Driving performance of drivers with impaired central visual field acuity

This study investigated the performance of drivers with impairment to their central field of vision but with normal peripheral vision, due to retinoschisis, in a safety critical driving tasks. The performance of five male drivers with impaired vision (VA 0.2), aged between 40 and 50 years, all with more than 250,000 km life-time driving experience and a good safety record, and five normal vision controls, matched by gender, age, driving experience and safety record, were tested in 40 km/h city traffic and in a motorway car following situation. All participants displayed appropriate driving ability in city traffic and all were able to detect and respond adequately to a conflicting 'stunt pedestrian' and 'stunt cyclist' situation. There were no apparent differences between the drivers with impaired vision and those with normal vision. In the car following situation, the participants drove at 80 km/h, 50 m behind a lead car, on a 30 km section of motorway in normal traffic. During each trial, the lead car started to decelerate at an average of 0.53 m/s2 while the participant either looked at the car in front (control) or performed a memory and addition task (non-visual attention) while looking at the car in front. The participants were required to press the brake pedal when they noticed a decrease in headway. The participant's brake reaction time to the onset of the lead car's brake lights was also tested. The drivers with impaired vision were significantly slower, by 0.2 s, in detecting the onset of brake lights than the normal vision drivers. Their headway closure detection was 0.7 s slower than normal vision drivers, but this difference was not statistically significant in this small data. In spite of some impairment in car following (central vision task), the results together with the clean record of these drivers with retinoschisis support the idea that visual acuity of 0.5 (the European Union norm) is not a necessary prerequisite for safe driving.     

Older driver distraction: A naturalistic study of behaviour at intersections

This study examined older driver engagement in distracting behaviours (secondary activities) at intersections using naturalistic driving data from a larger study based in Melbourne, Australia. Of interest was whether engagement in secondary activities at intersections was influenced by factors such as driver gender and situational variables, in particular, those relating to the complexity of the driving environment. Specifically we expected that when making left/right turns, older drivers would reduce the proportion of time engaged in secondary behaviours at intersections which required gap judgements (partly controlled or uncontrolled) compared with intersections that were fully controlled by traffic signals. Consideration was given to engagement in secondary activity with hands off the wheel and when the vehicle was moving versus stationary. Older drivers aged between 65 and 83 years drove an instrumented vehicle (IV) on their regular trips for approximately two weeks. The IV was equipped with a video camera system, enabling recording of the road environment and driver and a data acquisition unit, enabling recording of trip distance, vehicle speed, braking, accelerating, steering and indicator use. Driving experience and demographics were collected and functional abilities were assessed using the Useful Field of View (UFOV), Trail Making Test B, Mini Mental Status Examination (MMSE), visual acuity and contrast sensitivity. The study yielded a total of 371 trips with 4493 km (99.8 h) of naturalistic driving data including 1396 left and right turns. Trips were randomly selected from the dataset and in-depth analysis was conducted on 200 intersection manoeuvres (approximately 50% left turns, 50% right turns). The most frequently observed secondary activities were scratching/grooming (42.5%), talking/singing (30.2%) and manipulating the vehicle control panel (12.2%). Glances “off road” 2 s or longer were associated with reading, reaching and manipulation of the vehicle control panel. Hands off the wheel was associated with reading. Key parameters associated with the percent of intersection time that drivers engaged in secondary activities were intersection complexity, vehicle status (moving vs. stationary) and traffic density. In conclusion, older drivers appeared to engage selectively in secondary activities according to roadway/driving situations, supporting the notion that drivers self-regulate by engaging in secondary tasks less frequently when the driving task is more challenging compared with less challenging manoeuvres.     

EEG alpha spindles and prolonged brake reaction times during auditory distraction in an on-road driving study

Driver distraction is responsible for a substantial number of traffic accidents. This paper describes the impact of an auditory secondary task on drivers’ mental states during a primary driving task. N = 20 participants performed the test procedure in a car following task with repeated forced braking on a non-public test track. Performance measures (provoked reaction time to brake lights) and brain activity (EEG alpha spindles) were analyzed to describe distracted drivers. Further, a classification approach was used to investigate whether alpha spindles can predict drivers’ mental states.     

Temporal perspective on individual driver behavior using electronic records of undesirable events

This paper explores In-Vehicle Data Recorders (IVDRs) information about the count of undesirable driving events (such as hard braking, lane changing, and sharp turning) of 148 individuals. The information was logged over three years and included time stamp information about the occurrence of undesirable driving events in each trip (N = 573,238). The objective was to gain deeper understanding about the heterogeneity among drivers with respect to behavior change over time, the effect of trip duration and the distribution of events count. Our findings show that in some respects drivers are similar: for all drivers, the variance of the events count was larger than the mean, indicating that the negative binomial distribution is suitable to model the distribution of events count per trip. Most drivers (95%) had lower events rate during longer trips, suggesting that a ‘simple’ events rate index is problematic when comparing between those driving longer trips and drivers driving short trips. In addition, most drivers (87%) improved their driving behavior throughout the measurement period. However, there are important differences among drivers in terms of the frequency of behavior change and the trends in behavior over time. These findings demonstrate the need for personalized examination of individual drivers. Several tools for such personalized examination were developed and discussed in this study.     

Cognitive load and detection thresholds in car following situations: safety implications for using mobile (cellular) telephones while driving

This study was aimed at investigating drivers’ ability to detect a car ahead decelerating, while doing mobile phone related tasks. Nineteen participants aged between 20 and 29 years, (2000–125 000 km driving experience) drove at 80 km/h, 50 m behind a lead car, on a 30 km section of motorway in normal traffic. During each trial the lead car started to decelerate at an average of 0.47 m/s² while the participant either looked at the car in front (control), continuously dialed series of three random integers on a numeric keypad (divided visual attention), or performed a memory and addition task (non-visual attention). The results indicated that drivers’ detection ability was impaired by about 0.5 s in terms of brake reaction time and almost 1 s in terms of time-to-collision, when they were doing the non-visual task whilst driving. This impairment was similar to when the drivers were dividing their visual attention between the road ahead and dialing numbers on the keypad. It was concluded that neither a hands-free option nor a voice controlled interface removes the safety problems associated with the use of mobile phones in a car.     

An observational study of driving distractions on urban roads in Spain

The present research investigated the prevalence of driver engagement in secondary tasks and whether there were any differences by age and gender, as well as day of the week and time of the day. Two independent researchers observed 6578 drivers at nine randomly selected urban locations in Girona, Spain. Nearly 20% of the drivers observed were engaged in some type of secondary task, with the most common being: conversing with a passenger (11.1%), smoking (3.7%) and talking on a handheld mobile phone (1.3%). Surprisingly there were no differences by gender, but there were age-related differences with younger drivers being more frequently observed engaged in a number of different types of secondary tasks while driving (i.e. drinking, talking on a handheld mobile phone, and texting or keying numbers). Logistic regression showed that younger drivers, and to a lesser extent middle-age drivers, were significantly more likely to be observed engaged in a technological distraction than older drivers. Conversely, non-technological distractions were significantly predicted by day of the week, time of the day and location. A substantial number of the drivers observed in this study were putting themselves at an increased risk of becoming involved in a crash by engaging in non-driving related tasks at the same time as driving. Furthermore, the higher crash rate among young drivers may be partially accounted for by their more frequent engagement in some types of secondary tasks while driving.     

A positive view on road safety: Can ‘car karma’ contribute to safe driving styles?

Many studies in the field of road safety are occupied with studying road unsafety since it generally concentrates on traffic crashes, crash, risk, and aberrant driving behaviour, especially in relation to young drivers. However, this study shows there is scope for thinking about driving and driver training from a different vantage point, that is in terms of safe or normal driving. The findings are reported from four group interviews with young drivers (18–25 years of age); the young drivers discussed their ideas of safe driving and their reasons for using (or not using) safe driving styles. The data show a type of optimistic thinking among young drivers which they call ‘car karma’. This finding offers an opportunity to reconceptualise driving in a way that is focused on normal, safe driving styles, a topic that has received less attention in the past. The paper argues that greater focus on safe driving styles could be more conducive to young drivers actually driving safely than focusing on, for instance, crashes, which on an individual level are relatively rare (Elander et al., 1993, p. 277). Based on empirical research, the first positively stated definition of road safety is proposed based on the notion of ‘car karma’.     

Development and evaluation of a Driving Observation Schedule (DOS) to study everyday driving performance of older drivers

This paper describes the development and evaluation of an on-road procedure, the Driving Observation Schedule (DOS), for monitoring individual driving behavior. DOS was developed for use in the Candrive/Ozcandrive five-year prospective study of older drivers. Key features included observations in drivers’ own vehicles, in familiar environments chosen by the driver, with start/end points at their own homes. Participants were 33 drivers aged 75+ years, who drove their selected route with observations recorded during intersection negotiation, lane-changing, merging, low speed maneuvers and maneuver-free driving. Driving behaviors were scored by a specialist occupational therapy driving assessor and another trained observer. Drivers also completed a post-drive survey about the acceptability of DOS. Vehicle position, speed, distance and specific roadways traveled were recorded by an in-vehicle device installed in the participant's vehicle; this device was also used to monitor participants’ driving over several months, allowing comparison of DOS trips with their everyday driving. Inter-rater reliability and DOS feasibility, acceptability and ecological validity are reported here. On average, drivers completed the DOS trip in 30.48 min (SD = 7.99). Inter-rater reliability measures indicated strong agreement between the trained and the expert observers: intra-class correlations (ICC) = 0.905, CI 95% 0.747–0.965, p < 0.0001; Pearson product correlation, r (18) = .83, p < 0.05. Standard error of the measurement (SEM), method error (ME) and coefficient of variation (CV) measures were consistently small (3.0, 2.9 & 3.3%, respectively). Most participants reported being ‘completely at ease’ (82%) with the driving task and ‘highly familiar with the route’ (97%). Vehicle data showed that DOS trips were similar to participants’ everyday driving trips in roads used, roadway speed limits, drivers’ average speed and speed limit compliance. In summary, preliminary findings suggest that DOS can be scored reliably, is of feasible duration, is acceptable to drivers and representative of everyday driving. Pending further research with a larger sample and other observers, DOS holds promise as a means of quantifying and monitoring changes in older drivers’ performance in environments typical of their everyday driving.     

The contribution of perceived parental and familial characteristics to attitudes toward accompanied driving among young drivers

One of the main requirements of the graduated driving licensing system in Israel is that new drivers be accompanied by an experienced driver (usually one of their parents) for the first three months after receipt of their license. The current series of studies examined the associations between young drivers’ attitudes toward accompanied driving (ATAD) and their perception of their parents’ driving styles and parenting modes, as well as dynamic of their family. Young drivers completed questionnaires assessing their ATAD, and either perceived parental driving style (Study 1, n = 100), perceived parenting style (Study 2, n = 120), or perceived family dynamic (Study 3, n = 254). The results indicated significant associations between the young drivers’ ATAD of tension, relatedness, avoidance, disapproval, and anxiety, and their own perceptions of the characteristic driving styles of their parents (risky, anxious, angry, and careful). They also indicated significant relationship between youngsters’ ATAD and their perceptions of their parents’ parenting modes (responsive, demanding, and autonomy-granting). Finally, the results indicated significant negative associations between ATAD of tension, avoidance, disapproval, and anxiety, and family cohesion and adaptability, and a positive association between these two and relatedness. The results are discussed in respect to the relationship between the parental model and the young drivers’ ATAD in particular, and risk management in general, and practical implications of these results are offered.     

On the effectiveness of performance-based adaptive automation

This article examines the effectiveness of different forms of performance-based adaptive automation (PBAA). Using data from three experiments (N = 10, N = 38, N = 40), different models of algorithm design were compared for their effectiveness in driving PBAA. The following components were varied: type of task (i.e. primary or secondary tasks), baseline of performance data (e.g. moving average), and triggering criterion (i.e. level of deviation from standard performance). The data were generated by operators working with a computer-based simulation of a process control environment. The results showed that none of the models enjoyed a convincing level of effectiveness. The automation algorithms generally achieved higher levels of miss prevention than false alarm prevention. Surprisingly, primary task performance was generally better at driving PBAA than secondary task performance. The results suggest that it may be difficult to design an effective algorithm of PBAA if the work environment is highly complex.     

How reinforcement sensitivity and perceived risk influence young drivers’ reported engagement in risky driving behaviors

Gray's reinforcement sensitivity theory (RST), implementing Carver and White's behavior inhibition system (BIS) and behavior approach system (BAS) scales, was used to predict reported engagement in 10 risky driving behaviors: speeding (2 levels), driving under the influence of alcohol, racing other vehicles, cell phone use (hand-held and hands free), tailgating, unsafe overtaking, driving while fatigued, and not wearing a seatbelt. Participants were 165 young male and female (n = 101) drivers aged 17–25 years who held a valid Australian driver's license. Effects of the explanatory variables and specific risk perceptions upon engagement in the reported risky driving behaviors were examined using SEM analyses. Also of interest was whether perceived risk mediated the relationship between the personality variables and reported engagement in risky driving behaviors. RST variables, negative reactivity, reward responsiveness and fun seeking, accounted for unique variance in young drivers’ perceived risk. Reward responsiveness and perceived risk accounted for unique variance in young drivers’ reported engagement in risky driving behaviors. Negative reactivity was completely mediated by perceived risk in its negative relationship with reported engagement. To better understand driving related risk decision making, future research could usefully incorporate drivers’ motivation systems. This has the potential to lead to more tailored approaches to identifying risk-prone drivers and provide information for the development and implementation of media campaigns and educational programs.     

An observational study of secondary task engagement while driving on urban streets in Iranian Safe Communities

In Iran the prevalence of traffic injuries and death from vehicle collisions are high. Driver engagement in non-driving-related tasks has been previously identified as an important contributing factor to crashes. Therefore, the objective of the present study was to investigate the prevalence of drivers’ engagement in potentially distracting activities in Kashmar, Khalilabad and Bardaskan, which are three Iranian International Safe Communities. Observations took place at 12 randomly selected roadside locations in each city, which were comprised of six main streets and six side streets. In total 7979 drivers were observed. The prevalence rates of potentially distracting activities in Kashmar, Khalilabad and Bardaskan were 24.3%, 26% and 24.9%, respectively. In both Kashmar and Khalilabad the most frequently observed secondary tasks were drivers talking to passengers (10.6% and 11.5%, respectively) followed by mobile phone use (3.4% and 4.0%, respectively). Although in Bardaskan the most commonly observed secondary task was also talking to passengers (12.7%), the second most common was reaching for an object (3.2%). In all three cities younger drivers were significantly more likely to be observed engaged in a secondary task while driving. Furthermore, involvement in secondary tasks while driving was significantly higher amongst females and those driving on a working day. The percentage of drivers identified as potentially distracted in these three Safe Communities was worryingly high. Thus, interventions should be integrated into the WHO Safe Community network in these cities, including: education regarding the risks associated with engaging in secondary activities while driving, law enforcement, tougher legislation, periodic assessment, raising public awareness, as well as attracting political and social support.     

Merging into heavy motorway traffic by young and elderly drivers

An increase in the number of Heavy Goods Vehicles on motorways may lead to additional problems in the interaction with an increased number of elderly drivers. Elderly drivers suffer from reduced information processing speed and capacity, and in general effectively compensate for this by taking more time. However, this strategy, regulating task demands by slowing down will make merging into motorway traffic actually more difficult.In an experiment performed in a driving simulator, young and elderly drivers merged into motorway traffic. Driver behaviour and mental workload were studied while the following factors were manipulated: type of traffic and density of Heavy Goods Vehicles on the main road, the length of the acceleration lane, presence of a slowly driving lead car, and presence of a driver support system that encouraged the drivers to speed up if their speed was too low.Results show that the effects of an increased number of Heavy Goods Vehicles on the main road were not more adverse for elderly than for the young participants, with the exception that elderly drivers merged at a lower speed. This lower speed could make the manoeuvre more risky in real traffic. The support system and an extended acceleration lane facilitated merging, while a slowly driving lead car impeded completion of the manoeuvre.     

Development of student drivers' self-assessment accuracy during French driver training: Self-assessments compared to instructors' assessments in three risky driving situations

Promoting self-assessment accuracy among student drivers could help improve road safety for young novice drivers (Minimum Requirement for Driving Instructor Training, 2005). It is crucial to investigate the development of this ability in student drivers, although few studies have been conducted on this issue to our knowledge. The present study was aimed at examining the development of accuracy in student drivers’ self-assessments. Students’ self-ratings of their skills were compared to instructors’ ratings based on the students’ progression through the four steps of the French driver training course. The ratings were collected from two versions of an ad hoc questionnaire about students’ ability to turn right, overtake another vehicle, and turn left in driving situations. The questionnaire included a three-part assessment scale (six driving subtasks required to perform the maneuver, the number of driving subtasks managed simultaneously, and the student's autonomy), demographic data, and the students’ progress in the training program. The participants were 149 student drivers (58 men and 91 women) with a mean age of 22.2 years, and 38 professional driving instructors (36 men and 2 women) from 13 driving schools in Paris. The psychometric quality of the scale was satisfactory (α_s > .9) concerning the self-ratings as well as the instructors’ ratings in the three parts of the scale. As a whole and as expected, the self-ratings and the instructors’ ratings became increasingly positive as the training progressed, on each part of the assessment scale. The students’ and the instructors’ ratings did not differ significantly between the three driving situations tested, nor between male and female students in each training step. Furthermore, students’ overestimation of their driving skills was mainly observed on step 1, less on steps 2 and 3, but never on step 4. Thus, the students became rather aware of their current driving skills as the driver training course progressed. The results on the development of the self-assessment accuracy in driver training are discussed.     

The effects of cognitively demanding dual-task driving condition on elderly people’s driving performance; Real driving monitoring

BackgroundUsing in-vehicle audio technologies such as audio systems and voice messages is regarded as a common secondary task. Such tasks, known as the sources of non-visual distraction, affect the driving performance. Given the elderly drivers’ cognitive limitations, driving can be even more challenging to drivers. The current study examined how listening to economic news, as a cognitively demanding secondary task, affects elderly subjects’ driving performance and whether their comprehension accuracy is associated with these effects.MethodsParticipants of the study (N = 22) drove in a real condition with and without listening to economic news. Measurements included driving performance (speed control, forward crash risk, and lateral lane position) and task performance (comprehension accuracy).ResultsThe mean driving speed, duration of driving in unsafe zones and numbers of overtaking decreased significantly when drivers were engaged in the dual-task condition. Moreover, the cognitive secondary task led to a higher speed variability. Our results demonstrate that there was not a significant relationship between the lane changes and the activity of listening to economic news. However, a meaningful difference was observed between general comprehension and deep comprehension on the one hand and driving performance on the other. Another aspect of our study concerning the drivers’ ages and their comprehension revealed a significant relationship between age above 75 and comprehension level. Drivers aging 75 and older showed a lower level of deep comprehension.ConclusionOur study demonstrates that elderly drivers compensated driving performance with safety margin adoption while they were cognitively engaged. In this condition, however, maintaining speed proved more demanding for drivers aging 75 and older.     

Young drivers' optimism bias for accident risk and driving skill: Accountability and insight experience manipulations

This study aimed to determine whether two brief, low cost interventions would reduce young drivers’ optimism bias for their driving skills and accident risk perceptions. This tendency for such drivers to perceive themselves as more skilful and less prone to driving accidents than their peers may lead to less engagement in precautionary driving behaviours and a greater engagement in more dangerous driving behaviour. 243 young drivers (aged 17–25 years) were randomly allocated to one of three groups: accountability, insight or control. All participants provided both overall and specific situation ratings of their driving skills and accident risk relative to a typical young driver. Prior to completing the questionnaire, those in the accountability condition were first advised that their driving skills and accident risk would be later assessed via a driving simulator. Those in the insight condition first underwent a difficult computer-based hazard perception task designed to provide participants with insight into their potential limitations when responding to hazards in difficult and unpredictable driving situations. Participants in the control condition completed only the questionnaire. Results showed that the accountability manipulation was effective in reducing optimism bias in terms of participants’ comparative ratings of their accident risk in specific situations, though only for less experienced drivers. In contrast, among more experienced males, participants in the insight condition showed greater optimism bias for overall accident risk than their counterparts in the accountability or control groups. There were no effects of the manipulations on drivers’ skills ratings. The differential effects of the two types of manipulations on optimism bias relating to one's accident risk in different subgroups of the young driver sample highlight the importance of targeting interventions for different levels of experience. Accountability interventions may be beneficial for less experienced young drivers but the results suggest exercising caution with the use of insight type interventions, particularly hazard perception style tasks, for more experienced young drivers typically still in the provisional stage of graduated licensing systems.     

Speeding by young novice drivers: What can personal characteristics and psychosocial theory add to our understanding?

Purpose

Young novice drivers continue to be overrepresented in fatalities and injuries arising from crashes even with the introduction of countermeasures such as graduated driver licensing (GDL). Enhancing countermeasures requires a better understanding of the variables influencing risky driving. One of the most common risky behaviours performed by drivers of all ages is speeding, which is particularly risky for young novice drivers who, due to their driving inexperience, have difficulty in identifying and responding appropriately to road hazards. Psychosocial theory can improve our understanding of contributors to speeding, thereby informing countermeasure development and evaluation. This paper reports an application of Akers’ social learning theory (SLT), augmented by Gerrard and Gibbons’ prototype/willingness model (PWM), in addition to personal characteristics of age, gender, car ownership, and psychological traits/states of anxiety, depression, sensation seeking propensity and reward sensitivity, to examine the influences on self-reported speeding of young novice drivers with a Provisional (intermediate) licence in Queensland, Australia.

Method

Young drivers (n = 378) recruited in 2010 for longitudinal research completed two surveys containing the Behaviour of Young Novice Drivers Scale, and reported their attitudes and behaviours as pre-Licence/Learner (Survey 1) and Provisional (Survey 2) drivers and their sociodemographic characteristics.

Results

An Akers’ measurement model was created. Hierarchical multiple regressions revealed that (1) personal characteristics (PC) explained 20.3%; (2) the combination of PC and SLT explained 41.1%; (3) the combination of PC, SLT and PWM explained 53.7% of variance in self-reported speeding. Whilst there appeared to be considerable shared variance, the significant predictors in the final model included gender, car ownership, reward sensitivity, depression, personal attitudes, and Learner speeding.

Conclusions

These results highlight the capacity for psychosocial theory to improve our understanding of speeding by young novice drivers, revealing relationships between previous behaviour, attitudes, psychosocial characteristics and speeding. The findings suggest multi-faceted countermeasures should target the risky behaviour of Learners, and Learner supervisors should be encouraged to monitor their Learners’ driving speed. Novice drivers should be discouraged from developing risky attitudes towards speeding.     

Reliability of drivers in urban intersections

The concept of human reliability has been widely used in industrial settings by human factors experts to optimise the person-task fit. Reliability is estimated by the probability that a task will successfully be completed by personnel in a given stage of system operation. Human Reliability Analysis (HRA) is a technique used to calculate human error probabilities as the ratio of errors committed to the number of opportunities for that error. To transfer this notion to the measurement of car driver reliability the following components are necessary: a taxonomy of driving tasks, a definition of correct behaviour in each of these tasks, a list of errors as deviations from the correct actions and an adequate observation method to register errors and opportunities for these errors. Use of the SAFE-task analysis procedure recently made it possible to derive driver errors directly from the normative analysis of behavioural requirements. Driver reliability estimates could be used to compare groups of tasks (e.g. different types of intersections with their respective regulations) as well as groups of drivers’ or individual drivers’ aptitudes. This approach was tested in a field study with 62 drivers of different age groups. The subjects drove an instrumented car and had to complete an urban test route, the main features of which were 18 intersections representing six different driving tasks. The subjects were accompanied by two trained observers who recorded driver errors using standardized observation sheets. Results indicate that error indices often vary between both the age group of drivers and the type of driving task. The highest error indices occurred in the non-signalised intersection tasks and the roundabout, which exactly equals the corresponding ratings of task complexity from the SAFE analysis. A comparison of age groups clearly shows the disadvantage of older drivers, whose error indices in nearly all tasks are significantly higher than those of the other groups. The vast majority of these errors could be explained by high task load in the intersections, as they represent difficult tasks. The discussion shows how reliability estimates can be used in a constructive way to propose changes in car design, intersection layout and regulation as well as driver training.     

Predictors of injury among younger and older adults in fatal motor vehicle crashes

With 2003 Fatality Analysis Reporting System data, we examined relationships among predictors of motor vehicle injury/fatality outcomes for younger (35–54 years) and older (65 years and older) drivers. Using the Precede-Proceed Model of Health Promotion as an organizing framework, we classified variables into person, vehicle and environment domains and conducted a multinomial logistic regression.Significant risk factors for older driver injuries were impact crashes at 1–3 o’clock (OR = 1.65; CI: 1.05–2.59), 7–9 o’clock angles (OR = 2.59; CI = 1.45–4.63), and driving with one passenger (OR = 2.25; CI: 1.58–3.20). Previous other motor vehicle convictions were significantly associated with reduced risk of injury (OR = 0.55; CI = 0.34–0.90). The 7–9 o’clock angle (OR = 3.06; CI: 1.83–5.12), and driving in daylight hours were risk factors for fatality among older drivers.Many risk factors (e.g., female gender, non-seatbelt use, rollover crashes, and vehicle body type), and protective factors (e.g., number of lanes and non-airbag deployment) were relevant for younger and older drivers. Findings showed relevant factors for drivers from both age groups, with some pointing to older adults, and set the stage for further research to develop injury and fatality prevention programs.     

The contribution of a novel intervention to enhance safe driving among young drivers in Israel

Young drivers in Israel, as in other parts of the world, are at an elevated risk of being involved in car crashes more than any other age group. A Graduated Driver Licensing System (GDL) has been introduced in Israel, requiring new drivers to be accompanied by an experienced driver during the first 3 months after obtaining a driving license. In an effort to ensure the effectiveness of the accompanied driving phase, a novel program which targets both young drivers and their parents, called green light for life (GLL), was initiated. This study aims to determine the effectiveness of GLL by comparing between young drivers who participated in the program and those who did not. Additionally, this study examined a structural equation model to predict young drivers’ involvement in car crashes and additional risk measures. The study utilized quantitative measures through a questionnaire completed by 738 young drivers (437 men, 301 women; 362 of whom participated in the program, 376 who did not). The results obtained indicate that GLL participants showed more positive views regarding the accompanied driving phase and were less involved in car crashes. They draw a comprehensive model of associations between various aspects of accompanied driving and risky driving measures.