Adolescent Drivers Research Articles

Profiles of Risky Driving Behaviors in Adolescent Drivers: A Cluster Analysis of a Representative Sample from Tuscany Region (Italy).

(1) Background: Research on patterns of risky driving behaviors (RDBs) in adolescents is scarce. This study aims to identify distinctive patterns of RDBs and to explore their characteristics in a representative sample of adolescents. (2) Methods: this is a cross-sectional study of a representative sample of Tuscany Region students aged 14–19 years (n = 2162). The prevalence of 11 RDBs was assessed and a cluster analysis was conducted to identify patterns of RDBs. ANOVA, post hoc pairwise comparisons and multivariate logistic regression models were used to characterize cluster membership. (3) Results: four distinct clusters of drivers were identified based on patterns of RDBs; in particular, two clusters—the Reckless Drivers (11.2%) and the Careless Drivers (21.5%)—showed high-risk patterns of engagement in RDBs. These high-risk clusters exhibited the weakest social bonds, the highest psychological distress, the most frequent participation in health compromising and risky behaviors, and the highest risk of a road traffic accident. (4) Conclusion: findings suggest that it is possible to identify typical profiles of RDBs in adolescents and that risky driving profiles are positively interrelated with other risky behaviors. This clustering suggests the need to develop multicomponent prevention strategies rather than addressing specific RDBs in isolation.

Identifying modifiable factors related to novice adolescent driver fault in motor vehicle collisions

Objective Novice adolescent drivers have a higher propensity to engage in risky driving and are at higher odds of being involved in collisions. Graduated driver licensing programs have been instituted to help novice drivers gain experience while avoiding higher risk driving circumstances. This study examines modifiable risk factors contributing to novice adolescent driver fault in collisions. Methods Police traffic collision report data from municipalities in Alberta for the years 2010–2016, inclusive, were used. Fault in collision was assigned using an automated and previously validated tool for assigning culpability. Factors contributing to novice adolescent (16-19 years of age) fault in collision were examined using multivariable logistic regression. Results Novice adolescent drivers had higher adjusted odds ratios (aOR) of being at-fault in collision when driving from 01:00-05:00 (aOR = 1.38; 95% Confidence Interval [CI]: 1.26-1.50). Novice adolescent drivers had lower odds of fault when driving with an adult (aOR= 0.62; 95% CI: 0.57-0.68) or a single peer (aOR= 0.87; 95% CI: 0.80-0.94), but higher odds of causing a severe collision with a single peer present (aOR= 2.23; 95% CI: 1.21-4.11). Impairment of the teen driver was reported in 25% of all fatal collisions, and 40% of late-night fatal collisions. Conclusions The findings support policies that allow driving with a single adult or peer passenger during daytime hours. Driving during late-night hours should be restricted for novice adolescent drivers.

Higher order training supporting competence, autonomy, relatedness (HOT-CAR): A model to improve learner drivers' higher order skills

Approaches to teaching young Learners to drive on-road often lack a strong, overarching theoretical framework. This paper proposes a transtheoretical model to guide instruction of higher-order skills – that are associated with reduced crash risk in young drivers – including established teaching techniques for effective instruction. Learnings from Self-Determination Theory (SDT) and the Goals for Driver Education framework (widely identified as best-practice but not effectively translated into practice) were integrated into the Higher Order Training supporting Competence, Autonomy, Relatedness (HOT-CAR) model. The model was empirically informed from naturalistic observation of professional in-vehicle lessons (n = 110) and a survey of young adolescent drivers (n = 1627). The HOT-CAR model is presented as a three-component framework that recognises learning to drive occurs within a broader system beyond the Learner and the instructor. The foundation of the model identifies the nature of the relationship between the Learner and the instructor that underlies the success of all other elements. The core of the model is the higher-order driving instruction approach including teaching strategies informed by SDT’s needs-supportive model. The context for the model incorporates some of the immediate considerations relevant to instruction; for example, the graduated driver licensing system, automated vehicle features, and peer influence. An example of the application of the model is provided to reflect the immediate practicality of the HOT-CAR model to driver training. This contributes to the limited road safety literature providing a practical solution to Learner driver training that has potential to reduce the crash risk of young novice drivers. Importantly, the model has potential to be applied and adapted to education and other training environments where higher-order skills are a safety–critical component.

Interactive Effects of Neighborhood Safety and Screen Time on Adolescent Internalizing Symptoms.

Perceptions of less neighborhood safety and higher levels of screen time are independently linked to adolescent anxiety and depression. Furthermore, residing in a neighborhood perceived as less safe is associated with engaging in higher levels of screen time. Screen time may act as a potential mechanism by which the effects of neighborhood safety on internalizing symptoms differ. Yet, research has not investigated whether the relationship between neighborhood safety and psychosocial adjustment varies at high and low levels of screen time. Therefore, this study examined the interaction between perceived neighborhood safety and screen time on adolescent internalizing symptoms (i.e., anxiety and depressive symptoms). A total of 184 adolescents (53% female; mean age = 17.09, SD = 1.07) were recruited from an ongoing longitudinal study of adolescent drivers. Participants reported their perceptions of neighborhood safety, screen use, anxiety and depressive symptoms, and demographic characteristics. The independent and interactive contributions of neighborhood safety and screen time predicting anxiety and depressive symptoms in adolescents were tested with hierarchical linear regressions. Perceptions of less neighborhood safety and higher levels of screen time each uniquely predicted adolescent anxiety and depressive symptoms. The relationship between living in a neighborhood perceived as less safe and anxiety symptoms was stronger for youth with high levels of screen time. The findings suggest that youth residing in less safe neighborhoods may have higher levels of anxiety symptoms, and this anxiety symptomology is higher at high levels of screen time.

Support for distracted driving laws: An analysis of adolescent drivers from the Traffic Safety Culture Index from 2011 to 2017

IntroductionAdolescent drivers are often the focus of traffic safety legislation as they are at increased risk for crash-related injury and death. However, the degree to which adolescents support distracted driving laws and factors contributing to their support are relatively unknown. Using a large, nationally weighted sample of adolescent drivers in the United States, we assessed if perceived threat from other road users’ engagement in distracted driving, personal engagement in distracted driving behaviors, and the presence of state distracted driving laws was associated with support for distracted driving laws. MethodsThe sample included 3565 adolescents (aged 16–18) who participated in the Traffic Safety Culture Index survey from 2011 to 2017. A modified Poisson regression model with robust errors was fit to the weighted data to examine support for distracted driving laws. Models included age, gender, year, state distracted driving laws, personal engagement in distracted driving behavior, and perceived threat from other road users’ engaging in distracted driving. ResultsApproximately 87% of adolescents supported a law against texting and emailing compared to 66% who supported a universal handheld cellphone law. Support for distracted driving legislation was associated with greater perceived threat of other road users engaging in distracted driving while accounting for personal engagement in distracted driving, state distracted driving laws, and developmental covariates. DiscussionGreater understanding of the factors behind legislative support is needed. Public health interventions focused on effectively translating the risks of cellphone use while driving and effective policy will further improve the traffic safety culture.

Advancing our understanding of cognitive development and motor vehicle crash risk: A multiverse representation analysis

Neurobiological and cognitive maturational models are the dominant theoretical account of adolescents' risk-taking behavior. Both the protracted development of working memory (WM) through adolescence, as well as individual differences in WM capacity have been theorized to be related to risk-taking behavior, including reckless driving. In a cohort study of 84 adolescent drivers Walshe et al. (2019) found adolescents who crashed had an attenuated trajectory of WM growth compared to adolescent drivers who never reported being in a crash, but observed no difference in WM capacity at baseline. The objectives of this report were to attempt to replicate these associations and to evaluate their robustness using a hybrid multiverse – specification curve analysis approach, henceforth called multiverse representation analysis (MRA). The authors of the original report provided their data: 84 adolescent drivers with annual evaluations of WM and other risk factors from 2005 to 2013, and of driving experiences in 2015. The original analysis was implemented as described in the original report. An MRA approach was used to evaluate the robustness of the association between developmental trajectories of WM and adolescents’ risk-taking (indexed by motor vehicle crash involvement) to different reasonable methodological choices. We enumerated 6 reasonable choice points in data processing-analysis configurations: (1) model type: latent growth or multi-level regression, (2) treatment of WM data; (3) which waves are included; (4) covariate treatment; (5) how time is coded; and (6) link function/estimation method: weighted least squares means and variance estimation (WLSMV) with a linear link versus logistic regression with maximum likelihood estimation. This multiverse consists of 96 latent growth models and 18 multi-level regression models.

Comparison of Motor Vehicle Crashes, Traffic Violations, and License Suspensions Between Autistic and Non-Autistic Adolescent and Young Adult Drivers

One-third of autistic individuals obtain a driver's license by age 21 years; however, prior studies suggest they may be at heightened risk for motor vehicle crashes. We compared objective rates of crashes, traffic violations, and license suspensions for newly licensed autistic and non-autistic adolescents. This retrospective cohort study included New Jersey residents born from 1987 through 2000 who were patients of the Children's Hospital of Philadelphia health care network. Electronic health records were linked with statewide driver licensing and crash databases. Autism status was classified via International Classification of Diseases (ICD) diagnostic codes; individuals with intellectual disability were excluded. We compared rates among 486 autistic and 70,990 non-autistic licensed drivers over their first 48 months of driving. Furthermore, we examined the proportion of crashes attributed to specific driver actions and crash types. Compared with non-autistic drivers, autistic drivers were estimated to have lower average monthly rates of crash involvement (adjusted rate ratio (adjRR)= 0.89, 95% CI= 0.75-1.05), moving violations (adjRR= 0.56, 95% CI= 0.48-0.67), and suspensions (adjRR = 0.32, 95% CI=0.18-0.58). Among drivers involved in a crash, autistic drivers were half as likely to crash because of unsafe speed, but substantially more likely to crash because of their failure to yield to a vehicle/pedestrian and while making left-turns or U-turns. Newly licensed autistic adolescent drivers have similar to lower estimated rates of adverse driving outcomes; the extent to which these can be attributed to different driving patterns is a critical point for future investigation. There were several notable differences in the characteristics of these crashes, which directly inform interventions to improve driving safety of autistic adolescent drivers.

EPIDEMIOLOGIA DOS ACIDENTES DE TRÂNSITO ENVOLVENDO CICLISTAS NA CIDADE DE SÃO PAULO

OBJECTIVE: To to describe the accidents involving cyclists notified in the city of São Paulo during the year 2018, and to analyze the associated factors. METHODS: This is a descriptive, quantitative approach, based on the Violence and Accidents Surveillance Information System of the city of São Paulo (SIVVA), in the selection of reports, including those related to accidents of traffic involving cyclists, from January to December 2018, in the city of São Paulo, in the southeastern region of Brazil. RESULTS: Between January and December 2018, 701 cases of traffic accidents involving cyclists living in the city of São Paulo were reported. The profile of the victim was 82.5%, predominantly male (83.0%) and adolescents (10 to 19 years of age). Regarding the diagnosis of injury, the traumas were more prevalent, mainly superficial head trauma. CONCLUSION: In this study, the prevalence of bicycle, adolescent and male drivers was observed. The main diagnosis of injury was trauma, injuries and fractures affecting the upper limbs.

Adolescent Driver Testing During the COVID-19 Pandemic

Adolescent Driver Testing During the COVID-19 Pandemic

Initial Testing of a Web-Based Intervention to Reduce Adolescent Driver Inattention: A Randomized Controlled Trial

IntroductionMotor vehicle crashes are the leading cause of adolescent death. Inattention to the roadway contributes to crash risk. The objective of this study was to deploy an initial study of a web-based intervention (Let’s Choose Ourselves) designed to improve adolescent driver attention to the roadway. MethodsWe used a randomized controlled trial design in a sample of adolescent drivers to test if a web-based intervention decreased cell phone engagement in driving simulation at 3 months as compared with controls. As secondary hypotheses, we tested if the intervention increased the use of peer passengers to manage distractions and decreased eyes off the forward roadway in driving simulation and decreased self-reported risky driving behaviors. Adolescents, aged 16-17 years, licensed for ≤90 days were randomized to Let’s Choose Ourselves with distractions in the simulator protocol at baseline, Let’s Choose Ourselves with no distractions, an attention control intervention on healthy eating with distractions, or attention control with no distractions. We used Poisson regression modeling to test the primary and secondary hypotheses. ResultsThe trial included 60 adolescents (66.7% female, 78.3% non-Hispanic white subjects, mean age 16.8 years, licensed 50.8 days). In Poisson regression, controlling for sex, we found no significant effects of Let’s Choose Ourselves on primary or secondary outcomes. However, there was a significant effect of visit on self-report outcomes, with self-reported distracted driving behaviors increasing over time. DiscussionAlthough there were no significant effects of Let’s Choose Ourselves, self-reported risky driving behaviors increased over time. Further investigation of the relationship between driving experience and increasing inattention to the road in adolescents is warranted.

Rewards decrease risky decisions for adolescent drivers: Implications for crash prevention

Motor vehicle crashes (MVCs) are a major contributor to adolescent mortality. Adolescent drivers are more likely to make risky decisions in the presence of peers. However, rewards have also been shown to improve decision making in adolescence. Our goal was to determine if peer observation and reward effects on decision-making were dependent upon adolescent driving styles.Twenty-four healthy adolescents played a driving game in a 2 (no peer; peer) × 2 (no rewards; rewards) within-subjects experiment. Driving styles were measured by self-report.Rewards favoring safe choices reduced risky decision making, but this effect was especially robust for adolescents with driving styles that increase risk of MVCs (i.e., dangerous, fast, angry, or distracted styles). Findings suggest that rewards for safe driving can be an effective mechanism for reducing MVCs, especially for the most at-risk drivers, if they can be made appetizing to adolescents.

Driving Safety in Adolescents and Young Adults With Type 1 Diabetes.

Adolescent and young adult (AYA) drivers are at high risk for automobile accidents and fatalities (1–3). Unintentional accidents were the leading cause of death in 2017 of individuals aged 15–19 years in the United States (4). Factors that increase driving safety risk associated with AYA drivers include lack of driving experience, developmental factors such as poor executive function, and propensity for risk-taking behaviors (5,6). Furthermore, cognitive abilities such as self-control and emotional regulation are continuing to develop through late adolescence and into young adulthood, making AYA drivers particularly vulnerable to practicing unsafe driving behaviors (7). Brain development—in particular the prefrontal cortex, which relates to impulse control—is known to continue well into young adulthood, not reaching adult dimensions until the mid-20s (8,9). AYAs with type 1 diabetes face a unique set of challenges relating to driving safety. Blood glucose fluctuations leading to hypoglycemia can temporarily impair cognitive function (10–12) and lead to unsafe driving conditions (13). Given the safety risks posed by hypoglycemia, the American Diabetes Association (ADA) has made specific recommendations to promote safe driving for individuals with diabetes (14). The ADA recommends that drivers with type 1 diabetes measure their blood glucose level before driving and at regular intervals if they are driving for longer than 1 hour. Individuals with type 1 diabetes should be counseled to always carry appropriate rapid-acting glucose and complex micronutrient snacks. If symptoms of hypoglycemia occur, individuals should immediately stop driving, check their blood glucose, and treat low blood glucose levels. Additionally, driving should only be resumed after achievement of euglycemia and once cognitive functioning has been recovered (i.e., ideally 30–60 minutes after euglycemia is achieved because of concern about delayed cognitive function recovery) (14). Parents of adolescents with type 1 diabetes report that their …

Patterns of risky driving behaviors among Tuscan adolescent drivers: a cluster analysis

Abstract Background Adolescents have a high risk of road traffic accident (RTA) because of their high engagement in risky driving behaviors (RDBs); to date, very few studies have investigated the patterns of RDBs. The aim of the study is to identify distinctive RDBs patterns and to examine their associations with RTAs in a sample of adolescent drivers Methods The EDIT project is a cross-sectional survey carried out in a representative sample (6.824) of Tuscany Region students aged 14-19 years. The study analyses a subsample of students who reported to drive/ride at least once a week (2764). Self-reported frequency in the last year of the following RDBs was determined: talking on phone; texting; using GPS; talking to passengers; smoking; eating; listening to loud music; fatigued driving; speeding; and driving under the influence (DUI) of alcohol or drugs. A cluster analysis was conducted to identify RDBs patterns. A multivariate model was used to evaluate the difference in the risk of RTA across clusters; ANOVA and post-hoc pairwise comparisons were used to further characterize cluster membership Results Four distinct RDBs clusters were identified: “safe”(45.6%), “average”(21.8%), “careless but not DUI”(21.5%) and “reckless and DUI”(11.2%) drivers. When compared with “safe” drivers, “careless but not DUI” and “reckless and DUI” drivers showed a significantly higher risk of RTA (respectively, OR 1.68, 95%CI 1.29-2.18, p < 0.001; OR 2.88; 95%CI 2.10-3.95, p < 0.001). Clusters were characterized by several significant differences in sociodemographic variables, cell-phone use, quality of the relationships with parents, school performances, mental health and well-being, health behaviors, gaming, bullying and risky sexual behaviors Conclusions RDBs evidently occur in typical patterns that are linked with different RTA risks. Several domains of adolescent life seem to be involved in cluster membership. An awareness of this clustering enables to better targeting adolescents at higher risk of RTA Key messages RDBs occur in patterns in adolescents, and indicators of risky behaviors and of mental and social well-being may help to identify RDBs clusters at high risk of road traffic accidents. Multimodal prevention approaches in risky driving behaviors are likely to be more successful than targeting a single behavior in adolescents.

Adolescent driving behavior before and during restrictions related to COVID-19

IntroductionUnderstanding who heeds the driving-related COVID-19 restrictions is critical for assisting public health professionals improve response to this and future pandemic events. The purpose of the current study was to characterize driving behavior changes among adolescents as a function of COVID-19 restrictions. It was hypothesized that adolescent driving would be reduced by COVID-19 restrictions, especially for younger teens, non-minorities, females, non-working teens, and those with higher prosocial tendencies. MethodsParticipants were licensed drivers in “REACT,” a longitudinal study of adolescent driving attention. Upon enrollment in REACT, drivers were required to be age 16 or 18, have been issued a driver’s license within the last two weeks, and be fluent in written/spoken English. The current observational cohort study was of drivers reporting driving exposure between February 8 and April 22, 2020. Linear mixed-effects models estimated differences in driving changes between COVID-19 periods. ResultsResults indicated a decrease across pre-COVID-19 period (February 8 – March 13, 2020) in days driven per week and vehicle miles driven (VMD) was explained by the change of slope post-COVID-19 restrictions (March 14 – April 22, 2020). Post-COVID-19, driving days per week decreased by 37 % and VMD decreased by 35 %. This decrease was lower in ethnic minorities, older adolescents, and employed adolescents. Those with greater dire prosocial tendencies showed greater post-COVID-19 driving decline. DiscussionFindings provide early evidence of COVID-19 restriction-related adolescent driving changes suggesting older, employed, minority teens and teens with lower prosocial tendencies are less likely to reduce driving behavior. These observations provide a foundation for more extensive studies of adolescent drivers during various driving and contact restrictions and inform future public health campaigns for social distancing.

Opportunities to Reduce Distracted Driving and Adolescent Driver Motor Vehicle Crashes.

* Abbreviation: MVC — : motor vehicle crash Over the past few decades, multipronged efforts have made substantial strides in reducing adolescent morbidity and mortality related to motor vehicle crashes (MVCs). However, MVCs remain the leading cause of adolescent death, fatalities that are largely preventable.1 Although several factors contribute to adolescent MVCs, an increase in cell phone use while driving has been posited as a factor in the unexpected increase in adolescent MVC rates from 2013 to 2016.2 Previous studies have demonstrated an association between laws banning texting while driving and lower rates of fatal crashes3 and more recently nonfatal injury crashes in the overall population.4 However, as new state laws have been introduced, the relative effectiveness of different levels of implementation for adolescent drivers are not well characterized, including primary enforcement (ie, a police officer can stop the vehicle and cite the driver for texting while driving), secondary enforcement (ie, the driver can only be cited for texting while driving if another primary violation is observed), banning texting for all drivers, banning all handheld cell phone use for all drivers, and banning all novice driver cellphone use (both handheld and hands-free use). In their article “Distracted Driving Laws and Motor … Address correspondence to Catherine C. McDonald, PhD, RN, FAAN, University of Pennsylvania School of Nursing, 418 Curie Blvd, Room 414, Philadelphia, PA 19104. E-mail: mcdonalc{at}upenn.edu

Evaluating teen driving knowledge and behaviors following educational outreach

BackgroundTeen driving educational events are an effective strategy to increase adolescent drivers’ awareness of safe driving practices. The objectives of this study were to evaluate changing rates of self-reported driving practices and knowledge of the state Graduated Driver Licensing laws (GDL) by teens over a nine-year period in a single state.MethodsThis was a prospective observational study of high school students ages 14 to 19 years old. Paper surveys were sent to the high schools participating in teen driving educational events (9 schools in 2009 and 4 schools in 2018). Students in those schools completed surveys prior to the events. Students completing the anonymous survey were invited to the event. Questions evaluated awareness of state GDL and safe and risky driving behaviors. Statistical comparisons of survey answers from 2009 to 2018 were analyzed using the z test of proportions (2 tailed, alpha 0.05).ResultsA total of 397 students participated in 2018 with ages ranging from 14 to 19 years. Racial distribution was 81% white, 14% black, and there were 57% female participants. Only 69% (n = 273) reported “always” wearing their seatbelt. When asked about high risk behaviors, 78% (n = 309) of adolescents reported they personally “never” text while driving; 97% (385); never drive after drinking, and 87% (n = 344) never ride with someone who has been drinking. Compared to 2009 participants (1304 students, 9 schools from central part of state), the students in 2018 (4 schools scattered across state) reported wearing seatbelts “always” (n = 69% vs 39%; p < 0.001); “never texting while driving” (78% vs 33%; p < 0.001); and “never drinking and driving” (97% vs 88%; p < 0.001). No significant difference in rates of students having taken a driving education class nor driving over speed limit were reported.ConclusionResults are encouraging that participants in 2018 report more use of seatbelts, less texting while driving, less drinking while driving and lower numbers of being in MVC than in 2009. However, rates of high-risk driving behaviors are still concerning.

Adolescents' attitudes and intentions to use a smartphone app to promote safe driving

PurposeDesigning effective driving safety interventions is imperative as traffic crashes are the leading cause of injury and death for adolescents. Using concepts from the Integrated Behavioral Model, we investigated adolescents' attitudes and intentions towards engaging in safe driving practices and using smartphone-based driving safety technology. MethodsTwo-hundred and seven adolescents aged 14–18 (M = 16.1, SD = 0.8) completed a safe driving survey. A path model testing the associations between individual scores of attitudes, perceived norms, and perceived behavioral control with intentions controlling for demographic covariates was conducted. ResultsGreater intentions to drive safely was associated with greater perceived norms from family and peers (β = 0.75, p < .001) and perceived capability (β = 0.19, p < .001) to drive safely. Greater intentions to adopt a driving safety app was associated with greater perceived norms from family and peers (β = 0.29, p = .007). Females reported greater intentions to adopt a driving safety app than males (β = −0.15, p = .044). ConclusionsAssessing attitudes and perceptions provides further understanding of what behavioral constructs are important for the development of adolescent driver safety interventions. Experimental research targeting and modifying behavior constructs is warranted.

School start time change and motor vehicle crashes in adolescent drivers.

The aim of this study was to examine the association between a 50-minute delay (7:20 am to 8:10 am) in high school start times in Fairfax County (FC) Virginia and changes in rates of adolescent motor vehicle crashes. Crash rates in FC were also compared to those in the rest of the state during the same time period. Virginia Department of Motor Vehicles crash data in drivers age 16 to 18 years old between September and June of each year in FC versus the rest of the state were compared in the combined 2-year periods preceding (2013-2014 and 2014-2015; T1) and following (2015-2016 and 2016-2017; T2) school start time change in the fall of 2015. The crash rate per 1000 in 16- to 18-year-old licensed drivers in FC during T1 was significantly higher compared to T2, 31.63 versus 29.59 accidents per 1,000 (95% confidence interval, 1.0-1.14, odds ratio 1.07, P = .03). In contrast, adolescent crash rates in the rest of Virginia were not statistically significantly different at T1 versus T2. With regard to subtypes of crashes, there was a trend toward significance in distraction-related crashes per 1,000 in FC at T1 compared to T2 at 7.01 versus 6.13 (95% confidence interval, 0.99-1.31, odds ratio 1.14, P = .05), but were not significantly different in the remainder of the state. The results of this study suggest that school start time delay is associated with decreased adolescent motor vehicle crash risk, with significant implications for public health and safety.

School Start time change and motor vehicles crashes in adolescent drivers

School Start time change and motor vehicles crashes in adolescent drivers

Characterizing the Learning-to-Drive Period for Teens with Attention Deficits.

Motor vehicle collisions are the leading cause of death among teenagers, accounting for approximately 1 in 3 deaths for this age group. A number of factors increase crash risk for teen drivers, including vulnerability to distraction, poor judgment, propensity to engage in risky driving behaviors, and inexperience. These factors may be of particular concern and exacerbated among teens learning to drive with attention deficits. To our knowledge, our study is among the first to systematically investigate the experiences of novice adolescent drivers with attention deficits during the learner period of a Graduated Drivers Licensing program. Survey and on-road driving assessment (ODA) data were used to examine parent and teen confidence in the teens' driving ability, driving practice frequency, diversity of driving practice environments, and driving errors among teens with attention deficits as defined by attention-deficit/hyperactivity disorder (ADHD) diagnosis or parent-reported trouble staying focused (TSF). When teens' driving skill was evaluated at the conclusion of the learner period, teens with ADHD exhibited more driving errors than their typically developing (TD) counterparts (p = 0.034). Teens with TSF were more likely to have their ODA terminated (p = 0.019), had marginally lower overall driving scores (p = 0.098), and exhibited more critical driving errors (p = 0.01) compared with TD teens. These findings may have implications on the learning-to-drive period for adolescents with attention deficits. Adjustments may need to be made to the learner period for teens with attention deficits to account for attention impairments and to better instill safe driving behavior.