Mobile phone use while driving: An investigation of the beliefs influencing drivers’ hands-free and hand-held mobile phone use

This study explored the psychological influences of hands-free and hand-held mobile phone use while driving. Participants were 796 Australian drivers aged 17–76 years who owned mobile phones. A cross-sectional survey assessed frequency of calling and text messaging while driving (overall, hands-free, hand-held) as well as drivers’ behavioural, normative, and control beliefs relating to mobile phone use while driving. Irrespective of handset type, 43% of drivers reported answering calls while driving on a daily basis, followed by making calls (36%), reading text messages (27%), and sending text messages (18%). In total, 63.9% of drivers did not own hands-free kits and, of the drivers that owned hand-free kits, 32% did not use it most or all of the time. Significant differences were found in the behavioural, normative, and control beliefs of frequent and infrequent users of both types of handset while driving. As expected, frequent users reported more advantages of, more approval from others for, and fewer barriers that would prevent them from, using either a hands-free or a hand-held mobile phone while driving than infrequent users. Campaigns to reduce mobile phone use while driving should attempt to minimise the perceived benefits of the behaviour and highlight the risks of this unsafe driving practice.     

Cyclists’ handheld phone use and traffic rule knowledge

Phone use is likely to distract cyclists and possibly increase crash risk. Therefore, handheld phone use among cyclists is forbidden by law in some countries, even though cyclists use compensatory strategies to attempt to mitigate distractions and related effects. Both demographic, environmental, and psychological factors have been associated with cyclists’ phone use. This study extends the existing literature by including traffic rule beliefs as an explanatory measure in predicting cyclists’ handheld phone use and additionally explores how well cyclists know these rules in different legislative contexts. Online questionnaire responses were collected in 2019 among 1055 cyclists living in Denmark (N = 568), where handheld phone use for cyclists was forbidden, and in the Netherlands (N = 487), where it was legal. Responses on phone use, traffic rule knowledge, cycling behaviour, demographic, and psychological measures were used to identify factors contributing to the likelihood of handheld phone use in three regression models; one for all respondents and one for each country. In the combined model, believing there are no rules on handheld phone use increased the likelihood of handheld phone use while cycling. Other significant factors were subjective norm, perceived behavioural difficulty, self-identity as a safe cyclist as well as demographic factors. The country-specific models found that male gender was only associated with more handheld phone use in the Netherlands, while believing there was no ban was only connected to an increase in the likelihood of using handheld phone in Denmark. Correct traffic rule knowledge was almost three times higher in Denmark, where handheld phone use was forbidden. The results identify subjective norms, potential overconfidence, and traffic rule awareness (when there is a ban) as relevant factors in reducing the likelihood of cyclists’ handheld phone use. Findings from country-specific models possibly point to a connection between culture and traffic rules. Future research should focus on underlying mechanisms and awareness of traffic rules.     

Analysis of factors affecting drivers’ choice to engage with a mobile phone while driving in Beijing

In the current work, we examined reasons that drivers choose to engage with a mobile phone while driving in Beijing. An Internet survey was administered to collect data about talking and texting while driving. Conversations were sorted into different types. Respondents were requested to indicate the frequency of initiating a call or text, perceived risk, perceived importance and emotionality of the call or text. A structural equation model of talking and texting while driving was developed with perceived risk, perceived importance and emotionality of the call as predictors and compared to a similar model with U.S. drivers. Unlike the U.S. data, perceived risk has a significant negative impact on the choice to call or text among drivers in Beijing. Results also show that perceived importance of the call is a major factor affecting the usage of phone while driving. Even though drivers know it is dangerous and illegal, Beijing drivers choose to talk on mobile phones while driving, but they prefer not to text.     

“I need to skip a song because it sucks”: Exploring mobile phone use while driving among young adults

BackgroundMobile phone use while driving is a well-recognized area of concern. However, while texting/calling among young adult drivers has received much research attention, more research is needed regarding other phone functions used by young adults while driving.Study aimTo explore mobile phone functions used by young adult drivers while driving.ResultsAn online survey of 17–24 year old drivers (N = 612; 428 females) and focus groups with drivers aged (N = 18; 8 females) revealed that mobile phone use while driving was a very common behavior, with more full licence drivers compared with Learner/Provisional drivers using their phone to make/answer calls, send/read text messages and for internet browsing. This nature of mobile phone use while driving was varied, with phones commonly used for entertainment (e.g., to play music), to connect with others (via texting and/or voice calls) and for navigation.Concluding remarksYoung adults use a variety of functions on their phone while driving. It is important that young driver-targeted intervention efforts acknowledge that multiple functions of the mobile phone are used during the drive and it serves multiple purposes. Examining the inhibitors and facilitators of mobile phone use and its various functions while driving is needed, in addition to elucidating if the usage of particular mobile phone functions is similar across different driver cohorts.     

Evidence that implementation intentions reduce drivers’ use of mobile phones while driving

Implementation intentions are IF-THEN plans that have the potential to reduce mobile phone use while driving and thus contribute towards the prevention of road traffic crashes. We tested whether an intervention, designed to promote the formation of implementation intentions, could reduce drivers’ use of mobile phones. A randomized controlled design was used. The participants (N = 136) were randomised to an implementation intention or a control condition. Self-report questionnaires were administered to all participants at both pre- and one-month post-intervention to measure the use of mobile phones while driving, goal intentions and the theoretically derived motivational pre-cursors of goal intentions (attitudes, subjective norm and perceived behavioural control). Immediately following the pre-intervention questionnaire, the participants in the implementation intention condition (n = 67) were given a volitional help sheet, which asked them to form implementation intentions by specifying target driving situations that tempted them the most to use a mobile phone and linking them with goal-directed responses that could be used to resist the temptation. The participants in the control condition (n = 69) were asked to specify target situations that tempted them the most to use a mobile phone while driving and to generally try to avoid using a mobile phone in those situations. One-month post-intervention, the participants in the implementation intention condition reported using a mobile phone less often while driving in their specified target driving situations than did the participants in the control condition. As expected, no differences were found between the conditions in the reported frequency of mobile phone use in unspecified driving situations, goal intentions or any motivational pre-cursor of goal intentions. The implementation intention intervention that was tested in this study is a potentially effective tool for reducing mobile phone use while driving in target driving situations, where behaviour-change is most needed.     

Does impulsivity relate to perceived dependence on and actual use of the mobile phone?

Several authors have studied the risks arising from the growth in mobile phone use (e.g. large debts incurred by young people, banned or dangerous use of cellular phones). The aim of this study is to analyse whether impulsivity, which has often been related to various forms of addictive behaviours, is associated with massive use of and dependence on the mobile phone. In this study, 108 female undergraduate psychology students were screened using a questionnaire evaluating actual use of and perceived dependence on the mobile phone, and with the French adaptation of the UPPS Impulsive Behavior Scale. This scale identifies four distinct components associated with impulsive behaviour: Urgency, lack of Premeditation, lack of Perseverance, and Sensation Seeking. The results showed that a relationship can be established between the use of and perceived dependence on the cellular phone and two facets of impulsivity: Urgency and lack of Perseverance. Copyright © 2006 John Wiley & Sons, Ltd.     

Six-month-olds’ ability to use linguistic cues when interpreting others’ pointing actions

The present research investigated whether six-month-olds who rarely produce pointing actions can detect the object-directedness and communicative function of others’ pointing actions when linguistic information is provided. In Experiment 1, infants were randomly assigned to either a novel-word or emotional-vocalization condition. They were first familiarized with an event in which an actor uttered either a novel label (novel-word condition) or exclamatory expression (emotional-vocalization condition) and then pointed to one of two objects. Next, the positions of the objects were switched. During test trials, each infant watched the new-referent event where the actor pointed to the object to which the actor had not pointed before or the old-referent event where the actor pointed to the old object in its new location. Infants in the novel-word condition looked reliably longer at the new-referent event than at the old-referent event, suggesting that they encoded the object-directedness of the actor’s point. In contrast, infants in the emotional-vocalization condition showed roughly equal looking times to the two events. To further examine infants’ understanding of the communicative aspect of an actor’s point using a different communicative context, Experiment 2 used an identical procedure to the novel-word condition in Experiment 1, except there was only one object present during the familiarization trials. When the familiarization trials did not include a contrasting object, we found that the communicative intention of the actor’s point could be ambiguous. The infants showed roughly equal looking times during the two test events. The current research suggests that six-month-olds understand the object-directedness and communicative intention of others’ pointing when presented with a label, but not when presented with an emotional non-speech vocalization.     

Applying multiple models to predict clinicians’ behavioural intention and objective behaviour when managing children's teeth

This study used multiple theoretical approaches simultaneously to predict an objectively measured clinical behaviour. The six theoretical approaches were: The Theory of Planned Behaviour (TPB), Social Cognitive Theory (SCT), Common Sense Self-Regulation Model (CS-SRM), Operant Learning Theory (OLT), Action Planning (AP) and the Precaution Adoption Process (PAP), with knowledge as an additional predictor. Data on variables from these models were collected by postal survey. Data on the outcome behaviour, the evidence-based practice of placing fissure sealants, was collected from clinical records. Participants were 133 dentists (64% male) in Scotland. Variables found to predict the behaviour were: intention, attitude, perceived behavioural control, risk perception, outcome expectancies, self efficacy, habit, anticipated consequences, experienced consequences and action planning. The TPB, SCT, AP, OLT and PAP significantly predicted behaviour but the CS-SRM did not. A combined (Stepwise) regression model included only intention and action planning. Post hoc analyses showed action planning mediated effect of intention on behaviour. Taking a theory-based approach creates a replicable methodology for identifying factors predictive of clinical behaviour and for the design and choice of interventions to modify practice as new evidence emerges, increasing current options for improving health outcomes through influencing the implementation of best practice.     

An examination of the factors that influence drivers’ willingness to use hand-held mobile phones

Hand-held mobile phone use while driving is illegal throughout Australia yet many drivers persist with this behaviour. This study aims to understand the internal, driver-related and external, situational-related factors influencing drivers’ willingness to use a hand-held mobile phone while driving. Sampling 160 university students, this study utilised the Theory of Planned Behaviour (TPB) to examine a range of belief-based constructs. Additionally, drivers’ personality traits of neuroticism and extroversion were measured with the Neuroticism Extroversion Openness-Five Factor Inventory (NEO-FFI). In relation to the external, situational-related factors, four different driving-related scenarios, which were intended to evoke differing levels of drivers’ reported stress, were devised for the study and manipulated drivers’ time urgency (low versus high) and passenger presence (alone versus with friends). In these scenarios, drivers’ willingness to use a mobile phone in general was measured. Hierarchical regression analyses across the four different driving scenarios found that, overall, the TPB components significantly accounted for drivers’ willingness to use a mobile phone above and beyond the demographic variables. Subjective norms, however, was only a significant predictor of drivers’ willingness in situations where the drivers were driving alone. Generally, neuroticism and extroversion did not significantly predict drivers’ willingness above and beyond the TPB and demographic variables. Overall, the findings broaden our understanding of the internal and external factors influencing drivers’ willingness to use a hand-held mobile phone while driving despite the illegality of this behaviour. The findings may have important practical implications in terms of better informing road safety campaigns targeting drivers’ mobile phone use which, in turn, may contribute to a reduction in the extent that mobile phone use contributes to road crashes.     

Consumers’ intention to use environment-friendly ethical transportation medium: A conceptual framework and empirical evaluation

This study conceptualizes and tests a framework to understand consumers’ intention to use environment-friendly ethical transportation medium. It primarily uses ethical decision-making model and extends it under the purview of self-consistency theory. Based on the survey of 158 respondents and analysis of the framework using structural equation modeling and process macro, this study establishes the mediating role of moral judgement, self-accountability and perceived consumer effectiveness in forming moral intention to use ethical transportation medium. It is one of the first studies to provide insights on consumers’ intention to use environment-friendly ethical transportation medium using the ethical decision-making process. It also contributes to the literature on ethical decision-making in view of additional factors like self-accountability and perceived consumer effectiveness. The overall findings suggest new perspectives on consumers’ ethical decision-making process in the context of choice of transportation medium. The study provides some valuable guidance to the service providers and policymakers dealing with environment-friendly ethical transportation mediums.     

Does awareness of penalties influence deterrence mechanisms? A study of young drivers’ awareness and perceptions of the punishment applying to illegal phone use while driving

This research implemented both qualitative and quantitative methods to 1) explore young drivers’ (aged between 17 and 25 years) awareness and perceptions of legal sanctions associated with phone use while driving and 2) identify whether the accuracy of their knowledge influences deterrence-related perceptions. In the qualitative phase, 60 Queensland motorists participated in focus groups. The findings of the focus groups highlighted that greater awareness of the penalty for phone use while driving would enable this punishment to act as a more salient deterrent. More specifically, the penalty for hands-free phone use was considered too high, whereas when the penalty was applied to hand-held phone use it was considered reasonable, with some commenting that increasing the fine could be a greater deterrent. However, the penalty also appeared to be linked to the perceived legitimacy of the rule. The quantitative phase utilised a cross-sectioanl survey design and consisted of 503 drivers. Overall, more participants appear to be underestimating (63% underestimated the fine and 37% underestimated the demerit points) as opposed to overestimating (14% overestimated the fine and 22% overestimated the demerit points) the penalty for phone use while driving. As expected, compared to those who accurately estimated the extent of the punishment (both the monetary sanction and the number of demerit points) associated with phone use while driving, drivers who underestimated the phone punishment (points and fine) had significantly lower perceptions of the severity of punishment. These findings suggest that some young drivers do not have sufficient knowledge of mobile phone sanctions, which has significant implications for ongoing attempts to maximise deterrent mechanisms.     

Young infants’ expectations about hidden objects: a reply to three challenges

In this article, I address three broad challenges that have been directed at claims that even young infants are able to represent and to reason about hidden objects. The first challenge is that such claims are static and non-developmental and as such represent an unproductive approach to the study of infant cognition. The second challenge is that claims that even young infants represent hidden objects typically go hand in hand with assertions that infants are born with a belief that objects exist continuously in time and move continuously through space, and there is no evidence to date to support such assertions. Finally, the third challenge is that reports that young infants represent hidden objects can all be explained more parsimoniously in terms of low level perceptual biases in infants’ encoding and processing of events, or in terms of transient expectations formed during habituation trials and later extended to test trials.     

Australian parents’ willingness to use a rideshare vehicle to transport their unaccompanied children

This study aimed to identify the key factors associated with Australian parents' willingness to use a rideshare vehicle to transport their unaccompanied child(ren). Six hundred and thirty-one participants completed an online survey (M = 39.2 years, SD = 10.5, Range = 18.0–70.0 years; Female: 63.4%). Most participants (62.1%) reported that they would 'never' use a rideshare vehicle to transport their unaccompanied child(ren). The results of a logistic regression model showed that participants': previous use of a rideshare vehicle with their child, annual mileage, propensity for technology adoption, aberrant driving behaviours, as well their requirements for vehicle features were significantly associated with their willingness to use a rideshare vehicle to transport their unaccompanied child, χ2(7) = 159.59, p < 0.001. Overall, the findings suggest that Australian parents are mostly ‘unwilling’ to use a rideshare vehicle to transport their unaccompanied children. Understanding the views of parents towards emerging transportation modes for their children is crucial for urban planning, traffic engineering, economic and social mobility and ultimately, on supporting safe modes of transportation.     

Does making a conversation asynchronous reduce the negative impact of phone call on driving?

Mobile phone use at the wheel has a proven negative impact on driving. This paper aims to assess whether using an answerphone instead of a normal phone reduces this negative impact. The answerphone makes communication asynchronous and splits it into three disconnected and successive phases: interaction with the voice interface, listening to the message and answering, which have been evaluated separately.The experiment was conducted on a fixed base simulator, with 30 participants (half male and female, aged from 18 to 50 years, driving at least 5000 km per year).The results show better scores for correct responses to stimuli for answerphone communications than for phone communications, although response times were higher in both communication conditions than in the driving alone condition. When the three phases of answerphone use were compared, interacting with the answerphone and listening to the message were found to be significantly less disturbing than answering, in terms of correct responses and response times.By making the conversation asynchronous, the answerphone avoids direct interaction between driver and caller. The fact that communication is under the driver’s control allows him/her to pace the interaction better. Lastly, splitting up the conversation into different phases decreases the overall task difficulty.     

“They would call me,and I would need to know because it is like life and death”: A qualitative examination of the acceptability of smartphone applications designed to reduce mobile phone use while driving

Distracted driving is one of the most prevalent risky behaviours worldwide. Research has highlighted that current approaches to distracted driving based on education and police enforcement have shown low effectiveness. Smartphone applications to reduce distracted driving are an emerging technology with the potential to prevent road crashes. However, recent evidence has shown that the adoption of these applications has been limited. A qualitative study was carried out to investigate the acceptability of smartphone applications that are designed to prevent distracted driving. A total of 35 drivers (57% females) aged 19–44 years (Mean = 28.43) participated in interviews which explored acceptability constructs for in-vehicle intelligent technology as defined by Regan et al. (2012): usefulness, usability, effectiveness, social acceptability, affordability, and willingness to use the application functions. Generally, drivers perceived that these applications have the potential to increase safety and reduce voluntary and involuntary mobile phone interactions while driving. Nonetheless, it was also found that drivers want to retain some of the functionalities of their mobile phone, such as music playing applications, accessing GPS/maps and being able to interact with certain groups of people through their phones while driving. Finally, barriers to the uptake of the applications among drivers who use their mobile phone while driving are discussed. A frequent barrier that needs to be overcome is the perceived need and pressure to respond to their phone while driving to communicate for work purposes or with people with strong social ties to the driver, for example, a parent or spouse.     

Knowledge junkies or careerbuilders? A mixed-methods approach to exploring the determinants of students' intention to earn a PhD

What are the determinants of students' interest in earning a PhD? In this study, we use a mixed-methods approach to pursue this question. Based on qualitative interview data, we develop a model in which academic motivation and academic achievement interact with contextual factors such as working conditions to influence career intentions. We then test this model using a sample of 229 students currently enrolled in master-level courses of study at a German university. Our results speak to the role of intrinsic versus extrinsic motivations in the context of PhD intentions. In contrast to our expectations, results suggest that while intrinsic life aspirations and the intellectual challenge of gaining a PhD play a significant role for students' intention to pursue a PhD, extrinsic life aspirations and contextual determinants seem to be less influential. Furthermore, results highlight the importance of gaining familiarity and experience with academic work for students' career decisions.     

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.