Psychological predictors of texting while driving among university students

Although text messaging while driving is illegal in Spain previous research has shown that a substantial proportion of drivers, particularly young drivers, engage in this risky behaviour. The present study set out to investigate the psychological predictors of this behaviour using the Theory of Planned Behaviour (TPB). This study also measured the drivers’ perceptions regarding the effectiveness of the ban on mobile phone use while driving, their perceived crash risk, the risk of being fined and the drivers perceived ability to compensate for the distraction caused by reading or writing text messages while driving. Data were collected using an online questionnaire from 1082 university students who were drivers and owned a mobile phone. Attitude and perceived behavioural control significantly predicted the intention to send and read text messages while driving, even after controlling for exposure and demographic variables. Furthermore, intention was found to be a significant predictor of retrospective measures of both sending and reading text messages while driving, as was perceived behavioural control for several of the outcome measures. The present findings provide support for the TPB and also demonstrate the additional contributions that the mobile phone ban and perceived ability to compensate for the distraction had in predicting intentions. In addition, perceived crash risk was positively related to the prediction of intentions to send text messages and the number of messages read in the last week. The implications of these findings are discussed.     

Implementation of automatic speed enforcement: Covariation with young drivers’ reported speeding behaviour and motivations

IntroductionSpeeding represents one of the main causes of road crashes worldwide, particularly among young drivers who are over-represented in road-crash statistics. For promoting road safety in France, an automatic speed enforcement (ASE) system was introduced late 2002.ObjectiveIn order to examine its efficiency on speeding and its motivations, we compared young drivers’ intentions and beliefs about speeding between the introduction of ASE (T1) and its completion in 2005 (T2) via a large survey based on the extended Theory of Planned Behaviour (TPB). We assumed the introduction of the ASE would covariate with a reduction in intention to speeding between T1 and T2 and a change in the extended TPB factors according to gender and driving experience.MethodOne thousand one hundred and ninety-two young participants (49.7% men) divided into novice, beginner, and more-experienced drivers filled in a questionnaire based on the extended TPB about their driving behaviour and history at T1 and 24 months later (T2).ResultsMen, beginner and more-experienced drivers expressed more intention to speeding within the next 12 months at T1 and showed a higher decrease in intention between T1 and T2 as compared to women and novice drivers. The extended TPB accounted for 59% of the variance in the decrease of the intention to speeding. Its main predictors were: lower perceived behavioural control over speeding, less social pressure, lower perceived similarity with the prototypical deviant driver, and higher comparative optimism. Secondly, slightly more positive behavioural beliefs and more negative outcome evaluations predicted this decrease.ConclusionPractical implications of the findings for road safety are discussed.     

Do drivers differ in their attitudes on speed limit compliance between work and private settings? Results from a group of Nigerian drivers

Existing evidence suggests that drivers, particularly those who work in companies with strong road safety cultures exhibit different sets of speeding attitudes and behaviours in work and private driving. Using Ajzen and Fishbein’s (1980) Theory of Planned behaviour (TPB) and on-road driving experiments, this study examined the self-reported and objective behaviour of driving within posted speed limits for a sample of fleet drivers. The findings show that the TPB explained up to 24% of the variance in intention to comply with speed limits. Drivers’ attitude emerged as the most significant predictor and strongest correlate with intentions to comply with the speed limit in both work and private vehicle.Further analysis revealed participants had a higher intention to comply with speed limits in their work than private vehicle. Also, investigation of the relationship between TPB variables and observed speeding behaviour suggests that participants with higher intention to comply with the speed limit or high perceived behavioural control (PBC), exceeded the speed limit less often than those with lower intention to comply with the speed limit or low PBC. The findings have important theoretical and applied implications for development of better speed limit compliance interventions to improve driving behaviour, and road safety in general.     

Factors predicting intentions to speed in a work and personal vehicle

The available evidence suggests that people who drive for work purposes engage in less safe driving practices than other drivers. The study examined this issue by surveying 204 people who drive for work purposes, in four different vehicle fleets. It was predicted that work-related drivers would report more speeding and a higher intention to speed in a work vehicle than their personal vehicle. Additionally, the constructs within the Theory of Planned Behaviour, along with anticipated regret, were used to explore factors contributing to speeding in the two settings. Contrary to prediction, the participants reported less speeding and a lower intention to speed in a work vehicle than their personal vehicle. Further analysis revealed that the intentions of drivers in the two settings were significantly different in relation to anticipated regret and subjective norms. Thus, it would appear that these two psychological mechanisms may work to discourage speeding behaviour in the work context. However, these findings need to be replicated with a larger sample of drivers from more diverse vehicle fleets.     

Do internals speed less and externals speed more to cope with the death anxiety?

Past research has showed that mortality salience (MS) increases reckless driving and speeding when the individual perceives driving to be relevant to his or her self-esteem. We claimed that drivers’ control orientations also play a significant role in the relationship between MS and speeding. We hypothesized that both a general desirability of control and traffic locus of control (T-LOC) would moderate the effect of MS on speeding. We tested our hypothesis using an online experiment on a sample of 208 young male drivers. Participants were exposed to either mortality or dental pain salience, and they filled out desirability of control, T-LOC, and self-report speeding measures. The results showed that, for individuals with low desirability of control, MS increased preferred speed and decreased intention to comply with speed limit and the percentage of time complied with the speed limit on urban roads with 50 km/h speed limit. For individuals with high desirability of control, on the other hand, MS increased intention to comply with the speed limit on rural roads and percentage of the time complied with the speed limit on both urban and rural roads. In contrast, the interaction between MS and T-LOC showed that an external T-LOC is positively associated with both intention to comply and the percentage of the time complied with the speed limits only on rural roads with 90 km/h.     

Examining normative pressure in the theory of planned behaviour: Impact of gender and passengers on intentions to break the speed limit

This research examined the impact of passenger-type on young people’s responses to a driving scenario about speeding. In the scenarios, the presence, and gender of the passenger were systematically varied. A total of 162 respondents (83 females, 79 males) completed questionnaires containing measures from the Theory of Planned Behaviour (TPB) and additional variables after reading each of two scenarios. The TPB provided good predictions of intention to speed (45% explained variance) with all TPB variables plus moral norms and past behaviour significant. Males compared to females reported significantly greater normative pressure to speed, less control over not speeding, and less moral norms not to speed. Normative pressure was a stronger predictor of intentions for men compared to women when driving alone. Normative pressure was a stronger predictor of intentions when the passenger was male.     

Examining normative pressure in the theory of planned behaviour: Impact of gender and passengers on intentions to break the speed limit

This research examined the impact of passenger-type on young people’s responses to a driving scenario about speeding. In the scenarios, the presence, and gender of the passenger were systematically varied. A total of 162 respondents (83 females, 79 males) completed questionnaires containing measures from the Theory of Planned Behaviour (TPB) and additional variables after reading each of two scenarios. The TPB provided good predictions of intention to speed (45% explained variance) with all TPB variables plus moral norms and past behaviour significant. Males compared to females reported significantly greater normative pressure to speed, less control over not speeding, and less moral norms not to speed. Normative pressure was a stronger predictor of intentions for men compared to women when driving alone. Normative pressure was a stronger predictor of intentions when the passenger was male.     

Need for Cognition Moderates Responses to Framed Smoking‐Cessation Messages1

Smoking‐cessation messages usually emphasize the costs of continuing to smoke (loss‐framed). However, prospect theory suggests that messages that instead emphasize the benefits of quitting smoking (gain‐framed) could be more effective than loss‐framed messages because smoking cessation is likely viewed as a cancer‐prevention behavior with a certain rather than a risky outcome. In this study, smokers at public events read brochures containing brief gain‐ or loss‐framed smoking‐cessation messages. The influence of framing was moderated by participants' need for cognition (NFC). Individuals lower in NFC had greater intention to quit after reading a gain‐framed message than after reading a loss‐framed message a finding consistent with our predictions whereas framing did not affect the persuasiveness of messages among people higher in NFC.     

Self-reported Attitude Towards Speeding and Its Possible Consequences in Five Different Road Contexts

Driving above the permitted speed limit is a common violation on the roads of Great Britain. Moreover, speeding is associated with negative consequences in the form of damage, injury and fatal road traffic accidents. The aim of this study was to assess, by means of self-report, the prevalence of this social problem across five different contexts: a residential road, a busy shopping street, a dual carriageway, a winding country road, and a motorway. The extent to which speeding was perceived to be associated with negative consequences was also assessed. Results suggest that most drivers make judgements about the type of road on which they are driving and the degree of speeding that is acceptable, and that their intentions to speed vary accordingly. Some drivers reported a consistent intention to speed, however, and these people were characterized by greater general deviance on the road (e.g. high violation score), rather than by a stronger tendency to underestimate the negative consequences. In general, however, younger people and those with less regard for negative consequences reported stronger intentions to speed. These results are discussed with reference to strategies for addressing the problem of speeding. © 1997 John Wiley & Sons, Ltd.     

Peer pressure and risk taking in young drivers’ speeding behavior

Although many countermeasures have been implemented in Europe, young drivers continue to have a high rate of involvement in car crashes. Their crash rate is higher in presence of peer passengers than when driving alone. Peer presence could contribute toward explaining this involvement, especially regarding speeding. Peers are known to often influence young drivers’ risky behaviors through proximal (direct and indirect active pressures) and distal (passive pressure) forms of intervention (Allen & Brown, 2008). This present study examined the effect of peer pressure and peer risk taking on the estimated speeding behavior of a scenario driver (ESBSD) as well as on the estimated speeding intention of a scenario driver (ESISD). The scenario driver was the main character in an online-scenario based questionnaire regarding speeding. The main character is a fictional young male depicted driving with his best friends in all the experimental scenarios in which the variables type of pressure and peer risk taking were manipulated. One hundred and eighty young French drivers (18–25 years, 50% men) took part in the study. The key findings were that (1) only direct and indirect active pressure, but not passive pressure, increased the ESBSD and that (2) high (vs. low) peer risk taking lead to a higher ESISD. However, no interaction between the pressure type and peer risk taking on ESBSD and ESISD was found. Implications of the findings are discussed.     

The Effects of Statistical Format and Population Specificity on Adolescent Perceptions of Cell Phone Use While Driving

Research on risk communication has established that people are influenced by numerical values as well as geographical reference points, or populations, in statistical messages. The ratio bias theory predicts that messages featuring higher casualty numbers will be more influential than similar messages featuring smaller values. However, research on the effects of population specificity predicts that risk messages containing specific populations with naturally lower casualty values will be more effective than similar messages containing larger populations and proportionally greater numbers. This study investigated the contradiction between ratio bias and the effects of population specificity. Students in a drivers’ education class (N?=?112) were randomly assigned to read one of four sets of statistical messages about cell phone use while driving that featured either a general (for example, United States) or specific population (for example, Nassau County), and was expressed using one of two statistical formats, frequencies (for example, “9,000 car accidents…”) or probabilities (for example, “25 % of car accidents…”). Participants then rated their intentions to and perceived risk of using cell phones while driving. Participants who viewed messages featuring general populations along with their naturally larger statistics reported lower intentions to use cell phones while driving than those who were exposed to messages with smaller numbers, but more specific populations. Results suggest that emphasizing larger-valued numbers may be a more effective means of risk communication than depicting specific conditions. These findings have implications for the enhancement of driver safety education to discourage the use of cell phones while driving by teenage drivers.     

An application of the prototype willingness model to drivers' speeding behaviour

We tested the prototype willingness model (PWM). The participants (N = 198) completed online questionnaire measures of PWM constructs (Time 1) and subsequent speeding behaviour (Time 2). Path analyses showed that the PWM accounted for 89% of the variance in subsequent (self‐reported) speeding behaviour. This significantly exceeded the variance accounted for by the theory of planned behaviour. In line with the PWM, both behavioural intention and behavioural willingness had direct effects on behaviour. Behavioural willingness had a significantly larger effect. Attitude and subjective norm both had indirect effects on behaviour through both behavioural intention and behavioural willingness. Prototype (similarity) perceptions had indirect effects on behaviour through behavioural willingness only. The findings support the notion that driving is governed by reactive decision‐making (willingness), underpinned by prototype perceptions, attitudes and subjective norms, to a greater extent than it is deliberative decision‐making (intentions), underpinned by attitudes and subjective norms. The implications for safety interventions are discussed.     

The effect of implementation intention on speeding and acceleration overtime: A simulator study

Speeding is considered a major risk factor for road safety. In this study, implementation intention, which is a type of cognitive intervention, was designed to reduce speeding. Implementation intentions are self-regulatory ‘if-then’ plans, which are the subordinate concepts of goal intentions. Additionally, the type of goal was considered as a factor that could contribute to the subsequent behavior. An approach-type goal aims to achieve a behavior, whereas avoidance-type goals aim to avoid a negative, undesirable outcome. Following this idea, the present study has two aims: (i) to manipulate intentions towards speeding by using implementation intentions, and second (ii) to manipulate goal types (approaching vs. avoidance) of the intentions towards speeding. At the baseline level, participants in the experimental group were manipulated through implementation intentions by using a volitional help sheet, in which they matched critical items with the appropriate responses, whereas participants in the control group received an irrelevant filler task. After a two-week time interval, a follow-up study was conducted. In order to investigate the first aim, simulated driving behaviors of experimental and control groups were compared at the baseline and follow-up levels. For the second aim, the experimental group was divided into two subgroups, namely, approach-type and avoidance-type goals. The repeated measures mixed-model ANOVA results showed a significant difference between experimental and control conditions, yet the goal type (approaching vs. avoidance) did not differ significantly from one another. The results of the present study revealed that implementation intentions do not reduce speeding, however, they do prevent increased speeding. The results were discussed in the context of the related literature.     

Examining U.S. drivers’ characteristics in relation to how frequently they engage in speeding on freeways

Speeding and speed-related crashes have consistently represented over 25% of all traffic fatalities over the past two decades. The severity of these speed-related incidents not only impact the drivers but all road users. Thus, characterizing drivers who speed, understanding their motivations, and identifying the types of risky driving behaviors associated with speeding play a critical role in developing, implementing, and sustaining effective countermeasures. Using a survey administered to a U.S. nationally representative sample (N = 2,930 licensed drivers aged 16 or older), this study develops a partial proportional odds model to examine differences in characteristics between types of speeders – frequent, occasional, and non-speeders – and explores characteristics and risk driving behaviors that are most associated with speeding behavior. Additionally, motivations for speeding are examined for drivers who frequently speed compared with those who occasionally speed. Results show speeders tended to engage in other unsafe driving behaviors, such as distracted, aggressive, unbelted, and alcohol-impaired driving. Among demographic and socio-economic variables examined in this study, drivers’ age was the greatest associated determinant. The association with engagement in red-light running, however, outweighed that with drivers’ age. Interestingly, the interaction between educational attainment and engagement in aggressive driving was also predictive of speeding behavior. For motivations for speeding, frequent speeders were more likely to report enjoying driving fast and disagreeing with speed limits compared with occasional speeders. The findings of this study are useful towards identifying the various characteristics and behaviors of drivers who engage in speeding, which can provide future insights into where effective countermeasures and prevention efforts should be focused.     

The intention to commit driving violations – A qualitative study

This study was designed to carry out an in-depth exploration of an extended version of the Theory of Planned Behaviour. Fifty licensed drivers took part in the study and each one was given three different driving scenarios; speeding in an urban area, dangerous overtaking and speeding on a major road. The results indicated that drivers usually find speeding acceptable although this was also related to a context, since speeding on a major road was more acceptable than on a minor one. The immediate response to the question about consequences of the act varied and depended on the perception of the situation. In a serious situation the response was purely affective and immediate whereas in a low risk situation it was more considered. The response to the question about subjective norm was sometimes difficult to answer or misunderstood which throws some light on its weak association with intention. Driving skills were explored in some detail together with its possible link to perceived behavioural control. In general those participants who believed themselves to be superior to others, expressed high degrees of control. The study also found that a low degree of perceived behavioural control (external or internal) could be used as a form of justification for carrying out an act although this only applied to a situation which they perceived as low risk. In a high-risk situation they always tried to maintain their own control. Habit, or rather past behaviour, influenced future behaviour when the experience had been positive. The police, or feelings of regret, could break this pattern. The implications of these findings in relation to theoretical and practical issues are discussed.     

Message sidedness in advertising: the moderating roles of need for cognition and time pressure in persuasion

Persuasion has been extensively researched for decades. Much of this research has focused on different message tactics and their effects on persuasion (e.g., Chang & Chou, 2008; Lafferty, 1999). This research aims to assess whether the persuasion of a specific type of message is influenced by need for cognition (NFC) and time pressure. The 336 undergraduates participated in a 2 (message sidedness: one-sided/two-sided) × 3 (time pressure: low/moderate/high) between-subjects design. Results indicate that two-sided messages tend to elicit more favorable ad attitudes than one-sided messages. As compared with low-NFC individuals, high-NFC individuals are likely to express more favorable ad attitudes, brand attitudes and purchase intention. Moderate time pressure tends to lead to more favorable ad attitudes than low time pressure and high time pressure. In addition, moderate time pressure is likely to elicit more favorable brand attitudes and purchase intentions than high time pressure, but does not elicit more favorable brand attitudes and purchase intentions than low time pressure. Furthermore, when high-NFC individuals are under low or moderate time pressure, two-sided messages are more persuasive than one-sided messages; however, message sidedness does not differentially affect the persuasion when high-NFC individuals are pressed for time. In contrast, one-sided messages are more persuasive than two-sided messages when low-NFC individuals are under low or high time pressure, and two-sided messages are more persuasive than one-sided messages when low-NFC individuals are under moderate time pressure.     

Measurement of readiness to reduce driving speed: a pilot study

Speeding is a preventable risky behavior that contributes to risk of accident. Readiness to change reflects an individual's recognition of and desire to change behavior. No measure to identify readiness to change has yet been validated for speeding. The Readiness to Change Questionnaire appraises readiness to change drinking behavior. The questionnaire was adapted to speeding and its psychometric properties examined. Participants (N = 112) completed the questionnaire and reported their usual driving speed. A clear component structure and acceptable internal consistency and test-retest reliability were found. Convergent validity was indicated by an association between higher readiness to change and lower driving speed. Results support the questionnaire's potential as a measure of readiness to change speeding, and advance research into the role of motivation in speeding behavior.     

Examining the Influence of Self-Efficacy on Message-Framing Effects: Reducing Salt Consumption in the General Population

Health-promoting messages can be framed in terms of the gains associated with healthy behavior or the losses associated with unhealthy behavior. Studies show inconsistent results as to which type of framing is more effective. In this study, we investigated whether participants' self-efficacy to decrease salt intake would moderate the effects of gain- and loss-framed messages promoting a low-salt diet on information acceptance, intention, and behavior. We hypothesized that loss-framed messages would more effectively decrease salt intake than gain-framed messages, but only when participants had high self-efficacy. A total of 575 adults, recruited from an Internet panel, took part in the study. Half of the participants received self-efficacy enhancing information, whereas the other half received no such information. After this self-efficacy manipulation, half of the participants received a gain-framed and half of the participants received a loss-framed message promoting a low-salt diet. Information acceptance and intention were assessed at immediate posttest and salt consumption was assessed at a 3-week follow-up. The results revealed the hypothesized effect on behavior. However, the interaction between self-efficacy and framing on salt consumption was not mediated by measures of information acceptance and intention to reduce salt intake. Our results suggest that messages stressing losses may be more effective than messages stressing gains in decreasing salt intake but only in persons with high self-efficacy to do so.