Social Norms and Risk Perception: Predictors of Distracted Driving Behavior Among Novice Adolescent Drivers

AbstractPurposeAdolescent drivers are at elevated crash risk due to distracted driving behavior (DDB). Understanding parental and peer influences on adolescent DDB may aid future efforts to decrease crash risk. We examined the influence of risk perception, sensation seeking, as well as descriptive and injunctive social norms on adolescent DDB using the theory of normative social behavior.Methods403 adolescents (aged 16–18 years) and their parents were surveyed by telephone. Survey instruments measured self-reported sociodemographics, DDB, sensation seeking, risk perception, descriptive norms (perceived parent DDB, parent self-reported DDB, and perceived peer DDB), and injunctive norms (parent approval of DDB and peer approval of DDB). Hierarchical multiple linear regression was used to predict the influence of descriptive and injunctive social norms, risk perception, and sensation seeking on adolescent DDB.Results92% of adolescents reported regularly engaging in DDB. Adolescents perceived that their parents and peers participated in DDB more frequently than themselves. Adolescent risk perception, parent DDB, perceived parent DDB, and perceived peer DDB were predictive of adolescent DDB in the regression model, but parent approval and peer approval of DDB were not predictive. Risk perception and parental DDB were stronger predictors among males, whereas perceived parental DDB was stronger for female adolescents.ConclusionsAdolescent risk perception and descriptive norms are important predictors of adolescent distracted driving. More study is needed to understand the role of injunctive normative influences on adolescent DDB. Effective public health interventions should address parental role modeling, parental monitoring of adolescent driving, and social marketing techniques that correct misconceptions of norms related to around driver distraction and crash risk

Design and implementation of a parent guide for coaching teen drivers

Introduction: Teens beginning to drive independently are at significant increased risk of motor-vehicle crashes relative to their other life stages. There is, however, little guidance for parents as to how best to supervise learning to drive. Method: This study sought to undertake an informed approach to development and implementation of a Parent Guide. We included a multi-stage development process, using theory, findings from a Delphi-study of young driver traffic-safety experts, and parent focus groups. This process informed the development of a Guide that was then evaluated for feasibility and acceptability, comparing a group that received the Guide with a control group of parent and teen dyads. Both members of the dyads were surveyed at baseline, again at the approximate time teens would be licensed to drive independently (post-test), and again three months later. Results: We found no difference in the proportion of teens who became licensed between those given the new Guide and control teens (who received the state-developed booklet); that is the Guide did not appear to promote or delay licensure. Teens in the Guide group reported that their parents were more likely to use the provided resource compared with control teens. Responses indicated that the Parent Guide was favorably viewed, that it was easy to use, and that the logging of hours was a useful inclusion. Parents noted that the Guide helped them manage their stress, provided strategies to keep calm, and helped with planning practice. In contrast, control parents noted that their booklet helped explain rules. Among licensed teens there was no significant difference in self-reported risky driving at the three-month follow-up. We discuss the challenges in providing motivation for parents to move beyond a set number of practice hours to provide diversity of driving practice. (C) 2018 National Safety Council and Elsevier Ltd. All rights reserved

Older truck drivers : How can we keep them in the workforce for as long as safely possible?

There is convincing evidence to suggest that older truck drivers are a highly valued cohort in the transportation industry. Thus, ensuring the safety, health and wellbeing of this workforce should be a priority so that transportation industry employers can develop strategies to keep them driving for as long as they are safe on the road. As a first step in achieving this goal, the aim of this study was to better understand the key factors associated with managing the safety, health and wellbeing of older drivers in the trucking industry. Two focus groups with safety managers (n = 15) trucking companies in the United States were conducted to gain an understanding of the barriers and facilitators in planning and managing the safety of older truck drivers. Data were analyzed using thematic analysis and involved a broad categorisation of all meaningful data into four key areas (i.e., advantages, concerns, current strategies and challenges). Themes were subsequently identified within each of the four key areas. The results confirmed that older truck drivers are valued in the workforce for their work ethic and safety attitudes; however, there are multiple and interrelated factors influencing the safety management of older truck drivers. It was also found that there are few interventions that are targeted to the specific needs of older truck drivers and aligned to the challenges in managing the safety risks. Overall, the findings of this study support recommendations to address the barriers associated with managing the safety of older truck drivers.</p

Athletes’ expectations about sport injury rehabilitation: A cross-cultural study

Context: Athletes enter injury rehabilitation with certain expectations about the recovery process, outcomes, and the professional providing treatment. Their expectations influence the effectiveness of the assistance received and affect the overall rehabilitation process. Expectations may vary depending on numerous factors such as sport experience, gender, sport-type and cultural background. Unfortunately, limited information is available on athletes’ expectations about sport injury rehabilitation. Objective: To examine possible differences in athletes’ expectations about sport injury rehabilitation based on their country of residence and type of sport (physical contact versus non-physical contact). Design: A cross-sectional design. Setting: Recreational, collegiate, and professional athletes from the United States (US), United Kingdom (UK) and Finland were surveyed. Participants: Of the 1209 athletes ranging from 12 to 80 years of age (Mage = 23.46 ± 7.91), of which 529 US [80%], 253 UK [86%], and 199 Finnish [82%] provided details of their geographical location, were included in the final analyses. Main Outcome Measures: The Expectations about Athletic Training (EAAT) questionnaire was used to determine athletes’ expectations about personal commitment, facilitative conditions, and the expertise of the sports medicine professional (Clement et al., 2012). Results: 3x2 MANCOVA revealed significant main effects for country (p = .0001, ηp2 = .055) and sport type (p = .0001, ηp2 = .023). Specifically, US athletes were found to have higher expectations of personal commitment and facilitative conditions than their UK and Finnish counterparts. Athletes participating in physical contact sports had higher expectations of facilitative conditions and the expertise of the sports medicine professional (SMP) as compared to athletes participating in non-physical contact sports. Conclusions: SMPs, especially those in the US, should consider the sport and environment when providing services. In addition, SMPs need to highlight and demonstrate their expertise durin

Societal Costs of Traffic Crashes and Crime in Michigan: 2023 Update

Technical ReportComparable and up-to-date cost data for traffic crashes and crime contribute to informed decision making about allocation of resources and are a critical component of improving safety on our roadways and in our neighborhoods. The goal for this study is to provide the most current cost information about the magnitude of burden imposed by traffic crashes and crime in Michigan. This report represents the seventh in the series of Societal Costs of Traffic Crashes and Crime in Michigan. Michigan-specific monetary and nonmonetary quality of life costs for victims of index crimes (murder, rape, robbery, aggravated assault, burglary, larceny, and motor vehicle theft) and traffic crashes were estimated by experts in the field of economics of traffic crashes and crimes. Monetary costs include costs of medical care, mental health, work loss, public services, adjudication and sanctioning, congestion and environmental factors, and property damage and loss. Quality of life costs are based on the current National Highway Traffic Safety Administration value of statistical life and adjusted for consistency between crimes and crashes. The unit costs for crimes and crashes were computed in a comparable manner. These unit costs were applied to 2021 Michigan traffic crash and index crime incidence data to estimate dollar losses from crashes and crimes to the state and for each county within the state. Costs were also estimated for the following crash types: alcohol-involved crashes, drug-involved crashes, crash-involved unrestrained occupants of passenger vehicles, young driver (<21 years) crashes, older driver (65 years and older) crashes, crashes involving medium/large trucks (defined as a gross vehicle weight exceeding 10,000 lbs.), motorcycle-involved crashes, bicycle-involved crashes, and pedestrian-involved crashes. Findings indicate that in 2021, index crimes in Michigan resulted in $2.8 billion in monetary costs and$9.7 billion in quality of life costs, resulting in $12.5 billion in total costs. Costs for traffic crashes were estimated to be$6.6 billion in monetary costs and $23.7 billion in quality of life costs, resulting in$30.4 billion in total costs. Consistent with previous studies, the costs for traffic crashes more than doubles the costs for index crimes in Michigan.Michigan Office of Highway Safety Planninghttp://deepblue.lib.umich.edu/bitstream/2027.42/191550/1/UMTRI-2023-19.pd

Promoting Inclusive Design and Deployment of Connected and Automated Vehicles for Older Adults Through Education of Engineering Students.

Final ReportThe development of connected and automated vehicles (CAVs) holds promise for reducing traffic crashes and maintaining mobility among older adults. Challenges remain, however, in ensuring that CAVs are accessible, acceptable, affordable, and otherwise inclusive for older adults. The objective of this project was to increase graduate students’ awareness of and sensitivity to these issues, using a framework of experiential learning. The project provided an opportunity for University of Michigan (U-M) students enrolled in a graduate course on human-centered design and engineering to be involved in all four aspects of experiential learning – exploring, engaging, reflecting, and communicating – to meet the project objective. The project involved several primary tasks: 1) completion of a research synthesis on older adults and CAVs by the project team; 2) discussions between the project team and older adults themselves (termed community engagement); 3) presentations by the project team to students in the class on the project background, findings from the research synthesis and community engagement, and an industry perspective on older adults and CAVs; 4) implementation of student classroom projects on older adults and CAVs as part of their regular course curriculum; 5) development of posters by the students highlighting their classroom projects; 6) presentation of the posters by the students in a formal poster session at the University of Michigan Transportation Research Institute targeted to U-M faculty and staff, representatives from industry, and other undergraduate and graduate students; 7) evaluation through pre- and post-surveys of students to measure changes in knowledge about older adults and CAVs; and 8) development of a set of recommendations for future efforts to train and educate students in this area, as well as the design and deployment of CAVs themselves. Findings are discussed for each of these tasks.U.S. Department of Transportation Office of the Assistant Secretary for Research and Technologyhttp://deepblue.lib.umich.edu/bitstream/2027.42/177365/1/[Accessible] Promoting Inclusive Design and Deployment of Connected and Automated Vehicles for Older Adults Through Education of Engineering Students Final Report.pdfhttp://deepblue.lib.umich.edu/bitstream/2027.42/177365/2/CCATCAVDEI_SupplementalDocument_PresentationsPosters.pdf-1Description of [Accessible] Promoting Inclusive Design and Deployment of Connected and Automated Vehicles for Older Adults Through Education of Engineering Students Final Report.pdf : Final ReportDescription of CCATCAVDEI_SupplementalDocument_PresentationsPosters.pdf : Supplemental Material

Using naturalistic driving data to better understand the driving exposure and patterns of older drivers

<p><b>Objective</b>: The aging of the population in the United States and elsewhere has brought increasing attention to the issue of safe driving and mobility among older adults. The overall objective of this research was to use naturalistic data collection to better understand driving exposure and driving patterns, 2 important contributors to crash risk.</p> <p><b>Methods</b>: Data came from a study conducted at the University of Michigan Transportation Research Institute as part of the Integrated Vehicle-Based Safety System (IVBSS) program. A total of 108 randomly sampled drivers took part, with the sample stratified by age and sex. The age groups examined were 20 to 30 (younger), 40 to 50 (middle-aged), and 60 to 70 years old (older). Sixteen late-model Honda Accords were used as research vehicles and were driven by participants as their personal vehicles over the study period. Roughly the first 2 weeks of vehicle use comprised the baseline driving period, during which the IVBSS technologies were turned off (i.e., no warnings were presented to the drivers) but all onboard data were collected. For this article, only data from the baseline period were analyzed to limit any confounding effects that the safety technology may have had on driving behavior.</p> <p><b>Results</b>: Results indicated that when looking at age independent of sex, older drivers (age 60–70) took fewer trips, drove fewer minutes, were less likely to drive at night, and had fewer high decelerations and speeding events than the youngest age group (20–30). They were also less likely to drive during peak morning traffic and on high-speed roads than their middle-age counterparts (40–50). Across all age groups, there were few differences by sex, with the exception that females drove fewer miles and fewer minutes and had fewer high decelerations than males. When both age and sex were taken into account, it was often the group of females age 60–70 that appeared to account for many of the age and sex differences found in driving exposure and patterns.</p> <p><b>Conclusions</b>: Future research in this area would benefit from larger scale and longitudinal study designs so that changes in driving exposure and patterns over time among large samples of drivers could be examined.</p

Guidelines for Development of Evidence-Based Countermeasures for Risky Driving – Final Technical Report, Volume 1

Technical Report FinalThe overall objective of this project was to create a set of guidelines that can be used to inform the development of risky driving countermeasures that are evidence-based, guided by theory, and lead to sustained behavioral change. Several tasks were completed to achieve this objective including: developing a behavior change inventory; identifying candidate behaviors; identifying characteristics of candidate behaviors; cross validating driver characteristics and target behaviors through an online survey and naturalistic driving study; and developing countermeasure recommendations. This reports describes the purpose of each task, the approach used to complete each task, and the results of each task. It also presents 26 guidelines for countermeasure development.Toyota Collaborative Safety Research Centerhttp://deepblue.lib.umich.edu/bitstream/2027.42/165334/1/UMTRI-2021-1.docxDescription of UMTRI-2021-1.docx : Technical Report Fina

Guidelines for Development of Evidence-Based Countermeasures for Risky Driving - Final Technical Report, Volume 2

Technical Report FinalThe overall objective of this project was to create a set of guidelines that can be used to inform the development of risky driving countermeasures that are evidence-based, guided by theory, and lead to sustained behavioral change. Several tasks were completed to achieve this objective including: developing a behavior change inventory; identifying candidate behaviors; identifying characteristics of candidate behaviors; cross validating driver characteristics and target behaviors through an online survey and naturalistic driving study; and developing countermeasure recommendations. Volume 1 of the final report describes the purpose of each task, the approach used to complete each task, and the results of each task. It also presents 26 guidelines for countermeasure development. Volume 2 of the final report (this volume) contains all of the deliverables developed for the project.Toyota Collaborative Safety Research Centerhttp://deepblue.lib.umich.edu/bitstream/2027.42/166094/1/UMTRI-2021-2.docxDescription of UMTRI-2021-2.docx : Technical Report Fina