Deterrence of drug driving: The impact of the ACT drug driving legislation and detection techniques

Drug driving is a significant road safety concern rendering the implementation of roadside drug testing in all Australian jurisdictions. The current research sought to examine the impact of recently introduced roadside oral fluid screening in the Australian Capital Territory (ACT). Specifically, the study sought to examine drivers’ awareness, perceptions and perceived deterrent impact of these operations and the degree to which they influence likelihood of future drug driving. A total of 801 male and female motorists aged 17–88 years of age completed a phone interview assessing demographics (e.g., driving and drug taking history), awareness and perceived effectiveness of roadside drug testing, and constructs central to both Classical Deterrence Theory (i.e., certainty, severity, swiftness) and reconceptualised deterrence theory (direct and vicarious experiences of both punishment and punishment avoidance) frameworks. Overall, despite an apparent decline in drug driving behaviour since the introduction of roadside testing, a large proportion of driver’s possessed a poor awareness of these operations and did not perceive a high certainty of apprehension. Age, punishment avoidance and vicarious punishment avoidance were found to predict future likelihood of drug driving, whilst Classical Deterrence Theory variables did not. Contrary to expectations and previous studies, few significant differences were found with regards to gender. Findings are interpreted in light of the recency of roadside drug testing in the ACT and the need for future studies to examine the impact of such operations. Further recommendations for augmenting the deterrence of drug driving are discussed.     

The organization and dissolution of semantic-conceptual knowledge: Is the ‘amodal hub’ the only plausible model?

In recent years, the anatomical and functional bases of conceptual activity have attracted a growing interest. In particular, Patterson and Lambon-Ralph have proposed the existence, in the anterior parts of the temporal lobes, of a mechanism (the 'amodal semantic hub') supporting the interactive activation of semantic representations in all modalities and for all semantic categories. The aim of then present paper is to discuss this model, arguing against the notion of an 'amodal' semantic hub, because we maintain, in agreement with the Damasio's construct of 'higher-order convergence zone', that a continuum exists between perceptual information and conceptual representations, whereas the 'amodal' account views perceptual informations only as a channel through which abstract semantic knowledge can be activated. According to our model, semantic organization can be better explained by two orthogonal higher-order convergence systems, concerning, on one hand, the right vs. left hemisphere and, on the other hand, the ventral vs. dorsal processing pathways. This model posits that conceptual representations may be mainly based upon perceptual activities in the right hemisphere and upon verbal mediation in the left side of the brain. It also assumes that conceptual knowledge based on the convergence of highly processed visual information with other perceptual data (and mainly concerning living categories) may be bilaterally represented in the anterior parts of the temporal lobes, whereas knowledge based on the integration of visual data with action schemata (namely knowledge of actions, body parts and artefacts) may be more represented in the left fronto-temporo-parietal areas.     

Convergent,discriminant, and predictive validity of aggressive driving inventories: they drive as they live

The authors hypothesized that aggressive driving is indicative of a more general trait that leads individuals to behave aggressively in different situations. This hypothesis was tested by having 85 male and 237 female undergraduates complete the Aggression Questionnaire, three measures of aggressive driving (the Driver Anger Scale, Driver Vengeance Questionnaire, and Driving Behavior Inventory), and questions about violating traffic laws. High correlations among the aggressive driving inventories provided evidence for the convergent validity, but a confirmatory factor analyses raised questions about the discriminant validity of aggressive driving inventories. The inventories did not attain significance in hierarchical analyses of traffic violations that controlled for gender, driving experience, and measures of trait aggression. It is concluded that there is little unique about aggressive driving and that individuals drive as they live. Aggr. Behav. 32:89–98, 2006. © 2006 Wiley‐Liss, Inc.     

When Parsimony Subdues Distinctiveness: Simplified Public Perceptions of Politicians' Personality

Voters develop uniquely simplified perceptions of political candidates' personalities during election campaigns. In an earlier study, voters described their own personalities, and also those of celebrities, using the same five factors typical of the Big Five model of personality. In contrast, the appraisal of political candidates' personalities by voters in both Italy and the United States was reduced to only a few factors. The present research extends that exploration of the relationship between personality and politics to the public's perception of politicians' personalities across a wider variety of politicians and across a long time span after an election campaign. Two studies conducted in Italy, with more than 3,000 voters, replicated the earlier results: The factors of Energy and Agreeableness are primary anchors for evaluating politicians' personalities both during campaigns and for several years thereafter. Also uncovered were congruences between the ways that voters tend to present themselves (self-schemata) and the schemata they use to evaluate candidates representing their political preference.     

Do traumatic events influence cognitive schemata?

Within the field of crisis psychology empirical research on the subject whether cognitive schemata are influenced by victimization, and whether possible changes in cognitive schemata are related to post-traumatic stress disorder (PTSD) is somewhat sparse. In the present study cognitive processing of 602 parents, who had lost an infant, were examined. Among other things results showed a significant relationship between level of cognitive processing and symptoms of PTSD. When items selected to reflect fundamental assumptions about the self and the world were assessed, there were only few differences between parents who had lost an infant, and the control group. Furthermore, there were numerous significant relations between items selected to reflect fundamental assumptions and symptoms of PTSD. The results are discussed in relation to central theories within the cognitive area of crisis psychology and recommendations for future research are offered.     

Psychiatric and behavioral problems in aggressive drivers

Motor vehicle accidents (MVAs) are a leading cause of accidental death and injury, and aggressive driving has been identified as a risk factor for MVAs. Assessing psychiatric and behavioral disturbances in aggressive drivers is germane to the development of prevention and intervention programs for this population. The present study compared the prevalence of psychiatric diagnoses and behavioral problems in young adult drivers with self-reported high driving aggression to that of drivers with low driving aggression. Aggressive drivers evidenced a significantly higher current and lifetime prevalence of Oppositional Defiant Disorder, Alcohol and Substance Use Disorders, and Cluster B Personality Disorders, and a significantly greater lifetime prevalence of Conduct Disorder, Attention-Deficit/Hyperactivity Disorder, and Intermittent Explosive Disorder. Aggressive drivers also had a significantly greater prevalence of self-reported problems with anger, as well as a greater family history of anger problems and conflict. The findings suggest that prevention and intervention programs designed to reduce aggressive driving may need to address the presence of psychiatric and behavioral problems that could potentially complicate treatment or impede responses to treatment.     

The assessment of fitness to drive after a stroke: the Nordic Stroke Driver Screening Assessment

The British Stroke Driver Screening Assessment (SDSA) is a set of four simple cognitive tests to evaluate driving fitness in stroke patients. To evaluate its usefulness in a Scandinavian context, we adapted the tests and assessed a group of 97 stroke patients from Sweden and Norway, using a driving test as the criterion. When results were calculated according to the original method, based on a discriminant function, less than 70% of the participants were correctly classified. To improve the predictive potential, a new discriminant analysis was performed, using the scores of a subsample of 49 patients, and validated on the remaining 48 participants. In total, 78% of the patients were correctly classified, but specificity was superior to sensitivity. We conclude that the Nordic version of the SDSA is a useful instrument, provided that test scores are interpreted in a balanced manner, taking into account the possibility of compensatory traffic behavior.     

The effects of nighttime seat belt enforcement on seat belt use by tavern patrons: a preliminary analysis.

The purpose of this study was to determine the effects of police enforcement and the use of signs and posters in promoting seat belt use by nighttime tavern patrons. Ten taverns in two cities served as sites. Data were collected on the nighttime seat belt use of tavern patrons and daytime citywide seat belt use. Results indicated that the intervention increased nighttime seat belt use by tavern patrons. Daytime seat belt use increased in one city and remained at a high level in the other following the intervention. Because previous research has shown that tavern patrons are overrepresented in the impaired driving population, and that seat belt use decreases the likelihood of serious injury or death, results of this study suggest that enforcement of seat belt use could reduce casualties resulting from impaired driving.     

NATURALISTIC OBSERVATIONS OF BEER DRINKING AMONG COLLEGE STUDENTS

We observed the beer drinking behavior of 308 university students in several bar and party settings. The following relationships were found: (a) males drinking beer in bars consumed 0.92 oz per min; (b) females drank less beer than males, and stayed in a bar for a longer time period; (c) patrons drank significantly more beer when drinking in groups and when purchasing beer in pitchers versus cups or bottles; and (d) intervals between party arrival and first drink and between party departure and last drink varied inversely with blood alcohol concentration. We discuss these findings with regard to developing interventions to prevent alcohol-impaired driving.     

Supporting the changing driver’s task: Exploration of interface designs for supervision and intervention in automated driving

Driving automation leads to a changing role for drivers, that is from manual vehicle control to supervising automation. Supervision of partial automation requires now and then intervention. Since the automation causes low vigilance and out-of-the-loop performance problems, this changing role is not well suited for human operators. To explore how driver-vehicle interfaces can support drivers in their changed role, we tested three concepts. Concept A was a baseline reference, providing only acoustic warnings. Concept B presented status-information and warnings behind the steering wheel. Concept C used illumination and haptic feedback in the seat-pan to direct attention outside the vehicle and to stimulate response. Concept C only provided vibrotactile feedback when intervention was needed. Results of our study show improved support for supervision with the illumination-concept, i.e. better hazard-detection and raised levels of Situation Awareness in some scenarios relevant for supervisory control. Knowing that supervision will be the dominating driver’s responsibility during partially automated driving, the illumination-concept is a recommended solution for support of the driver’s changing role. Nonetheless, neither concept B, nor C, showed additional support for intervention compared to the baseline. It was hypothesised that the combination of concept C’s stimuli for intervention-support caused counter-productive levels of annoyance. Furthermore, we concluded that intervention and supervision benefit from different interface-features and discussed possible causes underlying ambiguity between support for supervision and support for intervention shown with concept C. Therewith, the considerations in this paper contribute to further development of – and knowledge about – appropriate driver-vehicle interaction while vehicle-operation advances into operating partially automated driving systems.