Bruce G. Simons-Morton

To contextually examine facilitators of young driver decisions to ride with an impaired driver (RWI) or drive while impaired (DWI). Data were from the NIH's NEXT Generation Health Study (NEXT), a 7-year longitudinal nationally representative study with a U.S. probability cohort of 10th graders starting in 2009-2010. Using a multistage sequential explanatory mixed methods approach, we conducted latent class analysis (n = 2,783) to identify RWI/DWI trajectories from adolescence to young adulthood (Stage-1). We then conducted in-depth qualitative interviews with purposively sampled young adults (N = 105, 26.30 ± 0.43 y/o) from four identified RWI/DWI trajectory classes (Stage-2): 31 Abstainers (consistently low probability), 33 Escalators (low-to-high probability), 14 Decliners (high-to-low probability), and 27 Persisters (consistently high probability). In Stage-2, the qualitative interview guide was informed by Stage-1 findings and Ecodevelopmental Theory. Using directed content analysis, we applied inductive and deductive theory-grounded codes to interview transcripts. With data immersion, reflexivity, and team dialogue, we derived themes from the code, "Facilitators of RWI and/or DWI". Demographics and validated measures of resiliency, health-related quality of life, Timeline Follow Back for alcohol and marijuana, and recent engagement in RWI/DWI were collected during the interviews. Based on the interview transcripts, five themes emerged around RWI/DWI facilitators during and after high school: (1) beliefs about alcohol/drug effects; (2) trust of others; (3) trust of self; (4) parental disapproval; and (5) transportation factors. Participants who RWI confidently placed their trust in their assessment of the driver's impairment and their own in the context of close relationships. Those who DWI described desire to maintain simple/easy vehicle access while avoiding tickets/towing. The joint display of the quantitative and qualitative data is presented. Notable misperceptions exist about how alcohol/drugs impact driving in the RWI/DWI context, particularly regarding the subtle signs of impairment. Youth commonly relied on their own assessment of impairment before driving themselves or riding with a potentially impaired driver, sometimes to avoid parental disapproval. Some engage in RWI/DWI to avoid discord with parents. DWI may relate to needing easy/immediate vehicle access. Pragmatic remedy considerations could include educating youth and young drivers about impairment, enhancing safe public transportation, and expanding ride-share programing.

To identify trajectory classes of risky driving among emerging adults and examine predictive associations of depressive and psychosomatic symptoms in the 12th grade with the identified trajectory c...

Novice drivers who delay in driving licensure may miss safety benefits of Graduate Driver Licensing (GDL) programs, potentially putting themselves at higher crash-risk. Time to licensure relates th...

The purpose of this study was to identify and characterize trajectory classes of adolescents who ride with an impaired driver (RWI) and drive while impaired (DWI).We analyzed all 7 annual assessmen...

Background Teens who delay driving licensure may not be subject to graduated driver licensing restrictions that are known to reduce crash risk. We explored the association of delay in licensure with driving while impaired (DWI) and riding with an impaired driver (RWI) among emerging adults. Methods Data from the NEXT Generation Health Study, starting with 10^th grade (2009‐2010), were analyzed using logistic regression. The outcome was Wave 7 (W7) self‐reported DWI and RWI as dichotomous variables. The independent variable was delay in licensure. Covariates included sex, urbanicity, race/ethnicity, family structure, parent education, family affluence, teen’s highest education, minimum legal drinking age laws, and onset age of alcohol use. Descriptive analysis and logistic regressions were conducted. Results Of 2525 participants eligible for licensure, 887 reported delay in licensure by 1‐2 years (38.9%, weighted) and 1078 by >2 years (30.3% weighted) across 7 waves. In W7, 23.5% (weighted and hereafter, 5.6% once, 17.8% ≥twice) of participants reported DWI and 32.42% (5.6% once, 25.4% ≥twice) reported RWI. Logistic regressions showed no overall significant association of delay in licensure with either W7 RWI or W7 DWI. However, in stratified analyses, among African American youth, delay in licensure was positively associated with DWI (OR=2.41, p=.03) and RWI (OR=2.72, p=.05). Among those with ≤ high school or lower education by W7, delayed licensure was positively associated with RWI (OR = 2.51, p < .01). Conclusions While in the overall sample, delayed licensure did not appear to be associated with DWI or RWI, our findings suggest that delayed licensure may be of concern to teen risk of DWI and RWI among African Americans and among those with lower educational attainment. Furthermore, as two‐thirds of youth delayed licensure, more research is needed to determine if this is more of a positive (i.e., protective) factor by reducing their exposure to crash risk or a negative (i.e., risk) factor due to missing important driver‐safety stages of graduated driver licensing.

BACKGROUND: Prevention of early age initiation of cannabis use is a national priority, highlighting the importance of identifying cannabis‐specific attitudes, norms, and perceived behavioral control in relation to initiation age.METHODS: Data were from the NEXT Generation Health Study, a national longitudinal sample of US adolescents followed from 10th grade (N = 1850). Cannabis‐specific attitudes, norms, and perceived behavioral control were assessed at 10th grade. Age of first use was reported retrospectively 2‐3 years after high‐school and participants were categorized as early initiators (18 years; 8.3%), or never users (52.3%).RESULTS: Relative to never users, early initiators were more likely to endorse pro‐use attitudes (AOR [adjusted odds ratio] = 2.39, 95% confidence interval [CI] = 1.27‐4.50), less disapproving parental attitudes toward use (AOR = 2.50, 95% CI = 1.45‐4.28), higher cannabis use among friends (AOR = 3.81, 95% CI = 2.21‐6.60), and higher ease of access (AOR = 2.10, 95% CI = 1.14‐3.87); HS initiators were similarly more likely to report less disapproving attitudes toward use (AOR = 1.55, 95% CI = 1.25‐1.91), higher cannabis use among friends (AOR = 2.81, 95% CI = 2.18‐3.65), and higher ease of access (AOR = 1.66, 95% CI = 1.21‐2.28).CONCLUSIONS: Earlier cannabis initiation was associated with more favorable cannabis attitudes, subjective norms, and perceived behavioral control, highlight these variables as potential intervention targets.

Objective: This research examined the incidence rates of elevated gravitational force events (kinematic risky driving, KRD) among 16- to 17-year-old drivers compared to those of 18- to 20-year-old, 21- to 25-year-old, and 35- to 55-year-old drivers over a 12-month period. Methods: Data were sampled from the Strategic Highway Research Program 2 (SHRP2) naturalistic driving study that recruited a U.S. national sample of study participants. General linear mixed models (GLIMMIX) for recurrent events were used to estimate KRD incident rates for age cohorts in 3-month periods. Results: KRD incidence rates for 16- to 17-year-old drivers were higher than the rates for older drivers at each 3-month period. Analyses of individual differences for the 12-month period indicated that incidence rates for the 16- to 17-year-old group were 1.84 times higher than the rates for 18- to 20-year-old drivers, 2.86 higher than those for 21- to 25-year-old drivers, and 4.92 times higher than those for 35- to 55-year-old drivers. The incident rate for 16- to 17-year-old males was 1.9 times higher than that for same-aged females in the first 3 months and 2.3 times higher over 12 months. Over the study period, KRD rates of 16- to 17-year-old participants declined 24.5% among females and 18.0% among males. Conclusions: KRD rates were higher among younger relative to older, more experienced drivers and did not decline over time, consistent with a protracted period of risky driving behavior. The persistently higher KRD rate among young drivers suggests the need to enhance crash prevention approaches, such as feedback about abrupt maneuvering, to young drivers and their parents.

Teenage passengers might influence risky driving, particularly in certain mental states. Notably, social exclusion could increase social conformity. Two studies examined simulated intersection management among young drivers after a social exclusion activity (Cyberball). In Study 1 [112 males (mean = 17.3 years)], risky driving was significantly greater among excluded males driving with a risk-accepting vs. passive passenger; no effect of social exclusion. In Study 2 [115 females (mean = 17.1 years)], risky driving was significantly greater among excluded females driving with a risk-accepting vs. a passive passenger, and greater among those included (fair play) vs. excluded when driving with a risk-accepting passenger. Risky driving behavior among male and female teenagers may be influenced uniquely by passenger norms and social exclusion.