Age and Gender Differences in Perceived Accident Likelihood and Driver Competences

Road traffic accident involvement rates show clear age and gender differences which may in part be accounted for by differences in risk perception and perceptions of driving competence. The present study extends and replicates that of Matthews and Moran (1986). Young (18–30 years) and older (45–60 years) male and female drivers responded to a questionnaire on perceived accident risk and driving competence (judgment and skill) with respect to themselves and four target groups, and also rated a series of videotaped driving sequences with respect to likelihood of accident occurrence and perceived driving competence. Results showed that effects of rater characteristics were generally confined to the questionnaire. Younger males were perceived as most likely to experience an accident and were judged to be lower than other groups in driving competence. Younger groups showed little bias against older groups and vice versa , but gender-related bias was apparent. The findings of Matthews and Moran were generally confirmed. The results are discussed with reference to four main issues: (1) demographic bias effects—which are generally weak; (2) stereotyping on the basis of gender and/or age of driver; (3) group-specific bias; (4) self-appraisal bias.     

Traffic Accidents and Convictions: Group Totals Versus Rate per Kilometer Driven

Using group totals, young drivers, male drivers, and especially young male drivers are substantially over-represented in terms of both traffic accidents and traffic-related convictions. On the other hand, when accidents and convictions are considered in terms of their rates while the person is actually driving, older drivers and female drivers gain in importance, with the female drivers' traffic accident rate and rates for some convictions exceeding the male drivers' rates. Similarly, the older drivers' accident rate and rates on some convictions exceeded the younger drivers' rates when considered in terms of driving exposure. In addition, these findings lead one to speculate that recent driving exposure more than driver age is the central factor in traffic accident involvement. The implications for policy makers and educators are clear. Although young male drivers are undeniably a legitimate focus for traffic accident countermeasures, they should not be targeted at the expense of drivers who drive less but have as high or higher accident rates—female and older drivers.     

Mandatory Belt Use and Driver Risk Taking

A study of driver behavior before and after a mandatory seat belt use law in Newfoundland found that the benefits of such legislation are not reduced by riskier driving, as has been suggested by some theorists. On average, belt use in Newfoundland increased from 16% of drivers before the law to 77% after the law. At the same time, the quality of driving changed very little when compared to control groups of Nova Scotia drivers, who were not subject to the law and whose belt use rates did not change. In only one situation did Newfoundland drivers differ from the control group in Nova Scotia: after the belt law, drivers in Newfoundland became relatively more cautious (slower) in their speeds on four-lane expressways. These data confirm the results of earlier less controlled studies that also found no changes in driving behavior following nonvoluntary changes in occupant protection. Since the "risk-compensation" hypothesis predicts such changes, it seems to have no merit in explaining changes in fatalities and injuries after occupant protection legislation.     

Work-related stress, coping resources, and heavy drinking in the restaurant business

On the basis of findings of high levels of alcohol consumption and risk of alcohol-related disease among employees of the restaurant business, the ability of the Karasek work-strain model to predict heavy drinking was investigated in a cross-sectional study of 3204 Norwegian male and female waiters and cooks. In the logistic regression analyses, no strong associations between work stress and heavy drinking were found. However, the effectiveness of individual coping resources, measured as frequency of difficulty in relaxing after work, was an important predictor of heavy drinking, as were household type, age group, and occupation. Although no strong direct associations between work stress and heavy drinking were found, the results are consistent with a model where coping resources are the mediatiing variable between work stress and heavy drinking.     

Risk Perceptions of Mobile Phone Use While Driving

Numerous governments have introduced regulations governing the use of mobile (cellular) telephones while driving. Despite significant research into the "objective" risks, there is relatively little research into risk perceptions either in relation to other in-car distractions or with respect to the factors underlying such perceptions. The current article reports on two studies addressing these issues. Study 1 ( N = 199) found that whereas the use of hand-held sets is seen as one of the riskiest activities to perform while driving, the risks of using a hands-free kit are perceived to be relatively small. Study 2 ( N = 1,320) found that nearly half of all drivers in the sample with a mobile phone reported having used it while driving and that, overall, the probability of having an accident was perceived to be less for oneself than for one's peers, indicating an optimistic bias. Two factors underpinned risk perceptions, "impact" including perceived severity and equitability, and "controllability" including immediacy, detectability, and probability. While higher "impact" scores were associated with increased preferences for restrictions on the use of hand-held mobiles while driving, the "controllability" scores moderated this relationship such that when perceived "controllability" was low, restriction preferences were high irrespective of perceived "impact." However, when "controllability" was high, restriction preferences remained high when "impact" was high but were low when "impact" was low. Given the growing number of in-car technological innovations, it is suggested that regulators act strategically, rather than finding themselves developing a series of "hazard-specific" regulations, which may ultimately lack coherence.     

Increasing Following Headway in a Driving Simulator and Transfer to Real World Driving

ABSTRACT

The effects of a package intervention including prompts, goal setting, feedback, education, and behavioral self-monitoring to increase following headway (decrease tailgating) of three young drivers were evaluated in a simulated driving environment. Another objective of the present study was to determine if the effects of the package intervention would maintain in the simulator and transfer to real-world driving by assessing driving behavior recorded using a black box video camera in the participants’ vehicles. During intervention, drivers were prompted to increase following headway and were provided a specific target for following headway. The participants were asked to estimate following headway after each session and when the session ended were given feedback on actual following headway. The introduction of the treatment package in the simulator was associated with an increase in following headway for all participants. During the reversal phase maintenance occurred for all participants. The effects transferred to real-world driving for all participants. Teaching young drivers in a simulator to increase following headway may be one strategy to decrease the risk of crashes.     

Exposure to Traffic and Risk of Hospitalization Due to Injuries

Research on the risk of motor vehicle injuries and their relationship with the amount of travel has been only partially analyzed. The few individual exposure assessments are related to very specific subsets of the driving and traveling populations. This study analyzes the relationship between kilometers traveled and hospitalization due to motor vehicle injuries. Twelve thousand three hundred and sixty nine Spanish university graduates from the Seguimiento Universidad de Navarra multipurpose cohort study were evaluated. They had not been hospitalized due to motor vehicle injuries at baseline and were followed up to eight years. Biannual questionnaires allowed for self‐reporting of kilometers traveled in motor vehicles, together with incidence of hospitalization. Covariates in the Cox regression models included age and gender and baseline use of safety belt while driving, driving a vehicle with driver‐side airbag, driving a motorcycle, and drinking and driving. There were 49,766 participant‐years with an average yearly travel of 7,828 km per person‐year. Thirty‐six subjects reported a first hospitalization event during this time. The adjusted hazard ratio per additional kilometer traveled was 1.00005 (95% confidence interval 1.000013 to 1.000086). Even the smallest of reductions in the amount of kilometers traveled (from an average of 3,250 km per year to 1,000) has a statistically significant protective effect on the likelihood of sustaining hospitalization due to motor vehicle injury (aHR 0.9, 95% CI 0.78 to 0.98). In light of current policies aimed to reduce motorized traffic due to environmental concerns, it may be appropriate to consider the additional health benefit related to reductions in injuries.     

Sensation seeking predicts risky driving behavior: The mediating role of difficulties in emotion regulation

The purpose of this study was to explore the mediating effect of difficulties in emotion regulation on the relationship between sensation seeking and driving behavior based on the dual-process model of aberrant driving behavior. A sample of 299 drivers in China completed the Difficulties in Emotion Regulation Scale, the Driver Behavior Questionnaire, and the Sensation Seeking Scale V (SSS). The relationships among sensation seeking, difficulties in emotion regulation, and driving behavior were investigated using pathway analysis. The results showed that (1) disinhibition and boredom susceptibility are positively and significantly related to difficulties in emotion regulation and risky driving behaviors; (2) difficulties in emotion regulation are positively and significantly associated with risky driving behaviors; (3) difficulties in emotion regulation mediate the effect of sensation seeking on driving behaviors, supporting the dual-process model of driving behavior; and (4) professional drivers score higher in terms of difficulties in emotion regulation and risky driving behaviors than nonprofessional drivers. The findings of this study could provide valuable insights into the selection of suitable drivers and the development of certain programs that benefit road safety.     

Absence behaviour, turnover and disability: A study among city bus drivers in the Netherlands

Absenteeism, turnover and disability, and relationships between them have been studied among city bus drivers in the Netherlands. The theoretical framework for the study was a cumulative process model of work and health. Absenteeism among these drivers was two to three times as high as the national average, while the risk of disablement was more than twice as high as the risk for male Dutch civil servants in general. Bus drivers who had to leave their job for medical reasons did so at a younger age than other groups of civil servants. The main conditions leading to disablement related to the back, tendons and joints (35%), mental disorders (35%) and cardiovascular diseases (12%). It was shown that long-term absenteeism is a strong precursor of future disability. The research suggests a work-related process of progressive deterioration of health and well-being over a reasonably long period of time. Driving city buses seems to be an occupation with high risks for health and well-being.     

Stress and the bus driver in the UK transport industry

This study was carried out to identify potential sources of stress for bus drivers working for the established operator in a major UK city, six months after the deregulation of bus transport. The focus was to assess the mental health and job satisfaction of the drivers. An interview programme was followed by a questionnaire survey of 376 male bus drivers. Major problem areas related to health and home-related concerns, problems intrinsic to the job, lack of involvement and support during the organizational changes occurring and fears regarding physical assault. Existing problems had been intensified as a result of streamlining and increased competition. The bus drivers were found to demonstrate lower levels of job satisfaction and unfavourable scores on mental-health indices when compared to normative samples, which was associated with their work-related stressors. The impact was significantly reduced for those men driving the newer minibuses in contrast to the traditional 72-seater double-decker buses.     

Trait Predictors of Aggression and Crash‐Related Behaviors Across Drivers from the United Kingdom and the Irish Republic

Aggressive driving is acknowledged as a contributor to motor vehicle crashes. This study explored a theoretical model of aggressive expression and crash‐related outcomes using self‐report data collected, using an online questionnaire, from drivers in the United Kingdom and the Republic of Ireland. The proposed model tested whether the personality traits of boredom proneness, sensation seeking, and impulsivity, coupled with trait driving anger, predicted aggressive driving; and whether aggressive driving predicted crash‐related outcomes (loss of concentration and control, near misses, and moving violations). The structural model was confirmed, with aggressive expressions of anger being found to mediate the relationships driving anger and impulsivity had with the crash‐related outcomes. Multigroup invariance analysis showed that the model remained invariant across drivers from the United Kingdom and Ireland, suggesting that the contributing factors for aggressive expression and crash involvement are similar across both countries. When self‐reported crash‐related conditions were compared between drivers in the United Kingdom and Ireland, drivers in the United Kingdom reported more aggressive driving, more minor crashes, more incidents of road rage, and more frequent losses of concentration and vehicle control.     

Absence behaviour,turnover and disability: A study among city bus drivers in the Netherlands

Abstract

Absenteeism, turnover and disability, and relationships between them have been studied among city bus drivers in the Netherlands. The theoretical framework for the study was a cumulative process model of work and health. Absenteeism among these drivers was two to three times as high as the national average, while the risk of disablement was more than twice as high as the risk for male Dutch civil servants in general. Bus drivers who had to leave their job for medical reasons did so at a younger age than other groups of civil servants. The main conditions leading to disablement related to the back, tendons and joints (35%), mental disorders (35%) and cardiovascular diseases (12%). It was shown that long-term absenteeism is a strong precursor of future disability. The research suggests a work-related process of progressive deterioration of health and well-being over a reasonably long period of time. Driving city buses seems to be an occupation with high risks for health and well-being.     

The application of future technologies to medical informatics

Physician: "Condyloma, Toxoplasmosis, Blepharoplasty, and Fibroadenoma." Technoguru: "Pardon?" Physician (referring to "PCDR, Physician's Computer Desk Reference): "Carrier Sense Multiple Access, Spread Spectrum, Application Programming Interface, and Clustered Indexes." Technoguru: "Oh, now you're talking! How many do you want?" Until such time as computer scientists holding degrees in medicine become de rigueur, there will inevitably be conversations such as these. A pediatrician friend once told me that he could teach me in 30 days what I would need to know to handle 95 percent of the cases he sees. To handle the other 5 percent would still require 8 years of postgraduate medical education. The corollary for the application of technology is that I can teach you how to use a personal computer, and even to do a little programming, but to build a robust, mission-critical system for a production health care environment, well, back to school you go.     

Should I Text or Call Here? A Situation‐Based Analysis of Drivers’ Perceived Likelihood of Engaging in Mobile Phone Multitasking

This study investigated how situational characteristics typically encountered in the transport system influence drivers’ perceived likelihood of engaging in mobile phone multitasking. The impacts of mobile phone tasks, perceived environmental complexity/risk, and drivers' individual differences were evaluated as relevant individual predictors within the behavioral adaptation framework. An innovative questionnaire, which includes randomized textual and visual scenarios, was administered to collect data from a sample of 447 drivers in South East Queensland‐Australia (66% females; n = 296). The likelihood of engaging in a mobile phone task across various scenarios was modeled by a random parameters ordered probit model. Results indicated that drivers who are female, are frequent users of phones for texting/answering calls, have less favorable attitudes towards safety, and are highly disinhibited were more likely to report stronger intentions of engaging in mobile phone multitasking. However, more years with a valid driving license, self‐efficacy toward self‐regulation in demanding traffic conditions and police enforcement, texting tasks, and demanding traffic conditions were negatively related to self‐reported likelihood of mobile phone multitasking. The unobserved heterogeneity warned of riskier groups among female drivers and participants who need a lot of convincing to believe that multitasking while driving is dangerous. This research concludes that behavioral adaptation theory is a robust framework explaining self‐regulation of distracted drivers.     

A Pharmacokinetic Study of Occupational and Environmental Benzene Exposure with Regard to Gender

Using physiologically-based pharmacokinetic (PBPK) modeling, occupational, personal, and environmental benzene exposure scenarios are simulated for adult men and women. This research identifies differences in internal exposure due to physiological and biochemical gender differences. Physiological and chemical-specific model parameters were obtained from other studies reported in the literature and medical texts for the subjects of interest. Women were found to have a higher blood/air partition coefficient and maximum velocity of metabolism for benzene than men (the two most sensitive parameters affecting gender-specific differences). Additionally, women generally have a higher body fat percentage than men. These factors influence the internal exposure incurred by the subjects and should be considered when conducting a risk assessment. Results demonstrated that physicochemical gender differences result in women metabolizing 23–26% more benzene than men when subject to the same exposure scenario even though benzene blood concentration levels are generally higher in men. These results suggest that women may be at significantly higher risk for certain effects of benzene exposure. Thus, exposure standards based on data from male subjects may not be protective for the female population.     

The stress of driving: A diary study

A study of daily behaviours and feelings while driving was carried out with a sample of drivers to ascertain driving stress levels and changes in these as a function of time of day and day of the week. The analysis of responses to a specially designed diary/checklist showed that drivers experience more stress in the evening than in the morning, and in mid-week than either at the beginning or end of the week. Daily driving stress varies with age and experience as well as with health condition and sleep quality. It is also related to driving conditions and depends upon people's overall perception of driving as a stressful activity.     

The Speeding Attitude Scale and the Role of Sensation Seeking in Profiling Young Drivers at Risk

Seven driving attitude scales representing driving behaviors and beliefs about driving were created and initially validated using 257 undergraduate students (168 females, 89 males) in Study 1. However, the Speeding Attitude Scale (SAS) accounted for most of the strength of the intercorrelations among these scales and discriminant classification analyses showed that SAS dominated the other scales as a sufficient explanation for having speeding tickets. Study 2, using 180 students (75 males, 105 females), replicated findings regarding the significant but low correlation between SAS and speeding tickets, and was significantly correlated with Zuckerman's Sensation Seeking Scale (SSS). Replication also showed that males had higher SAS scores and more speeding tickets. Accidents were typically a function of sex, increasing age, and variables related to recent accident history. Objective sources of speeding attitude confirmation may enhance the future validity of the SAS. Potential interventions for being a safe passenger and attitudinal control in the training of young drivers were discussed.     

Cellular Telephones and Driving Performance: The Effects of Attentional Demands on Motor Vehicle Crash Risk

This study examines the effects of conversation mode and split-attention communication training on driving performance. The study is based on an experiment where drivers with and without communication training (pilots vs. nonpilots) completed a simulated driving course while involved in one of three conversation modes: no conversation, conversation with passenger, or conversation on a hands-free cellular telephone. Results indicate that cellular telephone conversations consume more attention and interfere more with driving than passenger conversations. Cell phone conversations lack the nonverbal cues available during close-contact conversations and conversation participants expend significant cognitive resources to compensate for the lack of such cues. The results also demonstrate that communication training may reduce the hazardous effects of cell phone conversations on driving performance.     

Is It Safer to Fly or Drive?

In attempts to soothe the nascent fear of the scheduled airline traveler, passengers waiting takeoff are sometimes reminded of the cliche that they may have already completed the most dangerous part of their trip — the drive to the airport. The objective of this paper is to communicate under what conditions air travel is indeed safer than highway travel and vice versa. The conventional wisdom among risk communicators that air travel is so much safer than car travel arises from the most widely quoted death rates per billion miles for each — 0.6 for air compared to 24 for road. There are three reasons why such an unqualified comparison of aggregated fatality rates is inappropriate. First, the airline rate is passenger fatalities per passenger mile, whereas the road rate is all fatalities (any occupants, pedestrians, etc.) per vehicle mile. Second, road travel that competes with air travel is on the rural interstate system, not on average roads. Third, driver and vehicle characteristics, and driver behavior, lead to car-driver risks that vary over a wide range. Expressions derived to compare risk for drivers with given characteristics to those on airline trips of given distance showed that 40-year-old, belted, alcohol-free drivers of cars 700 pounds heavier than average are slightly less likely to be killed in 600 miles of rural interstate driving than in airline trips of the same length. Compared to this driver, 18-year-old, unbelted, intoxicated, male drivers of cars 700 pounds lighter than average have a risk over 1000 times greater. Furthermore, it is shown that the cliche above is untrue for a group of drivers having the age distribution of airline passengers.     

Estimates of per Capita Fish Consumption in the U.S. Based on the Continuing Survey of Food Intake by Individuals (CSFII)

This paper presents estimates of daily average per capita fish consumption by age and gender for the 48 conterminous states. The estimated consumption rates are reported for three fish habitats: freshwater/estuarine fish, marine fish, and all fish. The estimates were generated from the combined 1989, 1990, and 1991 Continuing Survey of Food Intake by Individuals (CSFII), a national food consumption survey conducted by the United States Department of Agriculture (USDA). Point and interval estimates of per capita fish consumption were generated from the empirical distribution of daily average per capita consumption. The point estimates include the mean, 50th, 75th, 90th, 95th, and 99th percentiles. Ninety percent confidence intervals are provided for the estimated mean and 90% bootstrap intervals are provided for percentile estimates. Information in a recipe file provided by USDA was used to calculate the amount of fish in recipes which contain fish. The estimated consumption rates are based on the weight of fish in its prepared or "as consumed" condition. The estimated mean consumption rate for all fish for the U.S. population of the 48 conterminous states was 15.65 grams/person/day (C.I.:14.67–16.63) of which 4.71 grams/person/day (C.I.:4.17–5.25) was freshwater/estuarine fish and 10.94 grams/person/day (C.I.: 10.14–11.73) was marine fish.