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Stability of risky driving from late adolescence to early adulthood
Abstract
This study examined the stability of risky driving behaviour from late adolescence to early adulthood among 823 young Australian drivers participating in an ongoing longitudinal study. This issue was explored by examining the stability of risky driving between the ages of 19-20 and 23-24 years (1) across the cohort and (2) among individuals. Focusing on cohort-wide trends, a modest reduction in the occurrence of speeding was observed across the sample between 19-20 and 23-24 years. However, drink-driving increased markedly over this period, and driving without a seatbelt or helmet for part of a trip also rose. Rates of other risky driving behaviours remained relatively unchanged. With regard to trends among individuals, while a decrease was evident in the risky driving propensities of many who had been classified as moderate or high risky drivers at age 19-20, 48% of the former group, and 77% of the latter group, still exhibited risky driving tendencies at 23-24 years. Together, these findings suggest a fair degree of stability in risky driving from late adolescence to early adulthood among this sample of Australian youth, highlighting the continuing need for road safety initiatives targeting young drivers beyond their first years of licensure.
... Hence, lower vulnerability to the negative influence of young passengers, who may encourage young drivers to take risks behind the wheel, may also contribute to a reduction in risky driving over this period (Scott-Parker et al., 2009; Williams et al., 2007). While the majority of young people appear to " grow out " of their risky driving tendencies, for a small number, this behavior appears more entrenched, persisting beyond their first years of driving (Begg and Langley, 2004; Vassallo et al., 2014), and others become riskier with age (Vassallo et al., 2014). Few studies have investigated these less normative patterns of risky driving. ...
... Hence, lower vulnerability to the negative influence of young passengers, who may encourage young drivers to take risks behind the wheel, may also contribute to a reduction in risky driving over this period (Scott-Parker et al., 2009; Williams et al., 2007). While the majority of young people appear to " grow out " of their risky driving tendencies, for a small number, this behavior appears more entrenched, persisting beyond their first years of driving (Begg and Langley, 2004; Vassallo et al., 2014), and others become riskier with age (Vassallo et al., 2014). Few studies have investigated these less normative patterns of risky driving. ...
... A brief overview of the limited research follows. Previous research from the current longitudinal study (the Australian Temperament Project), investigated the stability of risky driving behavior from the ages of 19–20 to 23–24 years (Vassallo et al., 2014). This study found that almost two-thirds of young drivers (62%) displayed similar levels of risky driving at both timepoints , with 20% showing a decrease between 19–20 and 23–24 years, and a further 19% reporting an increase over this time span. ...
The risky driving tendencies of young drivers has been extensively researched, but much less is known about across-time patterns of risky driving behavior and the factors which influence these. This study identified factors associated with stable, increasing and decreasing risky driving trajectories among 751 Australian drivers participating in an ongoing longitudinal study. Five groups were formed on the basis of participants' patterns of risky driving from 19-20 to 27-28 years (i.e., stable low-risk, stable speeding, stable high-risk, increasing and decreasing). Very few participants exhibited a stable high-risk pattern. Characteristics that differentiated the different across-time groups were identified using Multinomial Logistic Regression. The most consistent correlates of risky driving patterns were antisocial behavior, binge drinking and relationship status. Sex, school completion, temperament, civic engagement, and antisocial peer friendships were also correlated with different across-time patterns. The implications of these findings for road safety are discussed.
... Different psychological characteristics have been studied as correlates of risky driving in novice drivers. Personality traits, especially such as sensation seeking, impulsivity, and aggressiveness (Berdoulat, Vavassori, & Sastre, 2013;Ge, Qu, Jiang, Du, Sun, & Zhang, 2014;Harris et al., 2014;Poó & Ledesma, 2013;Yang, Du, Qu, Gong, & Sun, 2013), positive attitudes towards risky driving (Cacciabue, 2007;Isler, Starkey, & Sheppard, 2008;Ram & Chand, 2015), low resistance to peer influence (Møller & Haustein, 2014;Shope, 2006;Shope, Raghunathan, & Patil, 2003), or poor ability to deal with own emotions (Berdoulat et al., 2013;Trógolo, Melchior, & Medrano, 2014) were found to be important contributors to the increased risk of traffic rules violations or accidents in this group of drivers. However, most authors confirmed the first 6 or 12 months of independent driving to be a crucial period for road accident involvement and traffic rules violations because of insufficient driving experience and overestimation of own driving skills (Baughan, Sexton, Simpson, Chinn, & Quimby, 2006;Borowsky & Shinar, & Oron-Gilad, 2010;Boufous, Ivers, Senserrick, & Stevenson, 2011;de Winter, 2013;Redshaw, 2005;Scott-Parker et al., 2014). ...
... On the other hand, further skill training due to more frequent driving after being licenced might lead to increased driving self-confidence. Thereby novice drivers overestimate their abilities to manage challenging road situations and develop limited hazard perception skills that might contribute significantly to increased accident involvement and intentional traffic rules violations too (Baughan et al., 2006;Starker & Isler, 2016;Vassallo et al., 2014). ...
Novice drivers are considered as the riskiest group of drivers due to caused accidents and injuries related to inexperience and propensity to take risks on the road. Thus, prospective analysis of importance of driving learning history for the novice drivers' future involvement in traffic violations or road accidents is extremely encouraged. This study is aimed to evaluate the importance of learning to drive experience and driving test (theory and on-road) performance for the prediction of objective traffic rules violations and later accident involvement in Lithuanian novice drivers. 598 learner drivers who obtained their driving licence for the first time participated in the longitudinal study. Information concerning their learning to drive experience before taking driving test, theory test and on-road driving test performance was obtained in the first stage of the study. Later information on the number of recorded traffic offenses committed by participants and number of accidents during the first year of their independent driving was obtained from the police records. The results showed that worse driving theory test performance, but not on-road driving test performance was related to the fact of being fined for traffic rules violations. While age and experience of learning to drive were not important predictors of being a traffic offender. Gender and length of independent driving were also important predictors for later traffic violations.
This research was funded by a grant from the Research Council of Lithuania (grant No. GER-005/2015).
... While the period of adolescence marks the transition from childhood to adulthood (Copeland et al., 2013), it is often characterized by risk-taking (Greenwald et al., 2021), learning intimacy skills (Lawford et al., 2020), and establishing a sense of identity and autonomy (Steinberg, 2008). This period is also associated with high rates of risky behaviors such as drink driving (O'Malley and Johnston, 2013;Vassallo et al., 2014), weapon carrying (Pham et al., 2017), substance use (Pokhrel et al., 2018;Waller et al., 2006), risky sexual behaviors (Nicholson et al., 2020;Yoon et al., 2018), as well as engaging in self-injurious behaviors (Ghinea et al., 2019). In adolescent samples, strong associations have been observed among these risky behaviors (Jessor et al., 2003). ...
Although various studies have examined the association between risky sexual behaviors and mental health outcomes, few studies have investigated the association between risky sexual behaviors and suicidal ideation and suicide attempts among adolescents. The objective of this study was to investigate the association between risky sexual behaviors and suicidal ideation and suicide attempts among adolescents from the United States. Data for this study came from the 2017 Youth Risk Behavior Survey. An analytic sample of 5,125 adolescents aged 14–18 years (50.1% female) who have ever had sexual intercourse was analyzed using binary logistic regression. The outcome variables examined were suicidal ideation and suicide attempts, and the main explanatory variable was risky sexual behaviors. Among the 5,125 adolescents who have ever had sexual intercourse, 22.8% experienced suicidal ideation, and 11.6% attempted suicide during the past 12 months. In the multivariable logistic regression, adolescents who had unprotected sexual intercourse had 1.24 times higher odds of reporting suicidal ideation (AOR = 1.24, p < .05, 95% CI = 1.01–1.54). In addition, adolescents who had four or more sexual partners in their lifetime had 1.61 times higher odds of making a suicide attempt (AOR = 1.61, p < .001, 95% CI = 1.25–2.07). Other significant factors associated with suicidal ideation and suicide attempts include being a sexual minority, being a victim of sexual violence, experiencing school bullying and cyberbullying victimization, having symptoms of depression, and misusing prescription pain medication. The findings of the present study highlight the association between risky sexual behaviors and suicidal ideation and suicide attempts among adolescents.
One reason that young novice drivers remain statistically over-represented in road deaths is their rate of engagement in risky driving. Prominent contributing factors include driver’s age, sex, personality, risk perception, and their driving experience. This study applied reinforcement sensitivity theory (RST, specifically reward sensitivity and punishment sensitivity) to predict young novice drivers’ perceived risk and self-reported risky driving engagement, while accounting for potential influences of age, sex, and driving experience. Drivers (N = 643, 490 females, 17–25 years, M = 20.02, SD = 2.32) who held an Australian driver’s license (P1, P2, or Open) anonymously completed an online survey containing the Behaviour of Young Novice Drivers Scale, the Sensitivity to Punishment and Sensitivity to Reward Questionnaire, and a measure of perceived risk of driving-related behaviours. A path analytic model derived from RST showed that perceived risk had the strongest negative association with reported risky driving engagement, followed by reward sensitivity (positive association). Respondent’s age and reward sensitivity were associated with perceived risk. Age, reward sensitivity, and perceived risk were associated with reported engagement in risky driving behaviours. Driver sex only had direct paths with RST variables, and through reward sensitivity, indirect paths to perceived risk, and reported risky driving. Neither punishment sensitivity nor driving experience contributed significantly to the model. Implications and applications of the model, and the unique set of variables examined, are discussed in relation to road safety interventions and driver training.
Young road users still constitute a high-risk group with regard to road traffic accidents. The crash rate of a moped is four times greater than that of a motorcycle, and the likelihood of being injured in a road traffic accident is 10–20 times higher among moped riders compared to car drivers. Nevertheless, research on the behaviour and accident involvement of young moped riders remains sparse.
Based on analysis of 128 accident protocols, the purpose of this study was to increase knowledge about moped accidents. The study was performed in Denmark involving riders aged 16 or 17. A distinction was made between accident factors related to (1) the road and its surroundings, (2) the vehicle, and (3) the reported behaviour and condition of the road user. Thirteen accident factors were identified with the majority concerning the reported behaviour and condition of the road user. The average number of accident factors assigned per accident was 2.7. Riding speed was assigned in 45% of the accidents which made it the most frequently assigned factor on the part of the moped rider followed by attention errors (42%), a tuned up moped (29%) and position on the road (14%). For the other parties involved, attention error (52%) was the most frequently assigned accident factor. The majority (78%) of the accidents involved road rule breaching on the part of the moped rider.
The results indicate that preventive measures should aim to eliminate violations and increase anticipatory skills among moped riders and awareness of mopeds among other road users. Due to their young age the effect of such measures could be enhanced by infrastructural measures facilitating safe interaction between mopeds and other road users.
We spatially and temporally mapped brain maturation between adolescence and young adulthood using a whole-brain, voxel-by-voxel statistical analysis of high-resolution structural magnetic resonance images (MRI). The pattern of brain maturation during these years was distinct from earlier development, and was localized to large regions of dorsal, medial and orbital frontal cortex and lenticular nuclei, with relatively little change in any other location. This spatial and temporal pattern agrees with convergent findings from post-mortem studies of brain development and the continued development over this age range of cognitive functions attributed to frontal structures.
Emerging adulthood is proposed as a new conception of development for the period from the late teens through the twenties, with a focus on ages 18-25. A theoretical background is presented. Then evidence is provided to support the idea that emerging adulthood is a distinct period demographically, subjectively, and in terms of identity explorations. How emerging adulthood differs from adolescence and young adulthood is explained. Finally, a cultural context for the idea of emerging adulthood is outlined, and it is specified that emerging adulthood exists only in cultures that allow young people a prolonged period of independent role exploration during the late teens and twenties.
Aim: The aim of this study was to determine whether the prevalence of risky driving behavior changed between ages 21 and 26 years, among a cohort of young people. Method: This study was part of the Dunedin Multidisciplinary Health and Development Study, which is a longitudinal study of a birth cohort. This study involved examining changes in the prevalence of risky driving behavior among young adults at ages 21 and 26 years. At both ages, 936 members of the cohort were administered face-to-face interviews, using a structured questionnaire that included items on a range of risky driving and thrill-seeking activities. Results: The results showed that risky driving was predominantly a male activity, but by 26 years of age, many had “matured out” of this behavior. At the same time, the desire for thrill-seeking increased among the males. Among the females, there were few significant changes between ages 21 and 26 years, but at both ages, the prevalence of risky driving and thrill-seeking was relatively low. Impact on industry: These results show that the main target population for road safety interventions aimed at reducing risky driving behavior should be young, male drivers.
Reckless behavior was examined among 115 college-educated young adults aged 23–27 who responded to a mail survey. Rates of recklessness were high (near or above 50%) for some types of driving and sexual behavior, low in the areas of drug use and minor criminality. Sensation seeking and probability judgements were related to driving recklessness. A substantial percentage of subjects had experienced negative consequences related to reckless behavior (e.g. an unintended pregnancy, an automobile accident), but the experience of these events was not related to current behavior. Married subjects were less likely to report driving while intoxicated or marijuana use.
A procedure for forming hierarchical groups of mutually exclusive subsets, each of which has members that are maximally similar with respect to specified characteristics, is suggested for use in large-scale (n > 100) studies when a precise optimal solution for a specified number of groups is not practical. Given n sets, this procedure permits their reduction to n − 1 mutually exclusive sets by considering the union of all possible n(n − 1)/2 pairs and selecting a union having a maximal value for the functional relation, or objective function, that reflects the criterion chosen by the investigator. By repeating this process until only one group remains, the complete hierarchical structure and a quantitative estimate of the loss associated with each stage in the grouping can be obtained. A general flowchart helpful in computer programming and a numerical example are included.
Background:
Crash risk is highest during the first months after licensure. Current knowledge about teenagers' driving exposure and the factors increasing their crash risk is based on self-reported data and crash database analyses. While these research tools are useful, new developments in naturalistic technologies have allowed researchers to examine newly-licensed teenagers' exposure and crash risk factors in greater detail. The Naturalistic Teenage Driving Study (NTDS) described in this paper is the first study to follow a group of newly-licensed teenagers continuously for 18 months after licensure. The goals of this paper are to compare the crash and near-crash experience of drivers in the NTDS to national trends, to describe the methods and lessons learned in the NTDS, and to provide initial data on driving exposure for these drivers.
Methods:
A data acquisition system was installed in the vehicles of 42 newly-licensed teenage drivers 16 years of age during their first 18 months of independent driving. It consisted of cameras, sensors (accelerometers, GPS, yaw, front radar, lane position, and various sensors obtained via the vehicle network), and a computer with removable hard drive. Data on the driving of participating parents was also collected when they drove the instrumented vehicle.
Findings:
The primary findings after 18 months included the following: (1) crash and near-crash rates among teenage participants were significantly higher during the first six months of the study than the final 12 months, mirroring the national trends; (2) crash and near-crash rates were significantly higher for teenage than adult (parent) participants, also reflecting national trends; (3) teenaged driving exposure averaged between 507 and 710km (315-441miles) per month over the study period, but varied substantially between participants with standard errors representing 8-14 percent of the mean; and (4) crash and near-crash types were very similar for male and female teenage drivers.
Discussion:
The findings are the first comparing crash and near-crash rates among novice teenage drivers with those of adults using the same vehicle over the same period of time. The finding of highly elevated crash rates of novice teenagers during the first six months of licensure are consistent with and confirm the archival crash data showing high crash risk for novice teenagers. The NTDS convenience sample of teenage drivers was similar to the US teenage driver population in terms of exposure and crash experience. The dataset is expected be a valuable resource for future in-depth analyses of crash risk, exposure to risky driving conditions, and comparisons of teenage and adult driving performance in various driving situations.
This study examined the association between psychosocial maturation and problem driving behavior in young adulthood. Psychosocial maturation is the process of adopting adult roles, attitudes and behaviors and completing developmental tasks associated with becoming an adult. Past research has demonstrated that individuals' participation in health-risk behaviors decreases as psychosocial maturity increases. Not surprisingly, decreases in driving risk that occur over the first years of driving have often been assumed to result in large degree from general maturation; however, no research has tested this assumption. This study used data from a telephone survey of young adults to begin addressing this gap in the literature by testing three hypotheses: (1) indicators of higher psychosocial maturity are associated with lower problem driving behavior; (2) the association between the level of psychosocial maturity and problem driving behavior is cumulative; and, (3) these associations are moderated by sex. Problem driving behavior was evaluated by assessing three measures: high-risk driving, drink/driving, and drug/driving. Results supported all three hypotheses. Participants with greater psychosocial maturity had lower levels of problem driving behavior than participants who were less psychosocially mature. Second, problem driving behavior was lower with higher psychosocial maturity. Third, these associations between psychosocial maturity and problem driving behavior were moderated by sex. The primary contributions of this study are: (1) initial evidence that psychosocial maturation may play a role in improvements in the safety of young drivers; and (2) the generation of questions and hypotheses that provide direction for future research on the role of maturation in observed declines in risk among young drivers.
In Victoria, Australia, 21-26-year-old drivers are over-represented in alcohol-related fatal crashes. At this age drivers generally transfer from intermediate to full licensure, correspondingly experiencing an increase in legal BAC limit from zero to.05. This study used telephone surveys to compare drinking-driving profiles of 21-26-year-old fully-licensed, 18-20-year-old intermediate and 31-40-year-old experienced drivers ( N congruent with 700) to identify potential crash-risk factors. High driving and drinking exposure was a likely contributor to the over-involvement of male 21-26-year-olds, but not females. A tendency by 21-26-year-olds to rely on other drivers was both successful and unsuccessful in avoiding drink-driving. When driving themselves, there was a tendency to count or space drinks - less successful than abstaining from alcohol. The need to return home, convenience and lack of transport options were common reasons for drink-driving. Fear of crashes/injuries, licence loss and detection/arrest were common motivators to avoid drink-driving. Findings suggest the increase in BAC limit is a difficult transition for some drivers and may contribute to their crash involvement.
Magnetic resonance imaging (MRI) provides accurate anatomical brain images without the use of ionizing radiation, allowing longitudinal studies of brain morphometry during adolescent development. Results from an ongoing brain imaging project being conducted at the Child Psychiatry Branch of the National Institute of Mental Health indicate dynamic changes in brain anatomy throughout adolescence. White matter increases in a roughly linear pattern, with minor differences in slope in the four major lobes (frontal, parietal, temporal, occipital). Cortical gray matter follows an inverted U-shape developmental course with greater regional variation than white matter. For instance, frontal gray matter volume peaks at about age 11.0 years in girls and 12.1 years in boys, whereas temporal gray matter volume peaks at about age at 16.7 years in girls and 16.2 years in boys. The dorsal lateral prefrontal cortex, important for controlling impulses, is among the latest brain regions to mature without reaching adult dimensions until the early 20s. The details of the relationships between anatomical changes and behavioral changes, and the forces that influence brain development, have not been well established and remain a prominent goal of ongoing investigations.
This study sought to identify adolescent risk factors that predicted persistent risky driving behaviours among young adults. It was part of a longitudinal study of a birth cohort (474 males and 459 females). The potential predictors were self-reported data obtained at ages 15, 18, 21 years (academic qualifications, personality, mental health, anti-social behaviour and driving behaviour). The risky driving behaviour outcomes were obtained at ages 21 and 26 years and included driving fast for thrills, taking deliberate risks for fun, excessive speed, dangerous overtaking, and close following (tailgating). Persistent risky drivers were defined as those who often, or fairly often engaged in a behaviour at both ages. A minority of males and very few females were classified as persistent risky drivers. Among the males, the factors that predicted at least one, or more of the outcomes were the personality trait of low constraint (i.e. low scores for control, harm avoidance, and traditionalism), aggressive behaviour, and cannabis dependence. These are characteristics to be borne in mind when developing programmes for young drivers that aim to deter the development of persistent risky driving behaviour.
Young drivers are significantly over-represented among those injured or killed in road traffic accidents. Young adults' greater tendency to engage in risky driving behaviours has been implicated in their high crash involvement rate. While considerable research has examined the driving patterns of young adults and situational factors associated with their involvement in crashes, less is known about the characteristics or circumstances in young drivers' earlier lives that may have contributed to their current driving behaviour. This issue was explored using data from the Australian Temperament Project (ATP), a large longitudinal community-based study, which commenced in 1983 with 2443 families and has followed children's psychosocial development from infancy to early adulthood. During the most recent survey wave when participants were aged 19-20 years, information was collected from young adults about their driving experiences and behaviour. A series of analyses indicated that it was possible to distinguish a group of young adults who engaged in high risky driving behaviour (high group) from a group who engaged in low levels of risky driving behaviour (low group) from mid childhood. Young drivers with a tendency towards risky driving differed from others on aspects of temperament style, behaviour problems, social competence, school adjustment and interpersonal relationships. The implications of these findings for initiatives to reduce risky driving behaviour are discussed.
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