Provisional Driver Research Articles

How Do Young Provisional Drivers Who Crash Early Compare With Those Who Only Crash Later?

Much attention has been given to the elevated crash rates of young novice drivers when first driving unsupervised, particularly in the initial six months, but less to the question of whether those who crash during that period are in any way different from those who only crash subsequently. This question was examined in a large cohort of New South Wales novices aged under 25 years at their first licensing, which occurred in the financial year 2007/08. Only post-learner drivers were considered, and divided into three driver groups, early crashers within the first six months, late crashers whose first crash was later, and non-crashers. All factors derivable from the routine records provided were analysed including metropolitan residence and aggregate socio-economic status as determined by post-code of residence. Overall, the largest differences were between those who crashed and those who did not. Females were under-represented among both early and late crashers. Age, aggregate socio-economic status, and metropolitan residence at first licensing did not differ between early and late crashers, but late crashers had spent less time driving supervised. Early crashers had crashed and incurred traffic citations, including for serious offences, more frequently than late crashers, with more crashes judged at-fault. However, exclusion of offences occurring on the same day as a crash reduced the difference between early and late crashers. The difference between crashers and non-crashers was reduced but remained significant.

Provisional drivers intend to speed less: The positive outcome for young drivers of a safe-driving app randomised trial

Speeding is a major contributor to young drivers' crashes and one of their most commonly observed risky behaviours. Practice-oriented research suggests that technology, such as smartphone safe-driving apps (apps), can help reduce risky behaviour like speeding. Some apps' effects (e.g. on speeding) have been investigated in simulator and field studies. Those studies on apps' effects seem challenging to replicate in the real world, do not control for general influences, or focus on short-term effects. Furthermore, the impact of a freely-released app on random users has not been investigated to date.This paper investigates the behavioural effects of one off-the-shelf app, Flo, in a training study with 210 young drivers aged 18 to 25, 84 intervention and 126 control participants. The app's impact on their speeding was assessed in a three-month randomised trial. ANCOVAs were performed to assess separately for changes in the Intervention participants' speeding intention and self-reported speeding behaviour relative to the Control group. The results suggest the intervention significantly affected the speeding intention of participants with provisional driving licences.These findings encourage discussion on the effectiveness of apps in safe-driving training and influencing behaviour, which can potentially be more effective for provisional drivers. We provide suggestion on improving smartphone apps' functionality to increase their potential for positive behavioural change.

Personalized driving safety: Using telematics to reduce risky driving behavior among young drivers

Introduction: The role of real-time data capture (via telematics technology) is gathering prominence as a strategy to provide feedback to young drivers about important road safety issues. Method: A naturalistic driving study was undertaken to determine whether providing personalized feedback (via a smartphone app) to young provisional drivers aged 17–20 years living in metropolitan and regional Western Australia (WA) reduced their risky driving behavior compared to a control group who did not receive feedback. Speeding over the posted speed limit, harsh decelerations (braking), harsh accelerations and overall driving performance, were recorded continuously using the smartphone app during the 11-week study. Four separate Generalised Estimating Equations (GEE) linear regression models were undertaken after accounting for relevant confounders including driving exposure to determine the difference between the intervention and control group for the 4 driving outcomes obtained from the smartphone app. Results: The study found that there was no significant change in overall driving scores between the intervention and control groups (p = 0.35). However, the overall driving score significantly improved by 0.19 points for young provisional drivers who lived in regional areas compared to those in the metropolitan area (p = 0.05) after adjusting for potential confounders. There was also no significant change in harsh braking scores (p = 0.46) and harsh acceleration scores between the intervention and control groups (p = 0.26) However, harsh acceleration scores improved by 0.37 points for females compared to males (p = 0.04). Lastly, there was no significant change in speed scores between the control and intervention groups (p = 0.72). However, the speed scores of participants who lived in regional WA improved by 0.22 points compared to those in the metropolitan area (p = 0.02). Furthermore, for every 1,000 km travelled, speed scores worsened by −0.08 points (p < 0.01) regardless of group. Conclusions: The study did not find any statistical difference in the driving outcomes examined; however the treatment effects for feedback were consistently in the expected positive direction. Young drivers in regional WA also improved their speeding scores and overall driving performance scores compared to young drivers in the metropolitan area. Females, also significantly improved their harsh deceleration scores compared to males, regardless of group allocation. These results highlight the use of smartphone telematics as an opportunity to not only enhance the safety of provisional young drivers but also provide data-informed decision making and policy development.

Study design to evaluate a web-intervention to prevent alcohol and cannabis-impaired driving and use among adolescents in driver education

BackgroundAlcohol and cannabis are the most commonly used substances among adolescents in the U.S. The consequences related to using both substances together are significantly higher relative to use of either substance alone. Teens’ propensity to engage in risky driving behaviors (e.g., speeding, rapid lane changes, and texting) and their relative inexperience with the timing and duration of cannabis’ effects puts them at heightened risk for experiencing harms related to driving under the influence. Use of alcohol and cannabis peak at age 16, the legal age teens may apply for a provisional driver’s license in some states. Targeting novice teen drivers prior to licensure is thus an ideal time for prevention efforts focused on reducing alcohol and/or cannabis initiation, use, and impaired driving.MethodsThe current study proposes to evaluate the efficacy of webCHAT among 15.5 to 17-year-old adolescents (n = 150) recruited at driver education programs. WebCHAT is a single session online intervention that aims to prevent alcohol and cannabis use and risky driving behaviors. We will recruit adolescents enrolled in driver education programs, and stratify based on whether they used cannabis and/or alcohol in the past 3 months (60% screening negative and 40% screening positive). All participants will receive usual driver education and half will also receive webCHAT. We will test whether webCHAT in addition to usual driver education reduces alcohol and/or cannabis initiation or use and reduces risky driving attitudes and behaviors (intent to drive after drinking/using, riding as a passenger with someone who drank/used) compared to teens in usual driver education over a 6-month period. We will also explore whether variables such as beliefs and perceived norms serve as explanatory mechanisms for our outcomes.DiscussionThe study has the potential to promote public welfare by decreasing adolescent initiation and use of cannabis and alcohol and reducing risky driving behaviors that can have substantial monetary, personal, and social costs. The study recruits adolescents who are at risk for substance use as well as those who are not and it is delivered remotely during a teachable moment when adolescents receive driver education.Trial registration This study was registered with ClinicalTrials.gov on July 13, 2021 (NCT04959461). https://clinicaltrials.gov/ct2/show/NCT04959461

The Prevent Alcohol and Risk-Related Trauma in Youth (P.A.R.T.Y) program: An interactive injury prevention initiative in South-Western Sydney

BackgroundThe Prevent Alcohol and Risk Related Trauma in Youth (P.A.R.T.Y) program is an interactive injury prevention intervention, specifically designed for “at risk” youths aged 15 to 19 years. Emerging evidence has highlighted its positive impact on altering student attitudes towards risk-taking behaviour across several Australian and international settings. This study aims to describe the risk-taking behaviours of youths in South-Western and Greater Western Sydney, and assess the effectiveness of the Liverpool P.A.R.T.Y program to alter attitudes towards risk-taking. MethodsFrom 2015 to 2020, schools and youth organisations across South-Western and Greater Western Sydney were invited to participate in the Liverpool Hospital P.A.R.T.Y program. Youths aged 15 to 19 years were selected to attend by their respective teachers based on eligibility criteria. Knowledge and attitudes towards risk-taking behaviours were measured using surveys across three time points (pre-program, immediately post-program, 3-to-6 months post-program). ResultsA total of 2544 participants from 50 schools and youth organisations attended the Liverpool Hospital P.A.R.T.Y program. There were 130 participants who did not record a response to a single question across all three time points and were omitted from analysis. Of the remaining 2414 participants, 49% were male, and 41% had access to a provisional driver's license or learner's permit. There were significant changes in knowledge and attitudes to risk-taking behaviours from pre-to immediately-post-program. A separate analysis across all three time points was conducted in response to a poor 3-to-6-month follow-up rate (25%). There was decay in improvements across all six questions, with the largest change seen in perceived likelihood of injury when engaging in physically risk-taking activities (52.2% to 36.9%, OR 0.44, 95% CI 0.33 – 0.60, p < 0.001). ConclusionThis study demonstrated significant changes in participant attitudes towards risk-taking behaviours and their consequences, immediately after participating in the Liverpool Hospital P.A.R.T.Y program. However, the poor response rates at later follow-up highlight the need for ongoing engagement of the South-Western and Greater Western Sydney youths, to ensure these improvements are sustained.

Parents’ self-efficacy and the quality of supervised driving practice they provide for their children

Learner drivers must gain supervised driving practice in a wide variety of driving situations to prepare them for independent driving. This study investigated the way that sociodemographic factors, parental self-efficacy and driving self-efficacy of parents are associated with the quality of supervised driving practice they provide to their learner driver children. An online survey was completed by 293 fully licensed parents (female = 86%) of learner (52%) and provisional (intermediate; 48%) drivers from Queensland, Australia. A variable indicating quality of supervised practice was defined based on the understanding that higher frequency and greater variety of driving situations and environments represents higher quality supervised practice. Hierarchical multiple regression was used to analyse parent responses. As predicted, driving self-efficacy was significantly and positively associated with quality of supervised practice. However, no significant association was found between parental self-efficacy and quality of supervised practice. Parent gender and perceived level of involvement were also important predictors of supervised practice quality. The association between previous experience with providing supervised practice and supervised practice quality was unclear. A key implication of this research is that devising methods to improve the driving self-efficacy of parents may contribute to provision of more frequent and varied supervised practice.

At what stages of licensing do graduated driver licensing systems reduce crashes? Example from Queensland, Australia

Evaluations of new graduated licensing systems (GLS) commonly examine pre-post young driver crash rates relative to another driver group. This comparison approach is important to account for other influences on crashes over time, but has limited ability to determine which GLS components are most effective and at what stage during the licensing process. We previously identified declines in young driver crashes in Queensland, Australia, following introduction of a new GLS in 2007. The objective of the current research was to conduct complementary modelling to identify at what points through the licensing process had particular GLS policies contributed to reductions. Crash trends were explored for learner and provisional drivers under the new GLS versus previous system for three time periods relative to the month of acquiring a provisional licence: the preceding learner period, the first month of provisional licensure (when crashes typically peak), and the overall provisional period. Interrupted time series analyses were conducted for the log ratio of crashes per 10,000 licensed (learner and provisional) drivers with the total number of licensed drivers as an offset. The greatest declines were found in the first month of licensure, with indications that a longer learner period, higher supervised driving hours, and a new provisional night-passenger restriction were key contributors to provisional crash reductions. There was also some indication that a restriction on all phone use reduced crashes during the learner period. We conclude that time series analysis focusing on licensing stage, rather than calendar time only, offers a complementary approach to analysing GLS effectiveness by better identifying where and how changes impact crashes.

Parenting style, young driver compliance and the imposition of additional driving restrictions within graduated driver licensing systems

Provisional (or intermediate) drivers do not always comply with graduated driver licensing restrictions and road laws. The aim of this study was to explore the effect of parenting style on young driver compliance with licensing restrictions. Two surveys, the first a sample of parents of provisionally licensed drivers (n = 101) from Queensland and the Australian Capital Territory (Australia), while the second, and separate sample, was of provisionally licensed drivers (n = 132) from Queensland. A series of regression analyses identified that parents who reported higher levels of control were more likely to feel responsible for their child’s driving and to have a child that complied with licensing restrictions. Parents who reported higher levels of support were more likely to offer their child practical assistance in order to help them to comply with licensing restrictions. Young drivers who reported that their parents had higher levels of control were more likely to indicate that they complied with restrictions. Given that parenting style appears to influence provisional driver compliance with licensing requirements, there may be an opportunity to develop interventions to enhance compliance.

Associations between graduated driver licensing and road trauma reductions in a later licensing age jurisdiction: Queensland, Australia.

The success of driver graduated licensing systems (GLS) is demonstrated primarily in jurisdictions that licence at young ages with requirements expiring at age 18. In Australia, GLS requirements typically apply for all applicants aged under 25. In 2007, the Queensland licensing system was strengthened, extending the learner and introducing a 100-hour supervised driving requirement, introducing restrictions on passenger carriage at night and high-powered vehicles for provisional drivers, and on phone use for all novice drivers (learner and provisional). The objective of the current research was to evaluate whether these changes were associated with reductions in crashes (all) and killed-and-serious-injury (KSI) crashes involving novice drivers, and respective casualties. Government licensing and police crash records were linked and interrupted time series analysis was used to examine potential shifts in crash trends by rates of licensed drivers per month. Substantial declines were found in novice driver crashes (13.1% per year; 95%CI -0.0130, -0.0096), crash casualties (13.9% per year; 95%CI -0.0137, -0.0101), KSI crashes (5.4% per year; 95%CI -0.0080, -0.0046) and associated casualties (5.2% per year; 95%CI -0.0075, -0.0039). Compared to the total licensed driver population, declines in crashes (3.0% per year; 95%CI -0.0027, -0.0007) and crash casualties (2.9% per year; 95%CI -0.0029, -0.0006) but not KSI outcomes were observed. More narrowly, declines were found for provisional-licensed driver crashes (9.3% per year; 95%CI -0.0096, -0.0063) and KSI crashes (3.6% per year; 95%CI -0.0004, -0.0128) that were approximately 2.6% and 1.2% greater than respective declines for 25-29-year-old open-licensed drivers. Substantial declines also were observed in novice driver single-vehicle, night, passenger and alcohol crashes. Overall, these results demonstrate that GLS can be effective in a later age licensing jurisdiction. However, KSI outcomes were limited. Modelling research is recommended on ways to further strengthen Queensland’s GLS to achieve greater trauma reductions.

“You’re so used to having someone tell you what to do”: Experiences of young drivers during the provisional licence phase

ObjectiveYoung drivers are at considerable risk of injury and fatality during the earliest years of independent driving (provisional/intermediate/restricted/probationary licence). Interventions such as graduated driver licensing (GDL) are designed to ameliorate this risk by allowing young drivers to gain on-road driving experience under conditions of reduced risk (eg., night-time passenger restrictions in Queensland, Australia). Consistent with systems thinking, to maximise the effectiveness of interventions such as GDL it is essential that experiences of young drivers is understood. The aim of the research is to explore the experiences of young drivers with a provisional driver’s licence, within the current young driver road safety system in Queensland. MethodsThirty-four drivers (17–18 years; mean = 17.6, mode = 17, 14 males) with a provisional licence attending two high schools (one public, n = 21, 9 males; one private) participated in a 45-minute group discussion during the school day. ResultsTwo themes emerged: (1) independence and (2) driving logistics. A wealth of experiences and advice pertaining to the sub-themes of psychosocial independence, transportation independence, driving skills and knowledge, interacting with other drivers, driving mistakes, and owning a vehicle were shared by young drivers. Numerous recommendations are made pertaining to each sub-theme, such as informing young drivers of the expense associated with independent mobility, effectively managing a road crash, and interacting safely with other drivers now there is no longer a driving supervisor sharing the journey with them. ConclusionsImportantly these findings apply to young drivers in all motorised jurisdictions, irrespective of whether they have implemented a graduated driver licensing program. The breadth of experiences – many of which placed the young driver at increased risk of harm – shared by the young drivers should be considered in refining the content and process not only of any novice licence phase during which independent driving occurs, such as the provisional phase, but also of the preceding learning-to-drive licence phase. To illustrate, greater exposure to driving hazards like driving with peer passengers and sharing the road with larger vehicles can be undertaken in circumstances of increased driving ‘independence’ (that is, under less direction) during the final stages of the learner licence. This pseudo-independent driving is an opportunity to develop skills and capabilities in the potentially-risky circumstances which the novice will soon traverse without a supervisor’s support.

Effectiveness of Interventions for Prevention of Road Traffic Injuries in Iran and Some Methodological Issues: A Systematic Review.

To review the effectiveness of Road Traffic Injuries (RTIs) interventions implemented for prevention of RTIs in Iran and to introduce some methodological issues. Required data in this systematic review study were collected through searching the following key words: "Road Traffic Injuries", "Road Traffic accidents", "Road Traffic crashes", "prevention", and Iran in PubMed, Cochrane Library electronic databases, Google Scholar, Scopus, MagIran, SID and IranMedex. Some of the relevant journals and web sites searched manually. Reference lists of the selected articles were also checked. Gray literature search and expert contact was also conducted. Out of 569 retrieved articles, finally 8 articles included. Among the included studies the effectiveness of 10 interventions were assessed containing: seat belt, enforcements of laws and legislations, educational program, wearing helmet, Antilock Braking System (ABS), motorcyclists' penalty enforcement, pupil liaisons' education, provisional driver licensing, Road bumps and traffic improvement's plans. In 7 studies (9 interventions) reduction of RTIs rate were reported. Decreased rate of mortality from RTIs were reported in three studies. Only one study had mentioned financial issue (Anti-lock Brake System intervention). Inadequate data sources, inappropriate selection of statistical index and not mention about the control of Confounding Variables (CV), the most common methodological issues were. The results of most interventional studies conducted in Iran supported the effect of the interventions on reduction of RTIs. However due to some methodological or reporting shortcoming the results of these studies should be interpreted cautiously.

Provisional drivers' perceptions of the impact of displaying P plates

ABSTRACTObjective: P plates (or decals) identify a driver's license status to other road users. They are a compulsory part of the graduated driver licensing system in Queensland, Australia, for drivers on a P1 (provisional 1) or P2 (provisional 2) license. This study explored the perceptions of young drivers regarding the display of P plates (decals) in Queensland, Australia.Methods: In this study, 226 young drivers with a provisional (intermediate/restricted) license completed a 30-min online survey between October 2013 and June 2014. t Tests were used to compare the opinions of people who displayed their plates nearly always with those who displayed them less frequently.Results: Participants approved of the requirement to display P plates with 69% of those on a P1 license and 79% on a P2 license supporting the condition to display P1 (red) plates. Participants on a P1 license (62%) and a P2 license (68%) also approved the requirement to display P2 (green) plates. However, young drivers also perceived that the display of P plates (measured from 1 = never to 5 = nearly all the time) enabled newly licensed drivers to be targeted by police and other drivers (those who do not always display P plates: M = 3.72, SD = 0.94; those who nearly always display P plates: M = 3.43, SD = 1.09).Conclusions: The study findings suggest that participants who nearly always display their P plates are more likely to report that having to display their plates resulted in them driving more carefully.

Young driver perceptions of police traffic enforcement and self-reported driving offences

Purpose Road policing is a key method used to improve driver compliance with road laws. However, the authors have a very limited understanding of the perceptions of young drivers regarding police enforcement of road laws. The paper aims to address this gap. Design/methodology/approach Within this study 238 young drivers from Queensland, Australia, aged 17-24 years (M=18, SD=1.54), with a provisional (intermediate) driver’s licence completed an online survey regarding their perceptions of police enforcement and their driver thrill-seeking tendencies. This study considered whether these factors influenced self-reported transient (e.g. traveling speed) and fixed (e.g. blood alcohol concentration) road violations by the young drivers. Findings The results indicate that being detected by police for a traffic offence, and the frequency with which they display P-plates on their vehicle to indicate their licence status, are associated with both self-reported transient and fixed rule violations. Licence type, police avoidance behaviors and driver thrill seeking affected transient rule violations only, while perceptions of police enforcement affected fixed rule violations only. Practical implications This study suggests that police enforcement of young driver violations of traffic laws may not be as effective as expected and that the authors need to improve the way in which police enforce road laws for young novice drivers. Originality/value This paper identifies that perceptions of police enforcement by young drivers does not influence all types of road offences.

Young and unaffected by road policing strategies: Using deterrence theory to explain provisional drivers’ (non)compliance

Newly licenced drivers are disproportionately represented in traffic injuries and crash statistics. Despite the implementation of countermeasures designed to improve safety, such as graduated driver licencing (GDL) schemes, many young drivers do not comply with road rules. This study used a reconceptualised deterrence theory framework to investigate young drivers’ perceptions of the enforcement of road rules in general and those more specifically related to GDL. A total of 236 drivers aged 17–24 completed a questionnaire assessing their perceptions of various deterrence mechanisms (personal and vicarious) and their compliance with both GDL-specific and general road rules. Hierarchical multiple regressions conducted to explore noncompliant behaviour revealed that, contrary to theoretical expectations, neither personal nor vicarious punishment experiences affected compliance in the expected direction. Instead, the most influential factors contributing to noncompliance were licence type (P2) and, counterintuitively, having previously been exposed to enforcement. Parental enforcement was also significant in the prediction of transient rule violations, but not fixed rule violations or overall noncompliance. Findings are discussed in light of several possibilities, including an increase in violations due to more time spent on the road, an ‘emboldening effect’ noted in prior studies and possible conceptual constraints regarding the deterrence variables examined in this study.

Experimental effects of injunctive norms on simulated risky driving among teenage males.

Teenage passengers affect teenage driving performance, possibly by social influence. To examine the effect of social norms on driving behavior, male teenagers were randomly assigned to drive in a simulator with a peer-aged confederate to whom participants were primed to attribute either risk-accepting or risk-averse social norms. It was hypothesized that teenage drivers would engage in more risky driving behavior in the presence of peer passengers than no passengers, and with a risk-accepting compared with a risk-averse passenger. 66 male participants aged 16 to 18 years holding a provisional driver license were randomized to drive with a risk-accepting or risk-averse passenger in a simulator. Failure to Stop at a red light and percent Time in Red (light) were measured as primary risk-relevant outcomes of interest at 18 intersections, while driving once alone and once with their assigned passenger. The effect of passenger presence on risky driving was moderated by passenger type for Failed to Stop in a generalized linear mixed model (OR = 1.84, 95% CI [1.19, 2.86], p < .001), and percent Time in Red in a mixed model (B = 7.71, 95% CI [1.54, 13.87], p < .05). Exposure of teenage males to a risk-accepting confederate peer increased teenage males' risky simulated driving behavior compared with exposure to a risk-averse confederate peer. These results indicate that variability in teenage risky driving could be partially explained by social norms.

“They’re lunatics on the road”: Exploring the normative influences of parents, friends, and police on young novices’ risky driving decisions

PurposeYoung novice drivers experience significantly greater risk of being injured or killed in car crashes than older more experienced drivers. This research utilised a qualitative approach guided by the framework of Akers’ social learning theory. It explored young novice drivers’ perspectives on risky driving including rewards and punishments expected from and administered by parents, friends, and police, imitation of parents’ and friends’ driving, and advantages and disadvantages of risky driving. MethodsTwenty-one young drivers (12 females, 9 males) aged 16–25 years (M=17.71 years, SD=2.15) with a Learner (n=11) or Provisional (n=10) driver licence participated in individual or small group interviews. Findings and conclusionsContent analysis supported four themes: (1) rewards and (2) punishments for risky driving, and the influence of (3) parents and (4) friends. The young novice drivers differed in their vulnerability to the negative influences of friends and parents, with some novices advising they were able to resist risky normative influences whilst others felt they could not. The authority of the police as enforcers of road rules was either accepted and respected or seen as being used to persecute young novices. These findings suggest that road safety interventions should consider the normative influence of parents and friends on the risky and safe behaviour of young novices. Police were also seen as influential upon behaviour. Future research should explore the complicated relationship between parents, friends, the police, young novices, and their risky driving behaviour.

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

PurposeYoung 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. MethodYoung 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. ResultsAn 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. ConclusionsThese 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.

Young and Unlicensed: Risky Driving Before Entering the Licensing System

Objective: On-road driving before gaining a valid license (prelicense driving) represents a risk for all road users. Prelicense driving among young people who obtained a provisional license within an enhanced graduated driver licensing program in Queensland, Australia, was investigated. Methods: Recently licensed drivers (n = 1032) aged 17 to 19 years (M = 17.54) completed a survey exploring their driving experiences while on their learner's license. Six months later, 355 of these drivers completed the same survey exploring their experiences on their provisional (intermediate) license. Results: Twelve percent of participants reported prelicense driving. Prelicense drivers reported significantly more risky driving as learners and provisional drivers. Conclusions: Prelicense drivers not only place themselves and other road users at risk at the time but also continue to do so through their subsequent risky driving. Prelicense driving should be discouraged, and parents should be encouraged to monitor car use and the driving behavior of their children.

Confirmatory factor analysis of the Behaviour of Young Novice Drivers Scale (BYNDS)

PurposeThe greatly increased risk of being killed or injured in a car crash for the young novice driver has been recognised in the road safety and injury prevention literature for decades. Risky driving behaviour has consistently been found to contribute to traffic crashes. Researchers have devised a number of instruments to measure this risky driving behaviour. One tool developed specifically to measure the risky behaviour of young novice drivers is the Behaviour of Young Novice Drivers Scale (BYNDS) (Scott-Parker et al., 2010). The BYNDS consists of 44 items comprising five subscales for transient violations, fixed violations, misjudgement, risky driving exposure, and driving in response to their mood. The factor structure of the BYNDS has not been examined since its development in a matched sample of 476 novice drivers aged 17–25 years. MethodThe current research attempted to refine the BYNDS and explore its relationship with the self-reported crash and offence involvement and driving intentions of 390 drivers aged 17–25 years (M=18.23, SD=1.58) in Queensland, Australia, during their first 6 months of independent driving with a Provisional (intermediate) driver's licence. A confirmatory factor analysis was undertaken examining the fit of the originally proposed BYNDS measurement model. ResultsThe model was not a good fit to the data. A number of iterations removed items with low factor loadings, resulting in a 36-item revised BYNDS which was a good fit to the data. The revised BYNDS was highly internally consistent. Crashes were associated with fixed violations, risky driving exposure, and misjudgement; offences were moderately associated with risky driving exposure and transient violations; and road-rule compliance intentions were highly associated with transient violations. ConclusionsApplications of the BYNDS in other young novice driver populations will further explore the factor structure of both the original and revised BYNDS. The relationships between BYNDS subscales and self-reported risky behaviour and attitudes can also inform countermeasure development, such as targeting young novice driver non-compliance through enforcement and education initiatives.

Young, Inexperienced, and on the Road

The graduated driver licensing (GDL) program in Queensland, Australia, was considerably enhanced in July 2007. This paper explores the compliance of young learner and provisional (intermediate) drivers with current GDL requirements and general road rules. Unsupervised driving, learner logbook accuracy, and experiences of punishment avoidance were explored as was speeding as a provisional driver. Participants (609 females, 423 males; M = 17.43 years) self-reported their sociodemographic characteristics, driving behaviors, and licensing experiences as learners. Six months later, a subset of participants (238 females, 105 males) completed another survey that explored their provisional behaviors and experiences. Although the majority of participants reported compliance with both the GDL requirements and general road rules, such as stopping at red lights on their learner license, a considerable proportion reported speeding. Furthermore, they reported becoming less compliant during the provisional phase, particularly with speed limits. Self-reported speeding was predicted by the following variables: younger age at licensure, being in a relationship, driving unsupervised, submitting inaccurate learner logbooks, and speeding as a learner. Enforcement and education countermeasures should focus on curtailing noncompliance, targeting speeding in particular. Novice drivers should be encouraged to comply with all road rules, including speed limits, and safe driving behaviors should be developed and reinforced during the learner and early provisional periods. Novice drivers have been found to model their parents’ driving, and parents are pivotal in regulating novice driving. It is vital that young novice drivers and parents alike be encouraged to comply with all road rules, including GDL requirements.