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• Examined risk perceptions of driving under the influence of cannabis (DUIC) and alcohol (DUIA). • Compared perceptions of non-medical (ie. recreational) to medical or dual-purpose cannabis users. • Medical or dual-purpose users were more likely to agree that DUIC is safer than DUIA. • No difference found in perception that DUIC increases collision risk. • No difference found in perception that risk of police enforcement is higher for DUIA than DUIC. Reduced perception of potential harm resulting from cannabis use is associated with greater risk of driving under the influence of cannabis (DUIC). Understanding risk perceptions of DUIC among subgroups of users will positively inform targeting and content of anti-DUIC driver education and public awareness campaigns. The current study compared DUIC-related risk perceptions among individuals who use cannabis exclusively for non-medical purposes versus those who use cannabis for exclusively medical or for both medical and non-medical purposes (i.e., dual-purpose users). Data were drawn from a regionally stratified cross-sectional general population telephone survey of adults (18 + years) in Ontario, Canada conducted in 2017. Respondents who reported past-year use of cannabis and answered questions regarding DUIC risk perceptions were selected (weighted N = 343). Modified Poisson regression models with robust standard error estimation were conducted for three attitudes: disagree that DUIC increases motor vehicle collision risk, agree that DUIC is safer than driving under the influence of alcohol (DUIA), agree that chances of being caught by police for DUIA higher than DUIC. In addition to type of cannabis user (non-medical only versus medical or dual-purpose), covariates included demographic characteristics and past-year alcohol and cannabis use frequency. Adjusting for other covariates, regression analyses indicated that medical or dual-purpose cannabis users were 45 % more likely than non-medical users to agree that DUIC is safer than DUIA (Adjusted Prevalence Ratio = 1.45, 95 %CI = 1.10, 1.91, p = 0.007). No other differences in risk perception between medical or dual-purpose and non-medical cannabis users were found. Although no difference between medical or dual-purpose and non-medical cannabis users was found in perceptions of collision risk associated with DUIC or risk of police enforcement, the perception that DUIC is safer than DUIA was stronger among medical or dual-purpose than non-medical users. Recognizing that the shift in public perception of DUIA as a high-risk behaviour contributed to reductions in incidence of DUIA, results of the current study support education and awareness campaigns that target medical or dual-purpose users and emphasize that, like DUIA, DUIC is also a high-risk behaviour. [ABSTRACT FROM AUTHOR]

• 7.2% of drivers reported increased speeding during COVID-19. • Significantly higher odds of increased speeding during COVID-19 for those with higher scores on Competitive Attitudes Towards Driving Scale. • Significantly higher odds of increased speeding during COVID-19 for those with higher kilometers traveled. • Significantly higher odds of increased speeding during COVID-19 for those who reported more alcohol consumption during the pandemic. Introduction: During COVID-19, increased speeding was observed in many jurisdictions. Yet, evidence is limited on what factors predicted increased speeding during the pandemic. This study's purpose was to examine speeding, and person and situation factors associated with increased speeding since the start of the pandemic. Methods: An online panel survey sampled 1,595 drivers using sex, age, and region quota sampling and weighting to approximate the Ontario, Canada adult population. Measures included: (1) person factors: socio-demographics (age, sex, region); psychological trait of risk propensity (Competitive Attitudes Toward Driving Scale (CATDS)); psychological states (distress - general and COVID-19-related); and behaviors (kilometers driven, alcohol use, police stops and collisions); and (2) COVID-19-related situation factors: perceived changes in (traffic volume, police enforcement). Results: 67.2% of respondents reported speeding; 7.2% reported increased speeding since the start of the pandemic. Bivariate analyses indicated that person factors of younger age, male sex, higher CATDS, higher distress, more alcohol use, more kilometers traveled, police stops, and collisions since the start of the pandemic were associated with increased speeding. Situation factor of perceived less traffic volume since the start of the pandemic was associated with increased speeding. Logistic regression analysis identified odds of reported increased speeding during the pandemic was significantly higher for drivers with higher scores on the CATDS, higher kilometers traveled, and more alcohol use during the pandemic. Conclusions: These findings suggest that higher risk propensity as well as the more kilometers driven and increased alcohol consumption were risk factors for increased speeding. Practical Applications: COVID-19-related factors of lower traffic volume and enforcement are less predictive of increased speeding than driver personality and pandemic-related behaviors of more driving and drinking. Interventions to reduce speeding still need to focus on these person factors through education, enforcement, and strong sanctions for speeding. [ABSTRACT FROM AUTHOR]

Loneliness is associated with mental health and thus is of particular concern in the COVID-19 pandemic, due to physical distancing restrictions and shelter-in-place orders. The current study assessed the associations of age, gender and their interaction with loneliness during the COVID-19 pandemic, controlling for other sociodemographic variables. A pooled sample of 3,012 English-speaking Canadian adults aged 18+ years completed a web-based survey in one of three waves between May 8 and June 23, 2020. Multivariable logistic regression was used to examine the associations of loneliness with age and gender controlling for marital status, household income, education, living alone, employment situation, and survey wave. A likelihood ratio test assessed the model with interaction between age and gender included. Approximately 8.4% of the sample reported feeling lonely 5+ days in the past week. The regression model with main effects found greater odds of loneliness among women than men (AOR = 1.76, 95%CI = 1.32, 2.34) and among all age groups younger than 60 years compared to those aged 60+ years (p = 0.002). In the final regression model, a significant interaction effect between age and gender on loneliness was found. The interaction showed that women had greater odds of loneliness than men among those aged 18–29 years (AOR = 3.53, 95%CI = 1.69, 7.37) and 60+ years (AOR = 2.62, 95%CI = 1.33, 5.17). Special consideration of loneliness among younger and older adult women is needed in service planning. Given inconsistencies with pre-pandemic studies, detailed data collected during the current crisis is essential to inform proactive resource allocation to prevent and treat mental health consequences of the pandemic. [ABSTRACT FROM AUTHOR]

• Over a million risky driving videos are being produced and viewed on the Internet. • Video types show different viewing patterns and possibly different types of viewers. • Risky driving activities portrayed show few consequences with little noted about their actions. • Enthusiastic bystanders shown in these events are rarely at safe distances. YouTube is a highly popular social medium that includes over a billion videos covering a wide range of topics, including high risk driving behaviours. Despite the popularity of these websites, published content analyses of high risk driving videos have been limited. Yet, research suggests that exposure to other media glorifying high risk driving is associated with risky driving behavioural intentions and behaviours (e.g., Fischer et al., 2011). This study aims to provide a snapshot of YouTube videos to: 1) describe the content of a sample of YouTube high risk driving videos, focusing on racing and stunts and 2) summarize the videos in relation to the video's form characteristics, such as number of views, "likes" and "dislikes" by YouTube viewers. Search procedures chose the first thirty videos that appeared on a university computer, on September 23, 2015 for a final sample of 65 videos: 25 for street racing, 21 for stunt driving, and 18 for ghost riding. Two primary researchers used an iterative approach to develop and refine definitions for the coding of variables in which a quantitative research matrix was developed for analysis of risky driving YouTube videos. They independently coded each video for content and inter-rater reliability was assessed. Street racing videos provided the highest median number of views, viewer comments, subscribers, viewer "likes", and "dislikes" than both stunt driving and ghost riding videos. Street racing, stunt driving and ghost riding exhibited differing viewing patterns and possibly different types of viewers. A range of risky driving activities were portrayed, mostly by young men. Regardless of search term, the majority of sampled videos showed no consequences (69.8%). Bystanders were rarely at safe distances. Any comments made in the videos were most often instructions to the driver, passenger, or the audience. If an opinion was stated it was usually a positive comment about the driving or the nature of the event. This study is the first examination of YouTube risky driving videos through a content analysis. The analyses clearly show high risk driving and other risk-taking behaviours in the sampled videos. Results of the study support the need for educational interventions and highlight the need for further research to examine the potential impact of social media on driving attitudes and behaviours. [ABSTRACT FROM AUTHOR]

The objective of this study was to examine debt stress and its association with psychological distress and overall health. Data were derived from the 2014–2016 annual cycles of a cross-sectional telephone survey of the general population of adults 18 years of age and older within the province of Ontario, Canada. The present analyses focused on a pooled sample of 8045 adults. Results indicated that a large proportion of the sample reported experiencing debt-related stress. Those who were female, separated or divorced, and from lower income households were at higher odds of greater debt stress relative to no debt stress. Debt stress was significantly associated with psychological distress, as well as self-rated overall mental health and general health. Adults who reported greater debt stress were at higher odds of moderate to serious psychological distress, poor to fair self-rated mental health, and poor to fair self-rated general health compared to those with lower levels of debt stress. The association between debt stress and health did not vary by age, gender, employment, education, or income. The findings suggest that the stress surrounding debt is an important factor in the association between debt and health, the association is robust across various sociodemographic characteristics, and that further research is needed to better understand the nature of debt stress and its impact on health. [ABSTRACT FROM AUTHOR]

Highlights • Examined driving under the influence of prescription opioids (DUIPO) in Ontario, Canada. • Past-year prevalence of DUIPO among Ontario adults was 3.1%. • After adjusting for other factors, DUIPO increased odds of a collision almost twofold. • Implications for health and legislative policy and research needs are discussed. Abstract Background Motor vehicle collisions are an important contributor to prescription opioid use-related morbidity and mortality. The purpose of the current study was to estimate the prevalence of driving under the influence of prescription opioids (DUIPO) in Ontario, Canada, and to measure the association between this behaviour and the risk of a motor vehicle collision. Methods Data were based on telephone interviews with 7857 respondents who reported having driven in the past year. Data were derived from the 2011–2016 cycles of the CAMH Monitor , an ongoing cross-sectional representative survey of adults aged 18 years and older. A binary logistic regression analysis of collision involvement in the previous 12 months was conducted and included demographic characteristics (sex, age, marital status, education, income, region), driving exposure, poor mental health, non-medical use of prescription opioids, and driving after use of alcohol. Results The prevalence of past-year DUIPO was 3.1%. Controlling for demographic characteristics, driving exposure, and other risk factors, self-reported DUIPO significantly increased the odds of a collision (Adj OR = 1.97; 95% CI 1.08, 3.60; p = 0.026). Conclusion Based on these findings, DUIPO is a notable road safety issue. Research focused on better understanding the impact of prescription opioids on driver behaviour, reducing the prevalence of DUIPO, and improving drug-impaired driving policy and interventions should be prioritized in public health strategies. [ABSTRACT FROM AUTHOR]

Remedial programs for impaired driving offenders have proved valuable in reducing subsequent alcohol and other drug use and preventing recidivism in this population. Many of these programs are based on a severity-based assignment scheme, where individuals assessed to have greater problems or be at higher risk are assigned to longer, more intensive interventions. Recent research, using regression discontinuity analyses, provided support for severity-based assignment schemes in demonstrating that those with higher problem or risk levels assigned to longer and more intensive programming showed a significant reduction in drinking days over a follow-up interval, attributable to program assignment. Regression discontinuity analyses can also be used to assess moderators of this assignment benefit. We report an assessment of the impact of eight potential moderators of assignment benefit, derived from a factor analysis of the Research on Addictions Self-Inventory screening instrument. Five of the eight factors were found to moderate the assignment benefit: Negative Affect, Sensation Seeking, High Risk Lifestyle, Alcohol Problems, and Family History. The significance of these results for developing more effective program assignment procedures is discussed. [ABSTRACT FROM AUTHOR]

Background In recent years, there has been increasing attention to “lower BAC” drinking drivers, typically those whose blood alcohol content (BAC) is under the legal limits defined in criminal law. In 2009, legislation was enacted in Ontario, Canada that enabled police to issue roadside license suspensions to individuals caught driving with BAC between 0.05% and 0.08%, known as the “warn range”. Multiple warn range (MWR) offenders are required to attend the Back on Track (BOT) remedial measures program. This study aimed to provide: (1) a preliminary characterization of MWR drivers charged under warn range legislation; and (2) an initial assessment of outcomes associated with BOT participation among MWR offenders. Methods A subsample of 727 MWR offenders was drawn from program records, and compared to samples of 3597 first-time Criminal Code (CC) offenders (those caught driving with a BAC of 0.08% or higher) and 359 second-time CC offenders. To provide an initial assessment of outcomes associated with BOT participation, another subsample consisted of 394 MWR participants from whom pre- and post-workshop questionnaires were collected and successfully matched using probabilistic matching processes. Results Similarities in demographic profile and driving history between MWR and first-time CC participants were apparent. MWR offenders scored higher on risk of problem drinking and drink-driving recidivism than either of the CC offender groups. Second-time CC offenders scored higher on these measures than first-time CC offenders. Following BOT participation, MWR participants demonstrated positive change including improved knowledge of and intentions to avoid drink-driving. Conclusions MWR offenders share a similar demographic profile to that of first-time CC offenders and they report significantly higher risk of problem drinking and recidivism. MWR offenders may include high-functioning problem drinkers who are likely to continue drink-driving and who may escalate to a CC drink-driving offense. Like CC offenders, MWR offenders benefited from BOT participation. [ABSTRACT FROM AUTHOR]

Background Street racing has been identified as a significant public health concern, yet, little is known about the prevalence of this behaviour and its impact on collision risk. The current study was designed to address this dearth of knowledge by estimating the prevalence of street racing among the Ontario, Canada adult population, and examining its association to collision risk, controlling for demographics and other risk factors. Methods Data were based on telephone interviews with 11,263 respondents derived from the 2009–2014 cycles of the CAMH Monitor, an ongoing cross-sectional survey of adults aged 18+ years. A hierarchical-entry binary logistic regression analysis of collision involvement in the previous 12 months was conducted and included measures of street racing, demographic characteristics (sex, age, marital status, education, income, region), driving exposure, and driving after use of alcohol and use of cannabis. Results The prevalence of street racing was 0.9%. Based on univariate analyses, street racing was more prevalent among males (1.30%; p < .01) and those aged 18–25 years (2.61%; p < .001). Controlling for demographic characteristics, driving exposure, and driving after use of alcohol and use of cannabis, self-reported street racing significantly increased the odds of a crash ( OR = 5.23, p < .001). Discussion A small but significant percentage of adult drivers in Ontario reported engaging in street racing. Even after adjusting for demographics, driving exposure, and driving after use of alcohol and use of cannabis, street racers faced more than a five-fold increase in the odds of a crash. Program and policy options must be considered to target this contingent. [ABSTRACT FROM AUTHOR]

Background Production and distribution of prescription opioid analgesic drugs (POs) has increased immensely across the globe. Both medical (MPO) and non-medical (NMPO) use of opioid medication are associated with increased rates of morbidity and mortality, including possibly motor vehicle collisions. The current study examined data from a population-level survey to determine the impact of any PO, MPO, and NMPO use on collision risk. Methods Data were based on the 2010–2011 Centre for Addiction and Mental Health Monitor, a regionally stratified general-population telephone survey of adults ( N = 3428). Three binary logistic regressions of self-reported collision involvement in the previous 12 months were conducted, each consisting of: (1) measures of demographic characteristics, driving exposure, and binge drinking; and (2) one of three measures of PO use (any PO use, MPO use, or NMPO use). Results Any PO use and MPO use were associated with increased collision risk ( OR = 1.60, CI = 1.06, 2.40 and OR = 1.62, CI = 1.07, 2.45, respectively). The odds ratio for NMPO use did not reach statistical significance ( OR = 1.86, CI = 0.91, 3.77, p = 0.09). Conclusions These results suggested that doctor-prescribed PO use is associated with a 62% increase in collision risk. Although not a statistically significant finding, NMPO use may also be associated with increased collision risk. The magnitude of increased collision risk associated with PO use was comparable to that of driving after alcohol or cannabis use. [ABSTRACT FROM AUTHOR]

Background: Driver anger and aggression are believed to be one of the primary contributing factors to motor vehicle collisions. While several methodologies have been used to assess the impact of driver anger and aggression on collision risk, few of these studies have adopted a population-level survey approach. Most, if not all, of the few population-level analyses published were conducted more than a decade ago and adjusted for only a few relevant variables. The current study analysed more recent population-level data, assessing the impact of driver aggression on collision risk, adjusting for several potential confounders. Method: Based on data from a regionally stratified general-population telephone survey of adults in Ontario, Canada conducted from 2002 through 2009 ( N = 12,830), a binary logistic regression analysis examined self-reported collision involvement in the previous 12 months by measures of demographic characteristics, driving exposure, driving after alcohol or after cannabis use, probable anxiety and mood disorder, and driver aggression. The aggression measure subsumed an element of retaliation, and thus the concurrent experience of anger. Results: Adjusting for demographic variables and potential confounders, driver aggression was associated with increased odds of collision involvement. Specifically, relative to those drivers reporting only minor driver aggression, drivers reporting no driver aggression had reduced odds of collision involvement ( OR = 0.65, p < .001), whereas drivers reporting both minor and serious driver aggression had increased odds of collision involvement ( OR = 1.78, p = .03). Conclusions: Following a dose–response pattern, increasingly severe forms of driver aggression were associated with increasing odds of a crash. The magnitude of the effect on collision risk was comparable to that seen with other hazardous driving behaviours including driving after substance use. Implications of these findings are discussed. [ABSTRACT FROM AUTHOR]

Co-use of alcohol and cannabis is associated with increased frequency and intensity of use and related problems. This study examined acute effects of alcohol and cannabis on mood, subjective experience, cognition, and psychomotor performance. Twenty-eight healthy cannabis users aged 19–29 years with recent history of binge drinking completed this within-subjects, double-blind, double-dummy, placebo-controlled, randomized clinical trial. Participants received: placebo alcohol and placebo cannabis (<0.1% THC); alcohol (target breath alcohol content [BrAC] 80 mg/dL) and placebo cannabis; placebo alcohol and active cannabis (12.5% THC); and active alcohol and cannabis over four sessions. Profile of Mood States (POMS), Addiction Research Centre Inventory (ARCI), verbal free recall (VFR), Digit Symbol Substitution Test (DSST), Continuous Performance Test (CPT), and grooved pegboard (GPB) task were administered before and approximately 75 min after drinking alcohol (1 h after smoking cannabis ad libitum). Significant effects of condition were found for the POMS (Tension-Anxiety, Confusion) and ARCI (MBG, LSD, PCAG, Euphoria, Sedation), predominantly with greater increases emerging after cannabis or alcohol-cannabis combined relative to placebo. Significant effects were found for VFR (immediate total and delayed recall, percent retained), DSST (trials attempted, trials correct, reaction time), and GPB (non-dominant hand) predominantly with greater declines in performance after alcohol and alcohol-cannabis combined relative to placebo and/or cannabis. Cannabis appeared to affect mood and subjective experience, with minimal impact on cognitive performance. Alcohol appeared to impair cognitive and psychomotor performance, with minimal impact on mood and subjective experience. Acute effects of alcohol and cannabis combined were additive at most. • Examined acute effects of alcohol (target BrAC 80 mg/dL) and cannabis (12.5% THC) separate and combined. • Within-subjects randomized clinical trial of 28 healthy cannabis users aged 19 – 29 years. • Cannabis affected mood and subjective experience, with minimal impact on cognitive performance. • Alcohol impaired cognitive and psychomotor performance, with minimal impact on mood and subjective experience. • Acute effects of alcohol and cannabis combined were additive at most. [ABSTRACT FROM AUTHOR]

Highlights: [•] A coding scheme of offensive driver behaviour was successfully applied to driving diaries. [•] A coding scheme of perceived causation for offensive driver behaviour was piloted. [•] The most frequently reported driver behaviour was weaving and cutting. [•] The most frequently reported perceived cause of offensive behaviour was negligence. [ABSTRACT FROM AUTHOR]

Abstract: In recent years, several websites have been developed allowing drivers to post their complaints about other motorists online. These websites allow drivers to describe the nature of the offensive behaviour and to identify the offending motorist by vehicle type, colour, and license plate number. Some websites also ask drivers to list the location where the event took place and the exact date and time of the offence. The current study was a content analysis of complaints posted to RoadRagers.com between 1999 and 2007 (N =5624). The purpose of the study was to: (1) assess the research value of this novel data source; (2) demonstrate the value of content analysis to the study of driver behaviour; (3) further validate an existing coding scheme; (4) determine whether this new data source would replicate previous research findings regarding the most frequent types of driver complaints and temporal distribution of these reports; (5) provide recommendations for improved driver training and public safety initiatives based on these data. A coding scheme that was originally developed for an assessment of complaints submitted to the Ontario Provincial Police (OPP) (Wickens et al., 2005) was revised to accommodate the new dataset. The inter-rater reliability of the revised coding scheme as applied to the website complaints was very good (kappa =.85). The most frequently reported improper driver behaviours were cutting/weaving, speeding, perceived displays of hostility, and tailgating. Reports were most frequent on weekdays and during the morning and afternoon rush hour. The current study replicated several findings from the analysis of reports to the OPP, but possible differences in the sample and data collection method also produced some differences in findings. The value of content analysis to driver behaviour research and of driver complaint websites as a data source was demonstrated. Implications for driver safety initiatives and future research will be discussed. [Copyright &y& Elsevier]

Abstract: Aim: This study examined whether the predictors of self-reported aggressive driving perpetration and victimization vary across age groups. Method: Based on data from a general-population telephone survey conducted from July 2002 through June 2005, three groups of drivers were examined: 18–34year-olds (N =1522), 35–54year-olds (N =2726), and 55years of age or older (N =1883). For each age group sample, logistic regression analyses examined self-reported aggressive driving perpetration and victimization in the last 12months by measures of driving exposure, heavy drinking, cannabis use, and drinking-driving, while controlling for demographic factors. Results: The prevalence of aggressive driving perpetration within the past year was highest for the youngest age group (51%), followed by the middle-aged group (37%), and then the oldest age group (18%). The same pattern of results was found for prevalence of aggressive driving victimization (54%, 47%, and 31%, respectively). Controlling for demographic factors, the predictors of perpetration were generally consistent across the age groups. The logistic regression model for the youngest drivers revealed that those who reported stressful driving, heavy drinking, and cannabis use had significantly increased odds of reporting perpetration of aggressive driving. For middle-aged and older drivers, stressful driving, driving on busy roads, cannabis use, and driving after drinking were associated with perpetration. In addition, increased mileage contributed to perpetration in the oldest group. The findings for victimization by aggressive driving were similar. The logistic regression model for the youngest age group identified stressful driving, cannabis use, and higher annual mileage as being associated with victimization. For the oldest age group, these same variables were significant predictors of victimization, in addition to driving on busy roads. The logistic regression for the middle-aged group identified the same predictors as that of the oldest age group; however, interestingly driving after drinking was found to predict lower victimization among middle-aged drivers. Conclusions: Although the prevalence of aggressive driving perpetration and victimization declined with age, the factors that contributed to aggressive driving remained generally stable across the lifespan. The results suggest that efforts to reduce aggressive driving among young drivers may prove to be effective for drivers from all age groups. [Copyright &y& Elsevier]

Abstract: Dual-process models from the cognitive literature have proposed a taxonomy of cognitive failures in everyday activities, and this novel approach was applied to understanding driver behaviour. This framework was used to examine whether categories of cognitive failure would explain driving errors, driving lapses, and driving violations in a sample of undergraduates at a large urban university. Two types of cognitive failure were examined, one associated with missing affective information and the other associated with a failure to engage effortful processes to override an automatic response. Alexithymia was used as an indicator of missing affective information, and attention regulation, reactivity, and impulsivity were used as indicators of override failure. Relevant demographic variables included gender and hours typically driven. Override failures were significantly associated with driving behaviour in the correlational analyses. In the regression analyses, attention regulation predicted driving errors, and gender, attention regulation, and impulsivity predicted driving violations. The implications of this work include the potential application to driver training, to users of informatics devices (e.g., GPS, cellular phones, messaging systems), and for individuals diagnosed with attention and/or impulsivity problems. [Copyright &y& Elsevier]

• Applied attribution-of-blame model of perceptions of injustice to driver aggression. • Built on general aggression model, attributional theory and theory of planned behavior. • Structural equation modeling tested five aggressive driving scenarios. • Driving injustice sensitivity and belief in an unjust world integrated into model. • Driving anger mediated perceptions of injustice and retaliatory driver aggression. Driving anger and roadway aggression have previously been conceptualized using attributional theory, the theory of planned behavior, and the general aggression model (GAM) framework. The current study builds on these findings, testing the applicability of the attribution-of-blame model of perceptions of injustice and expanding existing models of retaliatory driving aggression to include unjust world beliefs and sensitivity to injustice. A sample of 269 participants from a large urban Canadian university viewed five animated driving scenarios (i.e., a queuing violation, a dangerous turn in front of oncoming traffic, selfish parking behavior, misuse of a high occupancy vehicle lane, and a driver failing to stop at a red light). Prior to viewing each scenario, a brief written description of the scenario was provided to each participant and read aloud by the experimenter. After viewing each scenario, participants completed a questionnaire regarding their attributions, emotions, and anticipated behavior in response to the animated scenario. After viewing all animated videos, participants completed a second questionnaire that assessed individual differences and demographic variables. Consistent with the GAM, structural equation and mediation analyses identified a significant path from individual differences (i.e., belief in an unjust world and driving injustice sensitivity), through internal states (i.e., perceptions of injustice and anger), to retaliatory aggressive driving. Results of this study found consistent paths between factors which were significant across all five scenarios and may therefore be generalizable to other driving situations. Other pathways were found to influence only a selection of the five scenarios, suggesting that they may be situation specific. Results provide support for possible intervention strategies that can be employed by driver education programs to reduce aggressive driving. [ABSTRACT FROM AUTHOR]

Background: Existing studies of attention deficit/hyperactivity disorder (ADHD), conduct disorder (CD), and substance use or substance use disorders have produced mixed results, with some identifying a direct link between ADHD and general or disordered substance use and others suggesting that comorbid CD may explain this relationship. Insufficient research has addressed the issue, which is particularly relevant in the context of the opioid crisis. This study examined the association of probable ADHD and childhood CD with self-reported opioid use in a general-population sample.Method: The 2011-2013 cycles of the CAMH Monitor, a cross-sectional survey of adults (18+ years) from Ontario, Canada provided data from 6074 respondents. Binary logistic regressions were conducted of self-reported medical, non-medical, and any prescription opioid use in the previous 12 months, assessing demographic characteristics, perceived physical and mental health, and probable ADHD, childhood (before age 15 years) symptoms of CD, or their combination.Results: Adjusting for potential covariates, probable ADHD alone was not associated with prescription opioid use. Childhood symptoms of CD significantly predicted non-medical use (OR = 2.10, 95% CI = 1.10, 4.03). ADHD and CD symptoms combined significantly predicted medical (OR = 3.27, 95% CI = 1.20, 8.91), non-medical (OR = 4.73, 95% CI = 1.05, 21.30), and any (OR = 3.02, 95% CI = 1.13, 8.11) prescription opioid use, although a low base rate of non-medical use may have negatively affected model fit.Conclusions: Previous findings relating ADHD to opioid use could be explained, in part, by the high rate of comorbidity between ADHD and CD. These data support prevention and treatment programs targeting individuals with comorbid ADHD and CD symptoms. [ABSTRACT FROM AUTHOR]

• We analyzed 50 articles that evaluated behavioural interventions to reduce mobile phone use while driving. • Interventions usually targeted young drivers and were generally found to be effective. • Interventions primarily aimed to mitigate deliberate engagement in mobile phone distractions. • Beliefs-consequences, emotions, knowledge, social influence, social/professional role, behaviour regulation were targeted. • We recommend investigating automatic and fast (habitual) processes that were largely overlooked in existing interventions. Mobile phone use while driving remains a significant traffic safety concern. Although numerous interventions have been developed to address it, there is a gap in the synthesis of relevant information through a comprehensive behaviour change lens. This scoping review uses the Behaviour Change Wheel (BCW) and the Theoretical Domains Framework (TDF) to examine the literature to (a) identify behavioural constructs targeted in interventions for mobile phone use while driving, (b) determine if the intervention success varied by sociodemographic group (e.g., age, gender, driving experience), and (c) map interventions to TDF domains to highlight areas for future research. Following the PRISMA extension for scoping reviews, we searched seven databases and identified 5,202 articles. After screening, 50 articles detailing 56 studies met the following inclusion criteria: (a) intervention studies, (b) providing details on methods and results, (c) written in English, and (d) targeting any driver behaviour related to mobile phone use while driving with a bottom-up approach, using not regulation or law enforcement, but individuals' psychological processes, such as cognitive, behavioural, and emotional. Findings show that most interventions targeted young drivers and were typically effective. Except for a few studies, the effectiveness of interventions targeting different sociodemographic groups either remained untested or revealed nonsignificant differences. This finding points to a gap in the literature, indicating a need for further investigation into the efficacy of interventions for different groups, and for tailoring and testing them accordingly. The interventions also often targeted multiple TDF domains, complicating the interpretation of the relative efficacy of specific domains. Most frequently targeted domains included beliefs and consequences, emotions, knowledge, social influence, social/professional role and identity, and behavioural regulation. Physical skills and optimism domains were not targeted in any intervention. Further, almost all interventions addressed deliberate engagement in mobile phone distractions, while the automatic and fast processes involved in such behaviours were often overlooked. Mobile phone distractions are in part habitual behaviours, yet the existing mitigation efforts mostly assumed intentional engagement. More focus on the habitual nature of mobile phone distractions is needed. [ABSTRACT FROM AUTHOR]

Abstract: Introduction: Driving safety, impaired driving, and legislation to address these concerns remain important issues. It is imperative countermeasures be targeted toward the most appropriate groups. This paper explores the potential relationship between gender and driving attitudes toward safety issues and impaired-driving countermeasures. Method: The data are from the 2007 Impaired Driving Survey commissioned by Transport Canada and Mothers Against Drunk Driving (MADD) Canada. The survey is a, stratified by region, telephone survey of 1,514 Canadian drivers 18years of age and older with a valid driver''s license who had driven within the past 30days. Results: The findings illustrate a consistent impact of gender on these issues. Other variables were also identified as relevant factors although less consistently. Current findings suggest that strategies for building support for interventions, or for changing risk perception/concern for risky driving behaviors should be tailored by gender to maximize the potential for behavior change. Impact: This information may assist program and policy developers through the identification of more or less receptive target groups. Future research directions are also presented. [Copyright &y& Elsevier]

The impacts of cannabis legalization on driving under the influence of cannabis and driving under the influence of alcohol among adults and adolescents were examined in Ontario, Canada. Data were sourced from adult (N=38,479) and adolescent (N=23,216) populations-based surveys (2001–2019). The associations between cannabis legalization and driving within an hour of using cannabis and driving within an hour of drinking two or more drinks of alcohol were quantified using logistic regression, with testing of multiplicative interactions between cannabis legalization and age and sex. All analyses were conducted separately for adults and adolescents and restricted to participants with a valid driver's license. Cannabis legalization was not associated with driving within an hour of using cannabis among adults (OR, 95% CI: 1.21, 0.69–2.11). However, a multiplicative interaction indicated that there was an increased likelihood of driving within an hour of using cannabis among adults ≥55 years of age (4.23, 1.85–9.71) pre-post cannabis legalization. Cannabis legalization was not associated with driving within an hour of using cannabis among adolescents (0.92, 0.72–1.16), or with driving within an hour of consuming two or more drinks of alcohol among adults (0.78, 0.51–1.20) or adolescents (0.87, 0.42–1.82). An increased likelihood of driving under the influence of cannabis among adults ≥55 years of age was detected in the year following cannabis legalization, suggesting the need for greater public awareness and education and police monitoring and enforcement concerning driving under the influence of cannabis, particularly among older adults. • Driving under the influence of cannabis (DUIC) did not change among adults and decreased among adolescents. • Driving under the influence of alcohol (DUIA) decreased among adults and adolescents. • Cannabis legalization was associated with an increased likelihood of DUIC among adults ≥ 55 years. • Cannabis legalization was not associated with DUIC among adolescents. • Cannabis legalization was not associated with DUIA among adults or adolescents. [ABSTRACT FROM AUTHOR]

Background: Although driving under the influence of cannabis is increasingly common among young adults, little is known about residual effects on driver behavior. This study examined acute and residual effects of smoked cannabis on simulated driving performance of young cannabis users.Methods: In this double-blind, placebo-controlled, parallel-group randomized clinical trial, cannabis users (1-4 days/week) aged 19-25 years were randomized with a 2:1 allocation ratio to receive active (12.5% THC) or placebo (0.009% THC) cannabis in a single 750 mg cigarette. A median split (based on whole-blood THC concentrations at the time of driving) was used to divide the active group into low and high THC groups. Our primary outcome was simulated driving performance, assessed 30 min and 24 and 48 h after smoking. Secondary outcomes included blood THC concentrations, subjective drug effects, and heart rate.Results: Ninety-six participants were randomized, and 91 were included in the final analysis (30 high THC, 31 low THC, 30 placebo). Mean speed (but not lateral control) significantly differed between groups 30 min after smoking cannabis (p ≤ 0.02); low and high THC groups decreased their speed compared to placebo. Heart rate, VAS drug effect and drug high increased significantly immediately after smoking cannabis and declined steadily after that. There was little evidence of residual effects in any of the measures.Conclusion: Acutely, cannabis caused decreased speed, increased heart rate, and increases in VAS drug effect and drug high. There was no evidence of residual effects on these measures over the two days following cannabis administration. [ABSTRACT FROM AUTHOR]

Highlights • YouTube videos are used to replace TV watching and for entertainment and information. • Risky driving YouTube videos are perceived negatively because of potential negative consequences to drivers and others. • Some viewers experience “vicarious pleasure” in viewing risky driving videos. • Videos could influence behaviours of some viewers, particularly young male viewers. Abstract Objective YouTube features millions of videos of high risk driving behaviours and negative consequences of high risk driving (“fails”), such as injuries or deaths. Unfortunately, no information is available on YouTube viewership of these types of sites or on the effects of these videos on viewers. The purpose of this study was to examine young male drivers’ perceptions of and experiences with YouTube videos of risky driving behaviours. Methods Using an exploratory qualitative descriptive approach, three 2-hour focus groups were conducted with young men 18–30 years of age to determine: (i) if they watch and share YouTube videos, including high risk driving videos; (ii) what effects high risk driving videos have on them and others and whether YouTube videos of negative consequences discourage high risk driving. Results Participants indicated three uses for YouTube; it has replaced television watching and provides entertainment and information. Motivations of both risky drivers in videos and viewers to engage in high risk driving activities included person characteristics (e.g., sensation seeking and responsivity to financial rewards for high view count videos) and socio-environmental factors (e.g., peer pressure). Most indicated that they would not try to imitate the risky behaviours exhibited in videos, although a few had tried to copy some risky driving moves from videos. Conclusions Social, not mass media is now the common information and entertainment source for young people. YouTube videos of high risk driving are common and ubiquitous. Findings from these focus groups suggest that viewers could influence subsequent content of social media videos and reciprocally, videos could influence behaviours of some viewers, particularly young male viewers. [ABSTRACT FROM AUTHOR]

Purpose The mediating relationship of self-conceptions as a risky driver on self-reported driving violations was examined for players of “drive’em up” and “circuit” racing video games using an Internet survey of automobile and racing club members. Structural equation modelling (SEM) tested Fischer et al. (2012) extended socio-cognitive model on the effects of risk-glorifying media on cognitions and actions. Method An Internet questionnaire was developed and relied upon validated instruments or questions derived from previous surveys. Driver club members were asked about: (1) their frequency of video game playing, (2) self-perceptions as a risky driver and (3) self-reported driving violations. SEM was performed to examine mediating effects of racing video game playing on self-reported driving violations. Results Playing “drive‘em up” video games positively predicted risky self-concept ( β = .15, t = 2.26), which in turn, positively predicted driving violations ( β = .73, t = 8.63), while playing “circuit racing” games did not predict risky self-concept, although risky self-concept did predict driving violations ( β = .72, t = 8.67). Conclusions Self-concept as a risky driver mediated the relationship between racing video game playing and self-reported driving violations for “drive’em up”, but not for “circuit racing” video games. These findings are congruent with Fischer and colleagues’ experimental model that self-concept as a reckless driver mediated the relationship between racing video game playing for “drive’em up”, but not for “circuit racing” games and risk-taking behavior in a video of road traffic scenarios. [ABSTRACT FROM AUTHOR]

Objective This study examines the associations between lifetime traumatic brain injury (TBI), driver aggression, and motor vehicle collisions among a population sample of adults who reside in the province of Ontario, Canada. Method A cross-sectional sample of 3993 Ontario adults, aged 18–97 were surveyed by telephone in 2011 and 2012 as part of Center for Addiction and Mental Health’s ongoing representative survey of adult mental health and substance use in Canada. TBI was defined as trauma to the head that resulted in loss of consciousness for at least five minutes or overnight hospitalization. Results An estimated 91% (95% CI: 90.0, 91.9) of individuals in this sample held a valid Ontario driver’s license at the time of testing. Among those, 16.7% reported a history of lifetime TBI and 83.3% reported no TBI. The prevalence of TBI was higher among men than women. Relative to licensed adults without TBI, adults with a history of TBI had significantly higher odds of engaging in serious driver aggression in the past 12 months, such as making threats to hurt another driver, passenger or their vehicle (AOR = 4.39). These individuals also reported significantly higher odds (AOR = 1.74) of being involved in a motor vehicle collision that resulted in hurting themselves, their passenger(s) or their vehicle. Conclusion This is the first population-based study to demonstrate a relationship between a history of TBI and higher rates of serious driver aggression and collision involvement. Given the large proportion of adult drivers with a history of TBI, these individuals may account for a disproportion burden of all traffic safety problems. Whether the increased road safety risk of adults with a history of TBI is reflective of neurocognitive deficits or is merely evidence of a cluster of unsafe activities produced by a higher risk lifestyles requires further research attention. [ABSTRACT FROM AUTHOR]

Abstract: Purpose: The purpose of this study was to examine the relationships among risky driving attitudes, self-perceptions as a risky driver, playing of “drive’em up” (which rewarded players for frequent traffic and other violations) and “circuit” racing video games as well as self-reported risky driving through a web-based survey of car and racing club members in relation to a socio-cognitive model of the effects of racing video game playing. Method: An Internet questionnaire was developed and included: (1) self-perceptions as a risky driver scales (Driver Thrill Seeking and Competitive Attitude Toward Driving); (2) attitudes regarding street racing; (3) street racing video game playing, and (4) self-reported risky driving (Risk-Taking Driving Scale). A sequential logistic regression was performed entering age and driving exposure as control variables in the first block, self-perceptions as a risky driver in the second block, attitudes in the third block and playing “drive’em up” and “circuit” racing games in the last block to examine their effects on self-reported risk-taking driving. Results: A total of 503 survey respondents were included in the analyses and only 20% reported any risk-taking driving. Higher score on the Competitive Attitude Toward Driving Scale, more positive attitudes toward street racing, and more frequent reported playing of “drive’em up” video games were associated with higher odds on the self-reported Risk-Taking Driving Scale. However, the Driver Thrill Seeking Scale and “circuit” video game playing failed to predict self-reported risk-taking driving. Conclusions: Self-perceptions as a risky driver, positive attitudes toward risky driving and “drive’em up” street-racing games, but not “circuit” racing games, are associated with increased risk-taking driving. These findings are congruent with experimental studies in which games that reward driving violations increased risk taking, suggesting that risk taking may be a function of type of street racing game played by affecting self-perceptions as a risky driver. [Copyright &y& Elsevier]

Abstract: Background: Cocaine is one of the more commonly found illicit drugs in injured drivers. In this work, we examine the association between self-reported past year cocaine use and past year collision involvement in a large representative sample of adult drivers in Ontario. Methods: Data are based on the CAMH Monitor, an ongoing cross-sectional telephone survey of Ontario adults aged 18 and older. Five years of data (2002, 2003, 2004, 2006, 2008) were merged for this study (N =8107) due to survey item availability. Logistic regression analysis was performed to identify the risk of self-reported collision involvement within the past 12 months associated with past year use of cocaine, while controlling for sociodemographic, driving exposure and drinking–driving (as a function of drinking status) factors. Due to listwise deletion, the logistic regression model was based on a reduced sample (N =7284). Results: The prevalence of self-reported collision involvement within the past year was 18.9% among those who used cocaine in the past year compared to 7.4% of non-users. Logistic regression analysis, controlling for the potential confounding effects of age, gender, income, driving exposure and drinking–driving measures, found the odds of collision involvement in the preceding year among cocaine users was over twice that of non-users (OR=2.11, 95% CI=1.06–4.18). Conclusions: This study suggests that cocaine users are significantly more likely to report collision involvement in the past year. Additional work to confirm these observations, and to assess possible causal pathways, is needed. [Copyright &y& Elsevier]

Abstract: In this study we examine the effect of several alcohol-related measures on self-reported collision involvement within the previous 12 months while controlling for demographic and driving exposure factors based on a large representative sample of adults in Ontario. Data are based on the 2002–2006 Centre for Addiction and Mental Health Monitor, an ongoing cross-sectional telephone survey of Ontario adults aged 18 and older (n =8542). Three logistic regressions of self-reported collision involvement in the past 12 months were implemented, each consisting of 3 steps: (1) demographic factors and driving exposure entered, (2) driving after drinking within the last 12 months entered, and (3) one of three alcohol-related measures (AUDIT subscales of alcohol consumption, dependence and problems) entered. In each step, measures from the preceding step were included in order to control for those variables. In Step 1, age (OR=0.989), region overall, Central East region (OR=0.71), West region (OR=0.67), and North region (OR=0.67), income overall and those who did not state income (OR=0.64), marital status overall and those married or living common law (OR=0.60), and number of kilometers driven in a typical week (OR=1.00) were found to be significant predictors of collision involvement. The analyses revealed that driving after drinking was a significant predictor of collision involvement in Step 2 (OR=1.51) and each of the Step 3 models (ORs=1.52, 1.37, 1.34). The AUDIT Consumption subscale was not a significant factor in collision risk. Both the AUDIT Dependence and AUDIT Problems subscales were significantly related to collision risk (ORs=1.13 and 1.10, respectively). These findings suggest that alcohol, in addition to its effects on collision risk through its acute impairment of driving skills, may also affect collision risk through processes involved when individuals develop alcohol problems or alcohol dependence. [ABSTRACT FROM AUTHOR]

Abstract: Introduction: The purpose of the current study was to examine differences in factors associated with self-reported collision involvement of three age groups of drivers based on a large representative sample of Ontario adults. Method: This study was based on data from the CAMH Monitor, an ongoing cross-sectional telephone survey of Ontario adults 18years and older from 2002 to 2005. Three age groups were examined: 18-34 (n=1,294), 35-54 (n=2,428), and 55+ (n=1,576). For each age group sample, a logistic regression analysis was conducted of self-reported collision involvement in the last 12months by risk factor measures of driving exposure (kilometers driven in a typical week, driving is stressful, and driving on busy roads), consuming five or more drinks of alcohol on one occasion (past 12months), cannabis use (lifetime, and past 12months), and driving after drinking among drinkers (past 12months), controlling for demographics (gender, region, income, and marital status). Results: The study identified differences in factors associated with self-reported collision involvement of the three age groups of adult drivers. The logistic regression model for the youngest group revealed that drivers who reported that driving was stressful at least some of the time, drank five or more drinks on an occasion, and drove after drinking had an increased risk of collision involvement. For the middle age group, those who reported using cannabis in the last 12months had significantly increased odds of reporting collision involvement. None of the risk factor measures showed significant associations with collision risk for older drivers (aged 55+). Impact: The results suggest potential areas for intervention and new directions for future research. [ABSTRACT FROM AUTHOR]

• Whole body Physiologically-based Pharmacokinetic model of Tetrahydrocannabinol (THC) developed. • Model framework incorporates interindividual variations such as age, sex, body composition, bioavailability and drug metabolizing enzyme (DME) polymorphisms. • Model tracks experimentally observed THC dynamics. • The model was used to understand the impact of THC concentrations on driving in the presence and absence of ethanol. The introduction of cannabis as a legalized recreational drug in Canada has led to significant changes in public health policy. Tetrahydrocannabinol (THC) is the primary psychoactive compound in cannabis and its absorption, distribution, metabolism, and elimination are poorly understood. The use of THC can impair an individual's ability to operate a motor vehicle, leading to an increased risk of accidents. Thus, additional research must be conducted to gauge the inter-individual differences in effect and duration of THC's effect. In this study, a comprehensive whole-body physiologically-based pharmacokinetic (PBPK) model for THC metabolism was developed to track blood THC concentrations accounting for interindividual variations such as age, sex, body composition, bioavailability and drug metabolizing enzyme (DME) polymorphisms after various dosages. This model was fitted and validated with clinical human cannabis smoking data. Using this model, we found effects of various factors on THC concentrations in different tissue compartments, and that the wild-type form of Cytochrome P450 2C9 (CYP2C9) DME showed faster metabolism of THC than other isoforms. The nature of the our PBPK model allowed for the investigation of non-blood compartments as well. To gauge the effects on driving, we compared the Standard Deviation of Lateral Position under the effects of THC and ethanol, and found that ethanol has a stronger but shorter-lasting effect. We anticipate that this model can be used to better predict the effects of a "standard THC unit" and help advise public health policies for safe cannabis usage. [ABSTRACT FROM AUTHOR]

• Effects of COVID-19 pandemic on road safety is unknown. • Previous research indicates economic downturns lead to declines in collisions. • COVID-19 has led to an economic downturn of unprecedented proportions. • Differential person- and situation-factors effects should be examined. In March 2020, the World Health Organization declared COVID-19 a world-wide pandemic. Countries introduced public health measures to contain and reduce its spread. These measures included closures of educational institutions, non-essential businesses, events and activities, as well as working from and staying at home requirements. These measures have led to an economic downturn of unprecedented proportions. Generally, as economic activity declines, travel decreases and drivers are exposed to a lower risk of collisions. However, research on previous economic downturns suggests economic downturns differentially affect driver behaviours and situations. COVID-19 pandemic effects on road safety are currently unknown. However, preliminary information on factors such as the increased stress and anxiety brought about by the COVID-19 pandemic, more "free" (idle) time, increased consumption of alcohol and drugs, and greater opportunities for speeding and stunt driving, might well have the opposite effect on road safety. Using an interactionist model we identify research questions for researchers to consider on potential person and situation factors associated with COVID-19 that could affect road safety during and after the pandemic. Collaborative efforts by researchers, and public and private sectors will be needed to gather data and develop road safety strategies in relation to the new reality of COVID-19. [ABSTRACT FROM AUTHOR]

To examine acute and residual mood and cognitive performance in young adult regular cannabis users following smoked cannabis. Ninety-one healthy young adults completed this double-blind, placebo-controlled, parallel-groups study. Participants were randomized to receive active (12.5% THC) or placebo cannabis with a 2:1 allocation ratio, and mood [Profile of Mood States (POMS)] and cognitive performance [Hopkins Verbal Learning Test – Revised (HVLT-R), Digit Symbol Substitution Test (DSST), Continuous Performance Test (CPT), grooved pegboard (GPB)] were assessed before and 1, 24, and 48 (h) after smoking cannabis ad libitum. High and Low THC groups were based on blood THC concentrations. One hour after smoking cannabis, compared to Placebo, in both the High and Low THC groups, there were increases in POMS Arousal and Positive Mood, and in the High THC group only, increases in Confusion, Friendliness, and Elation, and a decrease in Fatigue. Increases in Friendliness and Elation in the High THC group remained significant for 24 h. The only significant acute effect of cannabis on cognition was a decrease in the percent of words retained in the HVLT-R in the High THC group compared to Placebo (mean difference = 15.8%, 95% CI = 3.6–28.0%, p = 0.006). Unexpectedly, compared to Placebo, both the High and Low THC groups improved in DSST performance at 48 h (p ≤ 0.016). Under the present experimental conditions, in young regular cannabis users, smoking cannabis ad libitum had significant effects on mood, some of which persisted 24 h later, yet minimal effects on cognition, and no evidence of residual cognitive impairment. • Acutely, smoked cannabis caused an increase in several mood subscales • The elevation in two mood scales remained significant 24 h later • There were few acute effects of cannabis on cognitive performance • There was a slight improvement in DSST performance 48 h after smoking cannabis [ABSTRACT FROM AUTHOR]