The objective of this research was to describe the driver and behavioural factors that predispose young drivers to crash in the first 12 months of driving and to compare whether these factors differ between young urban and rural drivers. A cohort comprising 1796 newly licensed urban and rural drivers from Western Australia were recruited and followed over the first 12 months of driving. Using Cox proportional hazard analysis, driver and behavioural factors were assessed to determine whether they predicted the likelihood of a crash. The incidence rate for a motor vehicle crash was marginally higher for urban drivers compared to rural. There was no significant difference in the time to crash between the urban and rural drivers. Two factors, namely the frequency of driving before obtaining a learner driver permit and the driver's level of risk taking were significantly associated with a motor vehicle crash in the first year of driving. Irrespective of whether the driver is licensed in a rural or urban area, high risk-taking drivers are at an elevated risk of a motor vehicle crash in the first 12 months of driving. Aspects of Graduated Driver Training and Licensing Programs (GDTLP) could be effective in targeting this at-risk group. (a) For the covering entry of this conference, please see IRRD abstract no. E202589.

Behavioural factors as predictors of motor vehicle crashes: differentials between young urban and rural drivers

Objectives: To determine the independent associations of labour force status and socioeconomic position with death by suicide. Design: Cohort study assembled by anonymous and probabilistic record linkage of census and mortality records. Participants: 2.04 million respondents to the New Zealand 1991 census aged 18-64 years. Main outcome measure: Suicide in the three years after census night. Results: The age adjusted odds ratios (95% confidence intervals) of death by suicide among 25 to 64 year olds who were unemployed compared with employed were 2.46 (1.10 to 5.49) for women and 2.63 (1.87 to 3.70) for men. Similarly increased odds ratios were observed for the non-active labour force compared with the employed. Strong age only adjusted associations of suicide death with the socioeconomic factors of education (men only), car access, and household income were observed. Compared with those who were married on census night, the non-married had odds ratios of suicide of 1.81 (1.22 to 2.69) for women and 2.08 (1.66 to 2.61) for men. In a multivariable model the association of socioeconomic factors with suicide reduced to the null. However, marital status and labour force status remained strong predictors of suicide death. Unemployment was also strongly associated with suicide death among 18-24 year old men. Sensitivity analyses suggested that confounding by mental illness might explain about half, but not all, of the association between unemployment and suicide. Conclusions: Being unemployed was associated with a twofold to threefold increased relative risk of death by suicide, compared with being employed. About half of this association might be attributable to confounding by mental illness.

Unemployment and suicide. Evidence for a causal association? Commentaries

Background
Heavy vehicle transportation continues to grow internationally; yet crash rates are high, and the risk of injury and death extends to all road users. The work environment for the heavy vehicle driver poses many challenges; conditions such as scheduling and payment are proposed risk factors for crash, yet the precise measure of these needs quantifying. Other risk factors such as sleep disorders including obstructive sleep apnoea have been shown to increase crash risk in motor vehicle drivers however the risk of heavy vehicle crash from this and related health conditions needs detailed investigation. 

Methods and Design 
The proposed case control study will recruit 1034 long distance heavy vehicle drivers: 517 who have crashed and 517 who have not. All participants will be interviewed at length, regarding their driving and crash history, typical workloads, scheduling and payment, trip history over several days, sleep patterns, health, and substance use. All participants will have administered a nasal flow monitor for the detection of obstructive sleep apnoea. 

Discussion
Significant attention has been paid to the enforcement of legislation aiming to deter problems such as excess loading, speeding and substance use; however, there is inconclusive evidence as to the direction and strength of associations of many other postulated risk factors for heavy vehicle crashes. The influence of factors such as remuneration and scheduling on crash risk is unclear; so too the association between sleep apnoea and the risk of heavy vehicle driver crash. Contributory factors such as sleep quality and quantity, body mass and health status will be investigated. Quantifying the measure of effect of these factors on the heavy vehicle driver will inform policy development that aims toward safer driving practices and reduction in heavy vehicle crash; protecting the lives of many on the road network.

The Heavy Vehicle Study : a case-control study investigating risk factors for crash in long distance heavy vehicle drivers in Australia

The study demonstrates the usefulness of Jessor's Problem Behavior Theory (PBT) in predicting and understanding risky driving. Risky Driving is conceptualized at 2 levels, first antecedent behaviors which are associated with risk (e.g., non-use of seat belts, driving while impaired, driving aggression, competitive driving and preference for high speeds), and secondly, the consequence of risky driving (e.g., responsible accidents, traffic violation convictions and license suspensions). The data were obtained by personal interview. Canonical correlations computed between each component of the model and antecedent measures of risky driving indicated that risky driving could be predicted from the PBT model and was part of a Behavior System. Using regression analysis, the model was then applied to the prediction of a driving risk index. This analysis indicated that Behavior System is more closely tied to driving risk than are the more distal Perceived Environment and Personality Systems. The results support Jessor's proposal that risky driving is indeed part of a problem behavior syndrome and that this behavior syndrome is influenced by both personality and the perceived environment. The differences between the present results and predictions of the Jessor model and possible explanations for those differences are discussed.

The application of problem behavior theory to the understanding of risky driving. the social psychology of risky driving. proceedings of an international symposium held in santa monica, california, april 28-may 1 1988

A number of countries allow bicyclists to perform a right turn on red (RTOR) at some specific intersections to promote cycling by reducing the required physical effort and trip time. Implementation of a rule that allows a RTOR for bicyclists at some intersections could lead not only to local effects at those intersections where the rule actually applies, but also to supralocal effects. Using an experimental survey approach, this study explores whether a so-called ‘spillover effect’ of the rule can be expected. This effect would imply that allowing bicyclists to turn right on red at some intersections causes them to also turn right on red more often at intersections where RTOR for bicyclists is not allowed. The answers from 768 respondents indicate that respondents with a high awareness of the existence of a RTOR rule for bicyclists (experimental group) turn right on red significantly more often at intersections where RTOR for bicyclists is not permitted than respondents with a low awareness of the rule (control group). This indicates that implementation of the RTOR rule for bicyclists can indeed lead to an increase in red light running at other intersections. This might lead to safety issues at intersections where RTOR for bicyclists is not permitted, since road authorities could have decided not to allow RTOR for bicyclists at these intersections for safety reasons. The study also finds that men, young people and people who generally perform more risky cycling behaviours have a higher tendency to perform non-permitted RTOR. These findings are in line with existing literature.

/pdf/is-there-a-spillover-effect-of-a-right-turn-on-red-3aai9e3vuu.pdf

Is there a spillover effect of a right turn on red permission for bicyclists

Review of young driver risk taking and its association with other risk taking behaviours RR 001

CURTIN - MONASH ACCIDENT RESEARCH CENTRE The Heavy Vehicle Study Report: Results from Western Australia

Psychoactive medications that act on the central nervous system and crash involvement for older drivers: A population-based study

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Review of young driver risk taking and its association with other risk taking behaviours RR 001

CURTIN - MONASH ACCIDENT RESEARCH CENTRE The Heavy Vehicle Study Report: Results from Western Australia

Psychoactive medications that act on the central nervous system and crash involvement for older drivers: A population-based study