Deconstructing a gender difference: Driving cessation and personal driving history of older women

Hakamies-Blomqvist, Liisa; Siren, Anu Kristiina

doi:10.1016/j.jsr.2003.09.008

Cited by 95 publications

(62 citation statements)

References 9 publications

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“…Furthermore, we expect health problems to be especially related to unmet mobility needs of ex-drivers as previous studies have shown that never-drivers tend to be in better health than exdrivers (Choi & Mezuk, 2013) and that, especially for male drivers, the decision to cease driving is often related to health-problems (Hakamies-Blomqvist & Siren, 2003;Hjorthol, 2013;Siren & Haustein, 2014).…”

Section: The Present Studymentioning

confidence: 99%

Seniors’ unmet mobility needs – how important is a driving licence?

Haustein

Siren

2014

Journal of Transport Geography

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Seniors' unmet mobility needs -how important is a driving licence? AbstractPrevious studies have come to different conclusions regarding how important a driving licence is for seniors to fulfil their mobility needs. We investigated this question based on three groups of Danish seniors: persons who were licensed as drivers ("drivers"); persons who have never been licensed drivers ("never-drivers"); and persons who recently gave up their licence ("ex-drivers").Data were collected via standardised telephone interviews in 2012 among 863 individuals born in 1939/40. The three groups differed significantly in socio-demographics and health; never-drivers had the least resources, and ex-drivers the poorest health. Moreover, the two unlicensed groups had more unmet mobility needs than drivers. In ordinal regression models, both never having had a licence and having given up a licence significantly affected unmet mobility needs. Among the background variables, which were successively added to the models, health variables were most relevant, while socio-demographics and infrastructure played a minor role. When entering the health variables to the models, the effect of giving up a licence decreased but remained significant for unmet leisure needs, while it became insignificant for unmet shopping needs. The effect of never having had a licence was hardly affected by the inclusion of control variables. The results emphasise the importance of a driving licence in fulfilling seniors' mobility needs. Contrary to our hypotheses, more experience with, and better access to alternative transport modes cannot sufficiently compensate for mobility problems due to lack of the option to drive.

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Section: The Present Studymentioning

confidence: 99%

Seniors’ unmet mobility needs – how important is a driving licence?

Haustein

Siren

2014

Journal of Transport Geography

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“…Since research has suggested that women are more likely to over-regulate when driving (e.g. Hakamies-Blomqvist & Siren, 2003;Jette & Branch, 1992;Siren & Hakamies-Blomqvist, 2005), the findings are of value.…”

mentioning

confidence: 91%

An intervention encouraging planned self-regulation and goal setting in drivers across the lifespan: Testing an extended theory of planned behaviour

Gwyther

Holland

2015

Journal of Transport & Health

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Previous work has demonstrated that planning behaviours may be more adaptive than avoidance strategies in driving self-regulation, but ways of encouraging planning have not been investigated. The efficacy of an extended Theory of Planned Behaviour (TPB) plus implementation intention based intervention to promote planning self-regulation in drivers across the lifespan was tested. An age stratified group of participants (N=81, aged 18 to 83 years) was randomly assigned to an experimental or control condition. The intervention prompted specific goal setting with action planning and barrier identification. Goal setting was carried out using an agreed behavioural contract. Baseline and follow-up measures of TPB variables, self-reported, driving self-regulation behaviours (avoidance and planning) and mobility goal achievements were collected using postal questionnaires. Like many previous efforts to change planned behaviour by changing its predictors using models of planned behaviour such as the TPB, results showed that the intervention did not significantly change any of the model components. However, more than 90% of participants achieved their primary driving goal, and self-regulation planning as measured on a self-regulation inventory was marginally improved. The study demonstrates the role of pre-decisional, or motivational components as contrasted with post-decisional goal enactment, and offers promise for the role of self-regulation planning and implementation intentions in assisting drivers in achieving their mobility goals and promoting safer driving across the lifespan, even in the context of unchanging beliefs such as perceived risk or driver anxiety.

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“…Some studies of older drivers mention the involvement of "co-pilots", or passengers who assist the driver in making observations about road scenarios (11), (12), (13). However, these publications do not address how vehicle occupancy affects safety.…”

Section: Introductionmentioning

confidence: 99%

Vehicle Occupancy and Crash Risk

Geyer

Ragland

2005

Transportation Research Record: Journal of the Transportation R

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This study explores the association between vehicle occupancy and a driver's risk of causing a fatal crash, not wearing a seatbelt, and using alcohol. The survey population is the set of drivers represented in the Fatal Analysis Reporting System (FARS) (years 1992 to 2002). The independent variables are driver age, driver gender, passenger age, passenger gender, and vehicle occupancy. The outcome variables are whether the driver was at fault in causing the fatal crash, whether the driver wore a seatbelt, and whether the driver had been using alcohol. For male teenager drivers, driving with teenage passengers correlated with an increase risk of causing a crash. For all female drivers, and for male drivers over age 40, passenger presence correlated with a reduced risk of causing a fatal crash. Drivers age 15 to 30 were less likely to wear a seatbelt when passengers were present, than when driving solo. Drivers age 50 and above had higher seatbelt use rates when passengers were present. This protective effect of passengers was stronger for male drivers than female drivers, and for male drivers the effect increased by age. Drivers age 15-34 accompanied by passengers were more likely to have consumed alcohol than solo drivers of the same age group. These results offer an interesting perspective for research in the area of driver distraction, and update current knowledge on older drivers and the role of seatbelt and alcohol awareness.

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Deconstructing a gender difference: Driving cessation and personal driving history of older women

Cited by 95 publications

References 9 publications

Seniors’ unmet mobility needs – how important is a driving licence?

Seniors’ unmet mobility needs – how important is a driving licence?

An intervention encouraging planned self-regulation and goal setting in drivers across the lifespan: Testing an extended theory of planned behaviour

Vehicle Occupancy and Crash Risk

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