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At least 1,081 records · Page 60Linked to original sources
PubMed1991

Comparing one's driving with others': assessment of abilities and frequency of offences. Evidence for a superior conformity of self-bias?

Research into self-evaluation of driving abilities has shown that drivers in North America and Europe consider that their driving abilities to be superior to those of the average driver. This survey (N = 454), carried out using a questionnaire, has confirmed this phenomenon in France where about 60% of the subjects rated themselves superior to other drivers in general. If this result is interpreted as a bias towards superior conformity of self, the study appears to show a bias with regard to conformity to driving regulations (assessed in terms of the frequency of driving offences committed). This interpretation would thus confirm the hypothesis that all subjects, whether they consider themselves superior or not to other drivers in general, believe they commit fewer offences than other drivers in general. The consequences of such a bias for the effectiveness of road safety campaigns and for drivers' risk-taking are discussed.

Accidents, Traffic↗
PubMed1992

Time vs. distance as measures of exposure in driving surveys.

A survey of drivers carried out in Ontario in 1988 has provided data on time spent driving as well as the distances driven for licensed drivers of both sexes in six age groups and three regions. Substantial differences were found in times, distances, and distance/time ratios among these groups. Men drove 50% greater distances, but spent only 30% more time driving than women; speed, averaged over each day's driving, was lower for older drivers than for younger drivers. Differences in speed reflect differences in the driving done in urban or rural areas, and differences in the opportunity for road crashes; such differences, whether based on units of time or distance, will also affect both the comparisons of accident rates and the perceptions of risk among different groups of drivers. A definition of exposure to risk of road crash is required that considers both time and distance appropriately.

Accidents, Traffic↗
PubMed1993

Drinking and driving: intentions, attitudes, and social norms of Swedish male drivers.

The main purpose of the present study was to investigate factors influencing drivers' decisions to drive after alcohol consumption. Male, Swedish, non-teetotal drivers aged 18 to 54 years (N = 1085) answered a questionnaire concerning their experience of drunken driving. The Ajzen and Fishbein model for explaining behavioral intentions from attitudes and social norms was used as a theoretical guideline in design of questionnaire and analysis of data. LISREL analyses suggested a causal model (which was crossvalidated) where intentions to drink and drive were influenced by attitudes, evaluation of sanctions, social norms, and drinking habits. Analyses of reports of decision making indicated that perceived probability of detection (and accidents) or need for transport, tied to specific situations, were important factors for drivers' decisions to drive or not after alcohol consumption.

Adolescent↗
PubMed1993

Alcohol use, driving records, and crash culpability among injured motorcycle drivers.

Alcohol use, driving records, crash culpability, and crash conviction rates for 165 injured motorcycle drivers (MTCDs) were studied. Of the 165 MTCDs, 53.3% tested positive for alcohol (BAC+). Culpability determinations (n = 150) revealed that 83% of BAC+ and 46% of BAC-MTCDs caused their crashes (p < 0.001). Driving records (n = 145) revealed the following prevalence of one or more convictions for BAC+ and BAC-MTCDs: impaired driving (29% vs. 7%, p < 0.001); speeding (74% vs. 58%, p < 0.05); and reckless driving (68% vs. 44%, p < 0.002). Of the surviving culpable impaired MCTDs (n = 48), 16.7% received crash-related convictions, 12.5% received alcohol-related convictions. The reasons for the low conviction rates are probably multifactorial.

Accidents, Traffic↗
PubMed1993

A comparison of alcohol-related driving behavior of white and nonwhite North Carolina drivers.

This paper broadens the knowledge of drinking/driving behavior by examining the involvement of North Carolina (NC) nonwhite drivers in alcohol-related (A/R) crashes and fatal crashes involving alcohol for the period of 1980 through 1988. The study identifies an A/R crash involvement problem for nonwhites, particularly nonwhite males above the age of 25 and nonwhite females above the age of 54. For ages 25 and higher, the A/R crash rates per licensed nonwhite male are at least twice those of white (Euro-caucasian) males. In addition, the driving while intoxicated (DWI) arrest rates per driver are approximately twice as high for nonwhite males as for white males of the same age. Through analysis of other data related to arrests for drinking and driving, single-vehicle nighttime (SVNT) crashes, breath alcohol concentration (BAC) levels of those arrested for DWI, and those involved in A/R crashes, and blood alcohol concentration of those involved in fatal crashes, a series of alternative explanations for this nonwhite involvement are examined. It is concluded that while nonwhite males and females may be involved in more crashes than whites at the same BAC level (as hypothesized by other researchers), there is also evidence that nonwhites appear to drive more often after drinking and also drive at slightly higher levels of BAC.

Accidents, Traffic↗
PubMed1995

Drinking and driving of pub patrons in Israel.

A chance sample of people exiting pubs in Israel were interviewed and their blood alcohol concentration (BAC) was measured with a portable breathalizer. Approximately 50% of the people intended to drive away themselves, while 50% were driven by others. People's decision whether or not to drive was unrelated to their BAC and to the number of drinks they reportedly had, and only marginally related to whether or not they felt drunk. Thirty percent of those who felt drunk still intended to drive. Although three-quarters of the respondents felt there is a driving and drinking problem in Israel, their knowledge about the effects of alcohol and the number of drinks they need to consume in order to get drunk reflected an alarming ignorance. The results demonstrate a dangerous trend in alcohol consumption that is not coupled with adequate specific knowledge about alcohol's effects.

Adolescent↗
PubMed1994

Systematic cooperation between driving schools and parents in driver education, an experiment.

The overall purpose of the experiment is to study the effects of various educational changes as a measure for preventing accidents among young drivers. The hypothesis is that accident risks among young drivers, normally educated by private instructors, i.e. parents, will be reduced if complementary professional education and support are provided. To analyze the effect of this combination of private and complementary professional driver education compared to solely private instruction, nearly 2,000 young people, 17 years old, were divided into two groups. The experimental group was given professionally supported education and the control group was educated by parents or other private teachers. The changes comprised three parts, systematic cooperation between driving school and parents, "commentary driving" to improve scanning behaviour, and special practice to help the learner experience his own limitations in driving skill. The results based on self-reported accident show negative effects during the first year and positive effects of the changes during the second year after licensing. When the two years were added, no significant change was found. Questionnaire data in subjective skill and driving style showed small changes, the experimental group being a little more careful and a little less self-confident. The results are discussed in terms of cognitive overload and the learners' limited capacity to benefit from the changes during the first of the two years.

Accidents, Traffic↗
PubMed1987

The influence of subclinical epileptiform EEG discharges on driving behaviour.

EEG and driving behaviour were monitored in 6 patients with subclinical focal and generalised epileptiform EEG discharges during 420 km of actual motorway driving in a suitably instrumented vehicle. Evidence of impaired driving performance during subclinical discharges was significant in 3 subjects (P less than 0.025 or less than 0.05) and was suggestive (P less than 0.1) in 1. The two patients with greatest impairment had active epilepsy, whereas the others had been seizure-free for upwards of 4 years. No other features appeared to be predictive of altered driving behaviour during discharges.

Adult↗
PubMed2004

An explorative study of the relationship between lifestyle and driving behaviour among young drivers.

The high accident risk among young drivers is a well-known and well-documented fact in most countries, including Denmark. Lifestyle has proven to be related to driving behaviour as well as accident risk among young drivers. However, the underlying process through which the relationship between the lifestyle and the driving behaviour is established is not yet fully understood. Using focus group interviews divided by sex and education this study explores the psychosocial function of driving as well as the process through which a relationship between lifestyle and driving behaviour is established. Twenty-nine young drivers living in the Copenhagen area participated in the study. Data were analysed using a modified version of the Editing Analysis Style.

Adolescent↗
PubMed2005

The observed effects of teenage passengers on the risky driving behavior of teenage drivers.

The association between teenage passengers and crash risks among young drivers may be due to risky driving behavior. We investigated the effect on two measures of risky driving in the presence of young male and female passengers. Vehicles exiting from parking lots at 10 high schools were observed and the occupants were identified by gender and age (teen or adult). At a nearby site, the speed and headway of passing traffic were recorded using video and LIDAR technology. Teenage drivers drove faster than the general traffic and allowed shorter headways, particularly in the presence of a male teenage passenger. Both male and female teenage drivers allowed shorter headways (relative to no passenger or a female passenger) in the presence of a male teenage passenger, while the presence of a female teenage passenger resulted in longer headways for male teenage drivers. Overall, the observed rate of high risk driving (defined as speed > or =15 mph or more above the posted speed limit and/or headway of < or =1.0 s) for the teen male driver/male passenger condition was about double that of general traffic. In conclusion, the presence of male teenage passengers was associated with risky driving behavior among teenage drivers.

Accidents, Traffic↗
PubMed2005

Impaired-driving recidivism among repeat offenders following an intensive court-based intervention.

PURPOSE: Repeat impaired-drivers resist successful rehabilitation. This paper describes and evaluates an innovative court-based intervention for repeat impaired-driving offenders, the driving under the influence (DUI) Intensive Supervision Program (DISP) developed in Multnomah County, Oregon. METHODS: The hazard of re-offending was compared between DISP participants (N=460) and a comparison group (N=497). The stratified Cox proportional hazards model was used to model the hazard of re-offense, adjusting for matching criteria and stratified by county of residence. RESULTS: Adjusted hazard of DUI re-offense for DISP participants was 0.52 that of comparison offenders (95% CI=0.36-0.76). DISP clients also had lower arrest rates for driving while revoked/suspended and for all other traffic offenses. CONCLUSION: Preliminary results suggest the DISP is an effective means of reducing recidivism among repeat impaired-driving offenders.

Accidents, Traffic↗
PubMed2006

The impact of secondary task cognitive processing demand on driving performance.

Crash causation research has identified inattention as a major source of driver error leading to crashes. The series of experiments presented herein investigate the characteristics of an in-vehicle information system (IVIS) task that could hinder driving performance due to uncertainty buildup and cognitive capture. Three on-road studies were performed that used instrumented passenger and tractor-trailer vehicles to obtain real-world driving performance data. Participants included young, middle-aged, and older passenger vehicle drivers and middle-aged and older commercial vehicle operators. While driving, they were presented with IVIS tasks with various information densities, decision-making elements, presentation formats, and presentation modalities (visual or auditory). The experiments showed that, for both presentation modalities, the presence of multiple decision-making elements in a task had a substantial negative impact on driving performance of both automobile drivers and truck drivers when compared to conventional tasks or tasks with only one decision-making element. The results from these experiments can be used to improve IVIS designs, allowing for potential IVIS task phenomena such as uncertainty buildup and cognitive capture to be avoided.

Adolescent↗
PubMed2005

Time to resumption of driving after implantation of an automatic defibrillator (from the Dual chamber and VVI Implantable Defibrillator [DAVID] trial).

The time to resumption of driving after insertion of an implantable cardioverter-defibrillator (ICD) was evaluated in the Dual Chamber And VVI Implantable Defibrillator trial. Most patients were advised not to drive for 3 to 6 months after the ICD was implanted. Patients were surveyed at 3-, 6-, or 9-month intervals to characterize their driving habits, with 101 of 137 (73.7%), 98 of 146 (67.1%), and 79 of 135 (58.5%) responding. Of respondents, 82% recalled being told not to drive for a specified time after ICD implantation. These patients generally obeyed recommendations (association between recommended time and time of resumption, p <0.001) from medical personnel.

Arrhythmias, Cardiac↗
PubMed2005

Stroop color-word test, arousal, electrodermal activity and performance in a critical driving situation.

The aim of this experiment was to study drivers' performance when confronted with a critical crash avoidance situation. Subjects were asked to cover three laps of a private circuit (4 min per lap), respecting speed limits. During the last lap, an inflated dummy car, placed at an intersection, was pulled onto the traffic lane. The synchronization signal releasing the obstacle was triggered to make the braking distance too short, thus requiring subjects to brake and turn the driving wheel simultaneously. Before driving, subjects completed the Stroop color-word test. Skin conductance (SC) was recorded continuously, before and during driving. Subjects who performed the least well also performed the least well to Stroop test. The SC level showed that subjects avoiding the obstacle were more aroused than those who crashed into the dummy car. Performance to Stroop test and physiological arousal were thus shown to be determining factors in management of a critical driving situation.

Adult↗
PubMed2004

Upper limb splints and the right to drive--who decides?

Management of upper limb pathology frequently requires the wearing of a splint for a period of time. Our Occupational Therapy Department fits approximately 2000 thermoplastic splints per year. A significant number of these patients drive. In a bid to try and elucidate who is thought to have and who actually has responsibility for deciding which splints are safe to drive in we sent photographic questionnaires to patients, general practitioners (GPs), the police and driver and vehicle-licensing agency (DVLA). We performed a telephone survey of insurance companies. It is the duty of the patient to contact the DVLA if they have any doubt about their ability to drive safely whilst wearing the splint. Our results demonstrate only 10% of patients and 4% of GPs are aware of this. There was strong agreement between patients, GPs and the police about which splints would probably be safe to drive in, but patients need to be reviewed on an individual basis. Our study demonstrates a lack of knowledge among patients and GPs which could expose either group to adverse legal action in the event of an accident.

Arm Injuries↗
PubMedDate not supplied

Eating behavior and other distracting behaviors while driving among patients with eating disorders.

The current study sought to better characterize eating behavior, binge-eating behavior, and other potentially problematic, distracting behaviors while driving in patients with eating disorders. Forty patients with eating disorders who reported eating in their car at least once per week were included. Thirty subjects with eating disorders reported binge-eating while driving. A surprisingly high number of subjects reported engaging in a variety of distracting behaviors, including changing clothes, reading, applying make-up, and combing/brushing their hair while driving. Potentially problematic behaviors such as binge-eating while driving should be inquired about during assessment, and if found should be addressed in treatment planning.

Adult↗
PubMed2006

Underage driving as an indicator of risky behavior in children and adolescents.

Driving among children and adolescents below the legal driving age in Texas was examined. There were 4170 accidents between 1995 and 2000 (66.5% involved injury/fatality). Drivers were more often male, and underage driving was greatest during the late afternoon/early evening. Risk of severe injury or death was inversely related to speed and nighttime driving, and was greater in rural areas, in accidents involving passengers and among black children and youth compared with white.

Accidents, Traffic↗
PubMed2004

How do Zero Tolerance Drunk Driving Laws work?

This paper provides the first comprehensive analysis of the effects of "Zero Tolerance" (ZT) Drunk Driving Laws--which set very low legal blood alcohol limits for individuals under age 21--on self-reported alcohol use and drunk driving using data from the 1984 to 2001 Behavioral Risk Factor Surveillance System (BRFSS). I estimate two-way fixed effects models of alcohol-related behaviors of 18-20-year-olds that can condition on unobserved differences across states that may be correlated with determinants of drinking and drunk driving, and I use 22-24-year-olds as a control group. Results indicate that the laws reduced heavy episodic drinking (five or more drinks at one sitting) among underage males by 13%. This result is supported by models that use variation in treatment intensity induced by differences in body weight. I find mixed evidence of ZT effects for females, and no robust effects on drinking participation or drunk driving for either sex.

Adolescent↗