Young Driver Compliance With Graduated Driver Licensing Restrictions Before and After Implementation of a Decal Provision

Palumbo, Aimee J.; Pfeiffer, Melissa R.; Elliott, Michael R.; Curry, Allison E.

doi:10.1016/j.jadohealth.2017.11.292

Cited by 7 publications

(2 citation statements)

References 24 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…However, research conducted in New Jersey in the United States of America did not identify that the introduction of a requirement for new drivers to display a decal on their vehicle to indicate their licence status had an effect on compliance rates with night time driving or passenger restrictions (Palumbo et al, 2018). However, compliance rates with both of these driving restrictions were high before the introduction of the decal requirement.…”

Section: Discussionmentioning

confidence: 97%

Young Drivers, Deterrence Theory, and Punishment Avoidance: A Qualitative Exploration

Bates

Anderson

2019

Policing: A Journal of Policy and Practice

View full text Add to dashboard Cite

Punishment avoidance occurs when a person commits an offence but is not punished for it. The aim of this article was to explore how young drivers experience punishment avoidance. New drivers aged between 17 and 25 years participated in 11 focus groups held in both metropolitan and regional areas in two Australian states: Queensland and Victoria. Thematic analysis identified that young drivers experience punishment avoidance in one of three ways. First, they can attempt to actively avoid punishment by engaging in deliberate actions to circumvent policing activities. Secondly, they can experience either direct or vicarious punishment avoidance of police enforcement. An example of this would be ‘talking their way out of a ticket’ after they had been caught by a police officer. Finally, their parents may help them avoid punishment by, for instance, paying the traffic fine on their child’s behalf. This article increases our understanding of how punishment avoidance occurs in practice.

show abstract

Section: Discussionmentioning

confidence: 97%

Young Drivers, Deterrence Theory, and Punishment Avoidance: A Qualitative Exploration

Bates

Anderson

2019

Policing: A Journal of Policy and Practice

View full text Add to dashboard Cite

show abstract

“…They also found that multi-vehicle crashes in which the vehicle was damaged in the rear or in which the driver was judged as not at fault were the best comparison group, that is, the best correlated with vehicle miles traveled (VMT) ( 18 ). Other applications of the QIE method were found on investigating pedestrian crashes at intersections ( 19 ), cyclist exposure ( 20 , 21 ), compliance with graduated driving licensing (GDL) ( 22 – 24 ) and providing real-world driving population distribution information for driver simulator studies ( 25 ).…”

Section: Use Of Qiementioning

confidence: 99%

Evaluation of Not-At-Fault Assumption in Quasi-Induced Exposure Method using Traffic Crash Data at Varied Geographical Levels

Zhao

Wang

Jackson

2019

Transportation Research Record: Journal of the Transportation R

View full text Add to dashboard Cite

Acquiring real-world driver distribution data on roadways is a challenge. The quasi-induced exposure (QIE) method is a promising alternative as it only requires the available crash data. The question to be answered through this study is whether the not-at-fault driver assumption of the QIE still holds when the population is broken down to smaller geographical levels, such as counties, towns, or routes. This is important because the result will provide statistical support to choose for or against the application of QIE at disaggregate levels. In this study, the distributions of driver gender, age, and vehicle type between four groups of drivers in the crash data were examined, using data obtained from the state of Connecticut from 2015 to 2017. Namely, they are the not-at-fault drivers and at-fault drivers in two-vehicle crashes (NF2 and AF2) and the not-at-fault drivers and at-fault drivers in three-or-more vehicle crashes (NF3 and AF3). Chi-square tests and Wilcoxon Mann–Whitney tests were used to provide statistical evidence of whether the driver groups come from the same population. The evidence shows that there are no statistical differences between the distributions of NF2 and NF3. The QIE assumption of not-at-fault drivers is valid at all tested geographical levels. Driver characteristic distribution in the NF2 (and NF3) groups in the crash data should be a good representation of the driving population. The results also revealed the similarities of distributions between AF2 and AF3 and the significant differences between the not-at-fault drivers (NF2 and NF3) and at-fault-drivers (AF2 and AF3).

show abstract

Medication Changes Among Older Drivers Involved in Motor Vehicle Crashes

Zullo,

Riester,

D’Amico

et al. 2024

JAMA Netw Open

View full text Add to dashboard Cite

ImportanceAlthough older adults may use potentially driver-impairing (PDI) medications that can produce psychomotor impairment, little is known about changes to PDI medication use among older adults from the time before to the time after a motor vehicle crash (MVC).ObjectiveTo quantify use of and changes in PDI medications among older adults before and after an MVC.Design, Setting, and ParticipantsThis cohort study used linked Medicare claims and police-reported MVC data on 154 096 person-crashes among 121 846 older drivers. Eligible persons were drivers aged 66 years or older, involved in a police-reported MVC in New Jersey from May 1, 2007, through December 31, 2017, and with continuous enrollment in Medicare fee-for-service Parts A and B for at least 12 months and Part D for at least 120 days prior to the MVC. Data were analyzed from January 2022 to May 2024.Main Outcomes and MeasuresUse of benzodiazepines, nonbenzodiazepine hypnotics, opioid analgesics, and other PDI medications in the 120 days before and 120 days after the MVC. Because each person could contribute multiple MVCs during the study period if they met eligibility criteria, the unit of analysis was the number of person-crashes. The proportion of person-crashes after which PDI medications were started, discontinued, or continued was quantified as well.ResultsAmong 154 096 eligible person-crashes, the mean (SD) age of the drivers was 75.2 (6.7) years at the time of the MVC. Of 121 846 unique persons, 51.6% were women. In 80.0% of the person-crashes, drivers used 1 or more PDI medications before the crash, and in 81.0% of the person-crashes, drivers used 1 or more PDI medications after the crash. Use of benzodiazepines (8.1% before the crash and 8.8% after the crash), nonbenzodiazepine hypnotics (5.9% before the crash and 6.0% after the crash), and opioid analgesics (15.4% before the crash and 17.5% after the crash) was slightly higher after the MVC. After the MVC, drivers in 2.1% of person-crashes started benzodiazepines and 1.4% stopped benzodiazepines, drivers in 1.2% of person-crashes started nonbenzodiazepine hypnotics and 1.2% stopped nonbenzodiazepine hypnotics, and drivers in 8.4% of person-crashes started opioid analgesics and 6.3% stopped opioid analgesics.Conclusions and RelevanceThis cohort study suggests that most older drivers involved in MVCs did not use fewer PDI medications after crashes than before crashes. Qualitative research of perceived risks vs benefits of PDI medications is necessary to understand the reasons why MVCs do not appear to motivate clinicians to deprescribe PDI medications as a strategy to avert potential harms, including additional MVCs.

show abstract

Young Driver Compliance With Graduated Driver Licensing Restrictions Before and After Implementation of a Decal Provision

Cited by 7 publications

References 24 publications

Young Drivers, Deterrence Theory, and Punishment Avoidance: A Qualitative Exploration

Young Drivers, Deterrence Theory, and Punishment Avoidance: A Qualitative Exploration

Evaluation of Not-At-Fault Assumption in Quasi-Induced Exposure Method using Traffic Crash Data at Varied Geographical Levels

Medication Changes Among Older Drivers Involved in Motor Vehicle Crashes

Contact Info

Product

Resources

About