Cassandra S. Gauld

Young drivers are over-represented in road crashes associated with smartphone use. While it is widely acknowledged that norms influence young drivers’ smartphone use, there is a dearth of research investigating the effectiveness of social norms messages in this context. The current survey study (N = 136; 92F, 44M) was informed by the Social Norms Approach and utilised an experimental design to evaluate the relative effectiveness of three social norms messages targeting smartphone use among young drivers (Mage = 21.15, SD = 2.10). Participants were randomly assigned to a descriptive norm, subjective norm, or injunctive norm message group. Two-way ANOVAs were conducted including gender and licence type on the outcome measures of message acceptance (i.e., intention and message effectiveness), message rejection, and third person effect. Key results included (1) the subjective norm and injunctive norm messages were more effective than the descriptive norm message; (2) provisional licence holders were less likely to intend to use their smartphone while driving; and (3) young male drivers were more likely to report the third person effect for the injunctive norm message. These findings suggest that it may be worthwhile investigating the effectiveness of social norms messages for provisional licence holders and that different social norms messages may be required for young male and young female drivers. Specifically, subjective norm messages may be more effective for young male drivers and injunctive norm messages may be more effective for young female drivers. Broadly, social norms messages may provide an innovative addition to the current road safety countermeasures.

Sharing the road with trucks is associated with increased risk of serious injury and death for passenger vehicle drivers. However, the onus for minimising risk lies not just with truck drivers; other drivers must understand the unique performance limitations of trucks associated with stopping distances, blind spots, and turning manoeuverability, so they can suitably act and react around trucks. Given the paucity of research aimed at understanding the specific crash risk vulnerability of young drivers around trucks, the authors employ a narrative review methodology that brings together evidence from both truck and young driver road safety research domains, as well as data regarding known crash risks for each driving cohort, to gain a comprehensive understanding of what young drivers are likely to know about heavy vehicle performance limitations, where there may be gaps in their understanding, and how this could potentially increase crash risk. We then review literature regarding the human factors affecting young drivers to understand how perceptual immaturity and engagement in risky driving behaviours are likely to compound risk regarding both the frequency and severity of collision between trucks and young drivers. Finally, we review current targeted educational initiatives and suggest that simply raising awareness of truck limitations is insufficient. We propose that further research is needed to ensure initiatives aimed at increasing young driver awareness of trucks and truck safety are evidence-based, undergo rigorous evaluation, and are delivered in a way that aims to (i) increase young driver risk perception skills, and (ii) reduce risky driving behaviour around trucks.

Social and cultural barriers associated with inequitable access to driver licensing and associated road safety education, as well as socioeconomic issues that preclude ongoing vehicle maintenance and registration, result in unsafe in-car behaviours such as passenger overcrowding. This in turn is associated with improper seatbelt usage, noncompliance with child restraint mandates, and driver distraction. For example, in Australia, where seatbelt use is mandatory, Indigenous road users are three times less likely to wear seatbelts than non-Indigenous road users. This is associated with a disproportionately high fatality rate for Indigenous drivers and passengers; 21% of Indigenous motor-vehicle occupants killed on Australian roads were not wearing a seatbelt at the time of impact. In addition, inequitable access to driver licensing instruction due to financial and cultural barriers results in Indigenous learner drivers having limited access to qualified mentors and instructors. A consequent lack of road safety instruction results in a normalising of risky driving behaviours, perpetuated through successive generations of drivers. Moreover, culturally biased driver instruction manuals, which are contextualised within an English written-language learning framework, fail to accommodate the learning needs of Indigenous peoples who may encounter difficulties with English literacy. This results in difficulty understanding the fundamental road rules, which in turn makes it difficult for young drivers to develop and sustain safe in-car behaviours. This paper considers the literature regarding road safety for Indigenous road users and critically evaluates strategies and policies that have been advanced to protect Indigenous drivers. Novel solutions to increasing road safety rule compliance are proposed, particularly in relation to passenger safety, which are uniquely embedded within Indigenous ways of knowing, being, and doing. Safe driving practices have crucial health and social implications for Indigenous communities by allowing more Indigenous people to participate in work and education opportunities, access healthcare, maintain cultural commitments, and engage with families and friends, qualities which are essential for ongoing health and wellbeing.

Objective: The main aim of this survey study was to evaluate the relative persuasiveness of three newly developed and piloted public education messages aimed at monitoring/reading social interactive technology on a smartphone among young male and female drivers. In accordance with the Step Approach to Message Design and Testing, the messages were evaluated on a number of outcome measures and also explored the influence of self-reported involvement in the target behavior. Methods: Participants (N = 152; 105 F) were aged 17 to 25 years (M_age = 20.14 years, SD = 2.35) and were randomly allocated to either an intervention (one of the three messages) or control (no message) condition. The messages in the intervention group were assessed on acceptance (i.e., behavioral intention and message effectiveness), rejection, and the third person effect (TPE) differential score (i.e., the message is perceived to be more effective for others than for themselves). Results: Hierarchical regression analyses found that, compared to males, females reported: a) lower intention to monitor/read social interactive technology on a smartphone while driving, b) lower rejection; and, c) lower TPE likelihood, irrespective of message. Conclusions: These findings suggest that young male drivers and young female drivers require different message content to be effective and support the importance of including multiple outcome measures to explain the messages’ persuasive effects.

Objectives If patients are to reap the benefits of continued drug development, an understanding of why healthy participants take part in phase I clinical trials is imperative. The current study aimed to explore the nature of these underlying motivations which may, in turn, improve the overall participant experience and assist in the development of more effective recruitment and retention strategies. Design This study used a qualitative design based on the theory of planned behaviour. Specifically, it explored healthy participants’ underlying behavioural, control and normative beliefs which influence their participation in phase I clinical trials. Setting This study took place at a company that specialises in conducting phase I and phase II clinical trials in the Australian state of Queensland. Participants Participants (n=31) were either currently undergoing a phase I clinical trial or had previously taken part in a phase I clinical trial. Results Results showed that the motivations were varied and not solely centred on financial gains. Reported advantages of participation included altruism, while inconvenience was most often reported as a disadvantage. Friends were reported as those most likely to approve, while one’s mother was reported as most likely to disapprove. Having a suitable time frame/flexible scheduling and feeling comfortable taking part in the trial were both the most commonly reported facilitators, while inflexible scheduling/time commitment was the most commonly reported barrier. Conclusions Practical implications included the need for organisations involved in clinical trials to be mindful of inflexible scheduling and exploring the possibility of making educational materials available to family members who may be concerned about the risks associated with participation. Overall, it is anticipated that the results of this study will improve the understanding of factors that influence phase I clinical trial participation which may, ultimately, help develop new therapeutics to improve patient health.