the route choice of drivers, therefore preventing traffic jams in crowded cities. With respect to a system-optimum of the traffic network, drivers might have to make small-scale detours. The aim of this article is to encourage unselfish route choice behaviour in an urban context by informing drivers in advance about the objectives of traffic management. Two studies were conducted: (1) an online survey (N = 244) and (2) a driving simulation study (N = 48). The first study focussed on the general effect of recommendations for routes with longer travel times (system-optimal routes) when traffic management is explained. Other route choice attributes (travel time, red-light duration, time pressure) were analysed as well. Drivers were randomly confronted with 35 route choice scenarios consisting of a main route with certain red-light duration and an alternative route without. Results showed that the compliance with system-optimal routes is increased by around 10 percentage points when comparing the group with recommendation to the group without. This effect occurred independently of the variation of other route choice attributes. The second study aimed to determine if the compliance can be increased even more if drivers receive in-depth information about traffic management and experience ‘good’ as well as ‘bad’ recommendations in a driving simulator. Results showed no further effect of these manipulations on route choice. Only decision-making times and subjective evaluation were influenced by in-depth information compared to basic information. Altruism was partly correlated with decision-making. This article shows a novel approach to encouraging drivers to select routes with longer travel times for the benefit of the common good. Drivers’ knowledge gap regarding traffic management needs to be closed in order to enhance their understanding of traffic regulations. Finally, results of this research should be transferred to driver models within traffic simulations to estimate the effects on traffic networks.     

Sleepy at the wheel: Knowledge,symptoms and behaviour among car drivers

Driver sleepiness has been shown to be one of the most important risk factors in road crashes. The aim of the present study was to increase the understanding of drivers’ actions when feeling sleepy. A national Internet panel survey was conducted among private drivers in the autumn of 2003. Reported symptoms of sleepiness differed between drivers who had fallen asleep and those who had not, but had been afraid to do so. The results indicate that drivers in general have a good knowledge of the various factors influencing the risk of falling asleep while driving. Furthermore, most of them are well aware of the most effective measures to prevent falling asleep at the wheel, such as stopping the car and take a nap. In spite of all their knowledge, most of the drivers continue driving when recognising sleepiness while driving. A short trip, appointments, and the wish to arrive at a reasonable hour are the most frequently reported reasons for continuing driving while fatigued or sleepy.     

Hybrid route choice model incorporating latent cognitive effects of real-time travel information using physiological data

The proliferation of information systems is enabling drivers to receive en route real-time travel information, often from multiple sources, for making informed routing decisions. A robust understanding of route choice behavior under information provision can be leveraged by traffic operators to design information and its delivery systems for managing network-wide traffic. However, most existing route choice models lack the ability to consider the latent cognitive effects of information on drivers and their implications on route choice decisions. This paper presents a hybrid route choice modeling framework that incorporates the latent cognitive effects of real-time information and the effects of several explanatory variables that can be measured directly (i.e., route characteristics, information characteristics, driver attributes, and situational factors). The latent cognitive effects are estimated by analyzing drivers’ physiological data (i.e., brain electrical activity patterns) measured using an electroencephalogram (EEG). Data was collected for 95 participants in driving simulator experiments designed to elicit realistic route choices using a network-level setup featuring routes with different characteristics (in terms of travel time and driving environment complexity) and dynamic ambient traffic. Averaged EEG band powers in multiple brain regions were used to extract two latent cognitive variables that capture driver’s cognitive effort during and immediately after the information provision, and cognitive inattention before implementing the route choice decision. A Multiple Indicators Multiple Causes model was used to test the effects of several explanatory factors on the latent cognitive variables, and their combined impacts on route choice decisions. The study results highlight the significant effects of driver attributes and information characteristics on latent cognitive effort and of route characteristics on latent cognitive inattention. They also indicate that drivers who are more attentive and exert more cognitive effort are more likely to switch from their current route by complying with the information provided. The study insights can aid traffic operators and information service providers to incorporate human factors and cognitive aspects while devising strategies for designing and disseminating real-time travel information to influence drivers’ route choices.     

Young male drivers’ risky driving 15 months after licensure – The role of intervention,attitudes towards accompanied driving,and parents’ risk

An indispensable issue in contemporary research on risk-taking by young drivers is parents’ influence on their offspring’s driving behavior. The current study measures this influence by using a risk index of parents’ driving behavior measured via in-vehicle data recorders together with young drivers’ self-reported answers to a set of questionnaires. Both parents and young drivers participated in one of three intervention program groups to enhance safe driving within a longitudinal study, and the outcome of this intervention was measured 15 months following licensure. The aim of the current study was thus to assess the contribution of parents’ actual driving behavior, participation in the intervention, and teen drivers’ attitudes towards accompanied driving (measured six months after licensure), to the reported risky driving of the young drivers fifteen months after receiving their driving license. The data consist of a sample of 78 parent-young driver dyads who were originally randomly assigned to one of three intervention groups (receiving different forms of feedback) or a control group (with no feedback). Findings indicate that the feedback and training to parents intervention group, as well as parents’ risky driving events rate, were positively associated with the reported proneness to reckless driving and the reckless driving habits of the young drivers. In addition, lower perception of accompanied driving as enabling a sense of relatedness with parents, and higher negative perceptions of this period, were related to higher reported risky driving among young drivers fifteen months after licensure. The results highlight the importance of parents’ behavior and relationships with their offspring as key concepts in moderating risky driving among young drivers. Practical implications for road safety are discussed.     

An international comparative study of self-reported driver behavior

Using a large data base of 20,725 questionnaires from 19 European countries, this article uses a combination of factor analysis and tree based regression to determine driver groups with homogeneous self-reported behavior and determine whether regional differences in driving behaviors exist. Self-reported behavior, including speeding, reckless driving, seat belt use, and drinking and driving are examined. The results suggest that speeding and general reckless (dangerous) behavior are related, perhaps capturing a driver's “risk taking” or “pre-trip violations” behavior. Similarly, seat belt use and driving under the influence of alcohol are also related and may represent a driver's “law abiding” tendency or “during-trip violations” behavior. Further, important regional differences and similarities between European drivers are uncovered. Northern European drivers report a significantly higher compliance with drinking and driving laws and seat belt use regulations than do Southern and Eastern European drivers.     

Method of transportation and drinking among club patrons

ObjectiveThe current study examines the variation in alcohol use among nightclub patrons under three transportation conditions: those who departed from a club using modes of transportation other than cars or motorcycles (e.g., pedestrians, bicyclists, subway riders); those who were passengers of drivers (auto/taxi passenger patrons); and those who drove from the club (driving patrons). We seek to determine whether patrons’ choice for how to leave the club contributes to their risk, as assessed by blood alcohol concentrations (BAC), after controlling for other factors that may contribute to their BAC including demographic characteristics and social drinking group influences.MethodsData were collected from social drinking groups as they entered and exited clubs for 71 different evenings at ten clubs from 2010 through 2012. Using portal methodology, a research site was established proximal to club entrances. Each individual participant provided data on themselves and others in their group. The present analyses are based upon 1833 individuals who completed both entrance and exit data. Our outcome variable is blood alcohol content (BAC) based upon breath tests attained from patrons at entrance and exit from the club. Independent variables include method of transportation, social group characteristics, drug use, and personal characteristics. We use step-wise multiple regressions to predict entrance BAC, change in BAC from entrance to exit, and exit BAC: first entering individual demographic characteristics, then entering group characteristics, then drug use, and finally entering method of transportation (two dummy coded variables such that drivers are the referent category).ResultsIn sum, in all three of our analyses, only three variables are consistently predictive of BAC: presence of a group member who is frequently drunk and non-driving modes of transportation, either being the passenger or taking alternate methods of transportation. In particular, taking an alternate form of transportation was consistently and strongly predictive of higher BAC.ConclusionsAdditional public health messages are needed to address patrons who are no longer drinking and driving but who are nonetheless engaged in high levels of drinking that may lead to various risky outcomes, for example: being targeted for physical and/or sexual assault, pedestrian accidents, and other adverse consequences. These risks are not addressed by the focus on drinking and driving. Key messages appropriate for patrons who use alternate transportation might include devising a safety plan before entering the club and a focus on sobering up before leaving.     

The impact of safety climate on safety related driving behaviors

This study explored the impact of safety climate, age and tenure as a driver on safety related driving behaviors among 290 company drivers in Ghana. The study found a negative relationship between safety climate and studied work-related behaviors: speeding, rule violation, inattention and driving whiles tired. The study also found that age significantly predicted the extent to which drivers engaged in safety related driving behaviors. The results showed that young drivers (aged 20–35 years) engage more in risky driving behaviors relative to adult drivers (aged 36–60 years). The study also found that the tenure of a driver did not significantly affect work-related driver behaviors. The findings from this study suggests that in the quest to reduce safety related traffic accidents and its resulting consequences such as injuries, absenteeism and deaths, a critical organizational variable that organizations can use to mitigate this canker is commitment to and strict adherence to safety practices and regulations. By extension, the findings suggest, Ghana’s commitment to safety practices and enforcement of safety regulations and policies among others can help the country win the battle against road accidents.     

Developing human-machine trust: Impacts of prior instruction and automation failure on driver trust in partially automated vehicles

To prompt the use of driving automation in an appropriate and safe manner, system designers require knowledge about the dynamics of driver trust. To enhance this knowledge, this study manipulated prior information of a partial driving automation into two types (detailed and less) and investigated the effects of the information on the development of trust with respect to three trust attributions proposed by Muir (1994): predictability, dependability, and faith. Furthermore, a driving simulator generated two types of automation failures (limitation and malfunction), and at six instances during the study, 56 drivers completed questionnaires about their levels of trust in the automation. Statistical analysis found that trust ratings of automation steadily increased with the experience of simulation regardless of the drivers’ levels of knowledge. Automation failure led to a temporary decrease in trust ratings; however, the trust was rebuilt by a subsequent experience of flawless automation. Results showed that dependability was the most dominant belief of drivers’ trust throughout the whole experiment, regardless of their knowledge level. Interestingly, detailed analysis indicated that trust can be accounted by different attributions depending on the drivers’ circumstances: the subsequent experience of error-free automation after the exposure to automation failure led predictability to be a secondary predictive attribution of drivers’ trust in the detailed group whilst faith was consistently the secondary contributor to shaping trust in the less group throughout the experiment. These findings have implications for system design regarding transparency and for training methods and instruction aimed at improving driving safety in traffic environments with automated vehicles.     

An exploratory investigation into the self-regulatory processes influencing drug driving: Are young drivers more externally regulated?

An upward trend in drug driving has been observed in several countries around the world. Research suggests that younger drivers are more likely to engage in drug driving compared to older drivers. There is also evidence to suggest young drivers differ from older drivers in their capacity for self-regulation. Despite this, research has yet to explore the impact of age on the self-regulatory processes with regard to decisions to drug drive among drug users. A total of 507 Queensland drivers (72.8% female), who reported ever taking an illegal drug, were involved in the research. Participants completed an online questionnaire, which collected demographic and drug consumption information, as well as items assessing the self-regulatory processes influencing drug driving, and drug driving behaviour. Regardless of age, participants reported a tendency towards internalised regulation. However, results suggest that young drivers (aged 18–24 years) feel greater belongingness to people who promote safe transport decisions after taking drugs, compared to drivers aged 25 years and over. Interaction effects revealed that for young drug takers, feeling greater relatedness, along with perceiving competence and importance in planning alternative transport after taking drugs, can be protective against drug driving behaviours. Significant predictors of drug driving were lower relatedness, greater perceived pressure to drug drive, lower effort/importance to plan safe alternatives after taking drugs, being of older age, and greater drug abuse. Counterintuitively, perceiving more options (choice) to take alternative transport after taking drugs also predicted the offending behaviour. The results of this study suggest that enhancing drivers’ competency to make (and value) safe driving decisions is a critical step for road safety.     

小剂量酒精伤害驾驶行为的时序效应

酒后开车普遍存在并致交通肇事居高不下的现实,对法定酒精限量的科学性提出质疑.本实验在多数国家交通法规采用的体内血液酒精水平BAL＜0.5‰的标准以下,设计三项任务对12名被试在酒前酒后四段时间内的行为实施测试,结果表明个体无法准确估计安全的酒精摄入量;小剂量酒精仍具有伤害行为的效应;酒精影响依行为复杂程度呈现时序效应.     

Driving locus of control and driving behaviors: Inducing change through driver training

Locus of control perceptions have been used to predict driving safety as a stable, dispositional variable. Based on social learning theory, this study tested whether a defensive driving training program coupled with observer feedback could influence domain-specific locus of control beliefs regarding controllability of accidents and therefore impact driving behaviors. Over a 5-week period, 112 individuals’ driving locus of control and driving behaviors were assessed two times, before and after a defensive driving training program and observer feedback. Drivers experienced significant changes in their driving locus of control perceptions. Specifically, drivers reported significantly lower externality and higher internality after training as compared to before training. The changes in driving locus of control predicted an increase in safe driving behaviors. In addition, pretraining motivation to learn predicted a decrease in externality, whereas pretraining self-efficacy predicted the increase in internality. The results indicate that driving locus of control can be influenced by training and observer feedback, and the changes in driving locus of control can predict change in driving behaviors. Findings of the study point to the potential for organizations to enhance driving safety by influencing drivers’ locus of control perceptions.     

The role of preference in speed choice

Individual differences with regard to speed preference may be a source of speed heterogeneity and conflicts in traffic, such as tailgating and dangerous overtaking. The main aim of the current study was to explore drivers’ speed preferences when driving for different reasons (saving money on fuel, driving safely, driving for fun or driving as usual) and the relationship of these preferences to observed speeds and self-reported speed. 193 drivers were interviewed at five different locations, and were asked about their speeds on roads they had just travelled. Drivers’ speeds on these roads were also sampled with a speed gun. The results showed large differences between speeds chosen for different driving purposes; the lowest speeds were chosen when the goal was economy and the highest when driving for fun. In addition, there were individual differences in speed preferences such that some drivers indicated that their usual speed was above what they believed was a safe speed while others indicated that they usually drove even slower than what they thought was safe. These differences may account for much of the speed heterogeneity observed in on-road behaviour. The results also showed that drivers’ speed choices are highly influenced by their usual speeds, even more so than their beliefs regarding what constitutes a safe speed, which may help explain non-compliance with speed limits. No relationship was found between speed choice and risk perception.     

An Examination of the Relationships Between Personality,Attitudes, and Cognitions Relevant to Alcohol-Impaired Driving Tendencies1

Previous research has explored the domain of legal and educational prevention in regard to the phenomena of accidents and injuries caused by drinking and driving. Most investigations of psychological factors attempt to distinguish characteristics of drunk drivers relative to the general driving population or controls matched on driving risk variables. In contrast, the present research concentrated on the examination of the process by which empirically derived personality and general attitudinal constructs operate within a cognitive framework to influence the decision to drive. Four conceptual models were proposed that suggested the presence of direct, indirect, and moderated effects of personality and general attitudinal constructs on cognitions relevant to drunk-driving tendencies. Support was observed for a model suggesting the presence of indirect, direct, and moderating effects for the general attitudinal construct driving aggression, and support for an indirect effects model for the personality variable emotional control. The implications of these findings are discussed in the context of utilizing personality and general attitudinal constructs to improve short term cognitive-based interventions.     

Acceptance of and engagement in risky driving behaviors by teenagers

Data gathered from 1,430 teenage student drivers and 880 teenage traffic violators were used to examine the levels of exposure to risky driving behaviors and perceptions concerning the level of danger of such behaviors. For student drivers, 55% reported exposure to risky driving by being in a car with a driver engaging in such activities as drunk driving, drag racing, and reckless driving. For the traffic violators, 43% had been engaged in one or more of the risky driving behaviors. Teenagers who had been exposed to risky driving practices were more accepting of risky driving behaviors.     

Constructions of Agency in Accounts of Drunk Driving at the Outset of Semi-Mandatory Counseling

Convicted drunk drivers, in accounts of their offenses, rarely display qualities of agency that would contribute to a favorable outcome in counseling. Instead, the discursive and rhetorical aim of the accounts is often to evade responsibility and ownership of the offending behavior. Such disclaim of personal agency can be achieved in various ways in the narration of drunk driving (DD) incidences. This study examined how five aspects of agentic presentation (reflexivity, historicity, intentionality, causal attribution, and relationality) were present in or missing from such accounts. It was found that a tentative model of (non)agentic display based on those five aspects could differentiate between the cases in a meaningful way and contribute to an understanding of the clients’ ways of positioning themselves in semi-mandatory counseling as well as of their uses of the counseling context.     

Age group differences in self-reported aggressive driving perpetration and victimization

Aim

This study examined whether the predictors of self-reported aggressive driving perpetration and victimization vary across age groups.

Method

Based on data from a general-population telephone survey conducted from July 2002 through June 2005, three groups of drivers were examined: 18–34 year-olds (N = 1522), 35–54 year-olds (N = 2726), and 55 years of age or older (N = 1883). For each age group sample, logistic regression analyses examined self-reported aggressive driving perpetration and victimization in the last 12 months by measures of driving exposure, heavy drinking, cannabis use, and drinking-driving, while controlling for demographic factors.

Results

The prevalence of aggressive driving perpetration within the past year was highest for the youngest age group (51%), followed by the middle-aged group (37%), and then the oldest age group (18%). The same pattern of results was found for prevalence of aggressive driving victimization (54%, 47%, and 31%, respectively). Controlling for demographic factors, the predictors of perpetration were generally consistent across the age groups. The logistic regression model for the youngest drivers revealed that those who reported stressful driving, heavy drinking, and cannabis use had significantly increased odds of reporting perpetration of aggressive driving. For middle-aged and older drivers, stressful driving, driving on busy roads, cannabis use, and driving after drinking were associated with perpetration. In addition, increased mileage contributed to perpetration in the oldest group. The findings for victimization by aggressive driving were similar. The logistic regression model for the youngest age group identified stressful driving, cannabis use, and higher annual mileage as being associated with victimization. For the oldest age group, these same variables were significant predictors of victimization, in addition to driving on busy roads. The logistic regression for the middle-aged group identified the same predictors as that of the oldest age group; however, interestingly driving after drinking was found to predict lower victimization among middle-aged drivers.

Conclusions

Although the prevalence of aggressive driving perpetration and victimization declined with age, the factors that contributed to aggressive driving remained generally stable across the lifespan. The results suggest that efforts to reduce aggressive driving among young drivers may prove to be effective for drivers from all age groups.     

Effect of advanced driver-assistance system trainings on driver workload,knowledge, and trust

Older adults are more likely to get severely injured or die in vehicle crashes. Advanced driver-assistance systems (ADAS) can reduce their risk of crashes; however, due to the lack of knowledge and training, usage rate of these systems among older drivers is limited. The objective of this study was to evaluate the impact of two ADAS training approaches (i.e., video-based and demonstration-based training) on older drivers’ subjective and objective measures of mental workload, knowledge and trust considering drivers’ demographic information. Twenty older adults, balanced by gender, participated in a driving simulation study. Results indicated that the video-based training might be more effective for females in reducing their mental workload while driving, whereas the demonstration-based training could be more beneficial for males. There was no significant difference between the video-based and demonstration-based trainings in terms of drivers’ trust and knowledge of automation. The findings suggested that ADAS training protocols can potentially be more effective if they are tailored to specific driver demographics.     

Attitudes toward accompanied driving: The views of teens and their parents

In Israel, a new driver must be accompanied by an experienced driver for the first 3 months after licensure. In the case of teens, the accompanying driver is usually one of the parents. However, no previous study set to examine the relationship between parents’ and offsprings’ attitudes toward accompanied driving (ATAD), and the associations between the way parents habitually drive and their offsprings’ ATAD. The current study examined the associations between young drivers’ ATAD on the one hand, and parents’ ATADs, driving styles, and driving history, on the other. One hundred and twenty-nine young drivers completed a questionnaire assessing their ATAD, and their principal accompanying driver completed the same ATAD scale along with the Multi-dimensional Driving Style Inventory. The findings indicate a correspondence between parents’ and children’s ATAD scores, as well as significant associations between teens’ ATADs and their parents’ driving styles and involvement in car crashes. Specifically, higher Tension, Relatedness, Avoidance, Disapproval, and Anxiety reported by the young driver were positively correlated with higher reports on the same attitudes by parents. In addition, parents’ maladaptive driving styles were positively associated with their offspring’s Tension, Avoidance, Disapproval and Anxiety ATADs, whereas parents’ careful driving style was related to offspring’s higher relatedness and lower negative ATADs. Higher involvement of parents in car crashes contributed significantly to teens’ higher Tension, Disapproval, and Anxiety, and lower relatedness. The results are discussed in respect to the relationship between the parental model and the young driver’s attitude toward accompanied driving, pointing to the importance of parents’ role in promoting young drivers’ safety attitudes and behaviors.