Despite modest reductions over previous decades, improvements in impaired driving prevalence have stalled at problematic levels in recent years. Recent self-report data indicate that 20 percent of driving age individuals acknowledge operating a vehicle within two hours of alcohol consumption within the previous year and there are approximately 121 million episodes of impaired driving annually. Extant research has consistently identified specific subgroups, including men, young adults, and individuals with less education, as being high risk for driving under the influence. Additionally, researchers of impaired driving have discerned certain impaired driving-related attitudes and behaviors as important predictors of impaired driving. Despite a large and growing base of literature, impaired driving research has been notably atheoretical and restricted by samples limited to specific ages or geographic regions. Regardless of the prevalence of impaired driving episodes, the likelihood of apprehension for DUI remains low and little is known about how offenders respond to an impaired driving arrest. I address these limitations in the current study. Using nationally representative data from the National Survey of Drinking and Driving Attitudes and Behaviors, I consider the role of cognitive and behavioral predictors as mediating the association between key socio-structural indicators and impaired driving. To consider how individuals respond to DUI arrests, I performed an extensive qualitative content analysis on 627 DUI narratives from reddit (i.e., an online social forum) to consider how the arrest affects individuals apprehended for driving under the influence. Path analyses provide further support for previous studies, with men and young adults more likely to self-report impaired driving compared to females and older reference groups. Further, analyses indicate this increased likelihood of impaired driving by men and young adults was explained in part by differences in monthly alcohol consumption, binge drinking, supportive social networks, and more positive assessments of impaired driving. Analyses of DUI offenders indicate a stigmatizing effect of the DUI arrest, where offenders strategically attempt to deflect culpability for their role in attempts to minimize the range of perceived negative consequences. Overall, theoretical considerations and findings provide additional insight and areas of exploration for researchers and practitioners tasked with DUI mitigation efforts.

This study examined how decision-making training related to the Drug Evaluation and Classification (DEC) Program was transferred to law enforcement officers, referred to as drug recognition experts (DRE), for use in identifying and assessing impaired drivers. Specifically, this study explored how particular factors observed as part of the DEC Program’s decision-making process influence the DRE’s prediction of a drug category that was impairing a suspected impaired driver in the enforcement environment. Quantitative and qualitative methods were utilized to better understand the complexity of the DRE’s decision-making. Factors observed from 199 drug influence evaluations (DIE) were used as a basis for the quantitative analysis. In addition, feedback gleaned from the interviews conducted with six DREs was analyzed to identify themes that described the perceptive influence of those same factors on the DRE’s prediction of a drug category. The DREs classified 88.4% of the DIEs correctly when compared to the toxicology results according to the criteria set-forth in the DEC Program’s Administrator’s Guide. The accuracy rates at the drug category level were 82.9% for Depressants and Cannabis, 80.9% for Stimulants, 96.5% for Dissociative Anesthetics, and 81.9% for Narcotic Analgesics. The results of the study showed that the DREs employed their DEC Program training appropriately, but reportedly used a subset of factors as a basis for their predictions. The quantitative analysis indicated that the factors the DRE expected to observe when a particular drug category was present in the toxicology results were documented as present on the DIE report by the DRE. In contrast, only a subset of those factors was unique to that drug category. The qualitative feedback from the DREs indicated that they rely on a subgroup of factors, such as those related to the eyes, as the main basis for their decision-making. The DREs also emphasized their consideration of the totality of evidence as major driver in their decision-making. The DEC Program provided an interesting opportunity to explore the transfer of decision-making training. Based on the results of this study, the DEC Program can improve the transfer of training by targeting DRE’s motivation to transfer training into practice, the transfer design, and the climate in which the DRE transfers their learning into performance.

This study examined how decision-making training related to the Drug Evaluation and Classification (DEC) Program was transferred to law enforcement officers, referred to as drug recognition experts (DRE), for use in identifying and assessing impaired drivers. Specifically, this study explored how particular factors observed as part of the DEC Program’s decision-making process influence the DRE’s prediction of a drug category that was impairing a suspected impaired driver in the enforcement environment. Quantitative and qualitative methods were utilized to better understand the complexity of the DRE’s decision-making. Factors observed from 199 drug influence evaluations (DIE) were used as a basis for the quantitative analysis. In addition, feedback gleaned from the interviews conducted with six DREs was analyzed to identify themes that described the perceptive influence of those same factors on the DRE’s prediction of a drug category. The DREs classified 88.4% of the DIEs correctly when compared to the toxicology results according to the criteria set-forth in the DEC Program’s Administrator’s Guide. The accuracy rates at the drug category level were 82.9% for Depressants and Cannabis, 80.9% for Stimulants, 96.5% for Dissociative Anesthetics, and 81.9% for Narcotic Analgesics. The results of the study showed that the DREs employed their DEC Program training appropriately, but reportedly used a subset of factors as a basis for their predictions. The quantitative analysis indicated that the factors the DRE expected to observe when a particular drug category was present in the toxicology results were documented as present on the DIE report by the DRE. In contrast, only a subset of those factors was unique to that drug category. The qualitative feedback from the DREs indicated that they rely on a subgroup of factors, such as those related to the eyes, as the main basis for their decision-making. The DREs also emphasized their consideration of the totality of evidence as major driver in their decision-making. The DEC Program provided an interesting opportunity to explore the transfer of decision-making training. Based on the results of this study, the DEC Program can improve the transfer of training by targeting DRE’s motivation to transfer training into practice, the transfer design, and the climate in which the DRE transfers their learning into performance.

This thesis examined Bill C-46 as a case study of the constructed nature of public policy as inspired by Foucault’s (1982) argument that this construction, over time, can become “truth.” Our main research question was if the Canadian governments' construction of the problem of cannabis-impaired driving, which was used to justify the necessity and the content of new offences in Bill C-46, was contested in whole or in part during the parliamentary debates that resulted in the adoption of this law or, was the construction of cannabis-impaired driving accepted without contest by most of the parliamentarians and witnesses? This thesis used Bacchi and Goodwin’s (2016) What’s the Problem Represented to be (WPR) framework to answer this question. Our two main findings of this thesis were first, that the construction of the problem was not substantially contested by parliamentarians or witnesses during the debate and second, that inequality is embedded in the content of Bill C-46. Our analysis presented the constructed division between “good citizens” who are not punishable by criminal sanctions for impaired driving or problematic driving behaviours such as driving while fatigued, or distracted driving. On the other hand, the “bad citizens”, including drivers who had consumed cannabis, were perceived as deserving of criminal punishment despite not necessarily being impaired. The Liberal Party was concerned more with political viability of cannabis legalization resulting in a problem construction that generates ineffective solutions to the objective of promoting road safety.

No description available.

This study explored the current state of alcohol-impaired driving as well as the changes in alcohol-impaired driving over time among Albertans. Based on self-report data from the annual Alberta Surveys 1991, 1992, 1997, and 2009, this study also traced the shift in the impact of standard demographic factors on alcohol-impaired driving in the province. Furthermore, the study examined social influence in alcohol-impaired driving in a representative sample in Alberta. Results indicated that in the past 12 months, 4% of the respondents had driven a vehicle while impaired, and 6.1% of the respondents had been passengers in a vehicle driven by an impaired driver. Chi-square test indicated that male, single, employed, non-religious, and younger respondents were more likely to have driven while impaired. Logistic regression analyses showed that a one-unit increase in social influence was associated with 5.32 times greater odds of engaging in impaired driving (OR = 5.32, 95% CI = 3.069.24, p < .001), controlling for other variables in the model. Findings also showed that self-reported alcohol-impaired driving has decreased substantially over the years (10.6% in 1991, 8.4% in 1992, 7.2% in 1997, and 3.7% in 2009). However, there had been little changes in designated driving. In addition, there had been a shift in age-related impaired driving, i.e., people aged 55-65+ reported impaired driving more in 2009 (4.8%) compared to 1991 (2.0%) and 1992 (2.2%); while individuals aged 18-34 and 35-54 reported impaired driving less in 2009 (4.8% and 2.6%, respectively) compared to 1991 (12.7% and 13.0%, respectively). The policy implications of the findings are discussed.

Introduction: With many thousands of deaths still annually attributable to driving under the influence (DUI), it remains imperative that we continually address the problem of producing and sustaining effective countermeasures, and that we subject these efforts to empirical scrutiny. This article presents relevant findings from state-wide datasets. Results: A formula generating a potentially useful metric for assessing aspects of the DUI prosecutorial chain is presented, focusing on the rate of proactive DUI arrests. While in need of cautious interpretation due to issues of inherent inaccuracies in large databases, small numbers of crashes and/or arrests in multiple jurisdictions, and the lack of replication in other states, the analyses show no relationship between the level of DUI arrest activity and DUI-related crashes. This finding brings into question the efficacy of the many millions of dollars devoted each year to targeted DUI enforcement, as it is currently being implemented. Conclusions: Results are discussed in terms of developing adequate disincentives to DUI so as to raise general deterrence via dramatic increases in proactive DUI enforcement and then engaging in pervasive and persistent social marketing of such efforts to maximize the perception that arrest and punishment for DUI is always imminent, that penalties will be swift, certain, and severe. It is echoed that accurate data need to be collected at all levels of the DUI arrest and prosecution process in every jurisdiction within a state, so as to facilitate the empirical assessment of countermeasure efficacy in reducing alcohol-related crashes. Impact on Industry: Given that this work needs to be replicated, the impact on the traffic safety industry is potentially huge. The present data indicate that law enforcement efforts to further abate DUI-related crashes are apparently ineffective, though likely necessary to maintain reductions achieved in the 80s and early 90s. Thus, to attain additional systematic reductions, a dramatic increase in enforcement will be necessary as will a diversification of abatement efforts, including an increase in aggressive social marketing tactics to positively impact our traffic safety culture by making DUI universally unacceptable (for a discussion of this latter issue and on the use of positive reinforcement to change driver behavior, see Dula & Geller, 2007).

EN: The misdemeanor of endangering under the influence of addictive substance is one of the most frequently occurring criminal offenses that the Czech society encounters. I have divided my thesis into nine chapters. The first chapter deals with elements of the criminal offense under the influence of addictive substance as divided by legal theory. The second chapter describes the issue of the unlawfulness of the deed. The third chapter deals with an analysis of qualifying circumstances that legislature provided in the second paragraph of the misdemeanor of endangerment under the influence of drugs. The fourth chapter describes the issue and the conditions of participation of persons other than the principal perpetrator of the deed. The sixth chapter deals with the most common criminal offenses that occur along with the abovementioned misdemeanor. The seventh chapter is devoted to the new phenomenon of proving a condition that excludes competence in cases of influencing other addictive substance. In the eighth chapter I focus on the issue of showing of various types of sentences with regard to current practice in relation to sentencing for the deed in question under Section 274 of the Criminal Code. The ninth chapter describes various forms of so-called special methods of proceedings which are used in the...

Résumé : Introduction. Les collisions routières représentent un grave problème à travers le monde. Elles causent des dizaines de millions de blessés chaque année et figurent comme l’une des principales causes de décès chez les jeunes adultes. La conduite avec les capacités affaiblies, la vitesse et d’autres comportements routiers à risque (CRR) sont souvent associés à ces accidents. Notre équipe de recherche s’est intéressée à l’étude de marqueurs de risque de l’implication dans les CRR. Les résultats indiquent qu’une faible réponse au stress, mesurable par l’hormone cortisol, est liée à un nombre plus élevé de condamnations passées pour conduite avec les capacités affaiblies chez les contrevenants et à l’implication future dans les accidents et quasi-accidents chez les jeunes conducteurs. Aucune étude n’avait encore étudié le lien direct entre la réponse au stress et la présence de CRR suite à la consommation d’alcool. But et hypothèse. L’étude a pour but principal de mesurer l’association entre la réponse au stress des jeunes conducteurs et la présence de CRR suite à la consommation d’alcool. L’hypothèse principale soutient qu’une faible réponse au stress est liée à la présence de CRR suite à la consommation d’alcool. L’objectif secondaire de cette étude est d’explorer si d’autres variables (c.-à-d., la recherche de sensations, la consommation de cigarettes et la consommation problématique d’alcool), peuvent expliquer la variance de réponse au stress chez les jeunes conducteurs. L’hypothèse secondaire propose que la recherche de sensations, la sévérité de la consommation d’alcool et de cigarettes sont des variables qui expliquent la variance de réponse au stress. Méthode. Quarante conducteurs masculins âgés de 20 à 24 ans ont pris part à l’étude. Les comportements routiers suite à la consommation d’alcool (c.-à-d., vitesse et non-respect de la signalisation lors du premier trajet, décision de conduire un deuxième trajet sous l’effet de l’alcool) ont été observés à l’aide d’un simulateur de conduite. La réponse au stress a été mesurée à l’aide d’une tâche d’induction du stress standardisée et des échantillons de cortisol salivaire ont été recueillis avant et après la tâche. Les variables de l’objectif secondaire ont été mesurées à l’aide de questionnaires. Résultats. Les résultats démontrent qu’une faible réponse au stress est négativement et significativement associée à la présence de CRR lors de la conduite du simulateur sous l’influence de l’alcool (r (38) = -0,30, p = 0,032). La recherche de sensations explique significativement la variance de la réponse au stress (β = -0,33; p = 0,041); la sévérité de la consommation d’alcool et la consommation de cigarettes n’expliquent pas significativement la variance de réponse au stress entre individus. Implications. Les résultats de cette étude ont permis de mettre en lumière le lien existant entre la réponse au stress et l'implication des jeunes conducteurs dans les CRR suite à la consommation d’alcool. L’efficacité d’outils de prévention et d’intervention adaptés aux caractéristiques des individus qui réagissent moins au stress devrait être étudiée dans d’autres études. // Abstract : Introduction. Motor vehicle crashes are a serious problem worldwide. They cause tens of millions of injuries each year and represent one of the leading causes of death in young adults. Impaired driving, speeding and other risky driving behaviours (RDBs) are often associated with these crashes. Examination of risk markers associated with involvement in RDBs by our research team has shown that a low response to a stressful task, measurable by cortisol, is linked to a higher number of past convictions for impaired driving in offenders and to future involvement in crashes and near-crashes in young drivers. No study had yet examined the direct link between stress response and the presence of RDBs following alcohol consumption. Goals and Hypotheses. The primary goal of the study is to measure the association between young drivers’ stress response and the presence of RDBs following alcohol consumption. The main hypothesis is that a low stress response is linked to RDBs following alcohol consumption. The study’s secondary objective is to explore whether other variables (i.e., sensation seeking, cigarette use, and problem drinking) may explain the variance in stress response exhibited by young drivers. Hence, the secondary hypothesis proposes that sensation seeking and the severity of alcohol and cigarette use are variables that explain the variance in stress response. Method. Forty male drivers aged 20 to 24 years old participated in the study. Driving behaviours following alcohol consumption (i.e., speeding and failure to obey traffic signs during the first trip, deciding to drive a second trip under the influence of alcohol) were observed by means of a driving simulator. Stress response was measured using a standardized stress-inducing task, and saliva cortisol samples were collected before and after the task. Questionnaires gathered data used to test the secondary hypothesis. Findings. The findings show that a low stress response is negatively and significantly associated with the RDBs when driving the simulator under the influence of alcohol (r (38) = -0.30, p = 0.032). Sensation seeking significantly explains the variance in stress response (β = -0.33; p = 0.041); the severity of alcohol consumption and cigarette use do not significantly explain the variance in stress response across individuals. Implications. The study findings clarify the link between stress response and the involvement of young drivers in RDBs following alcohol consumption. The efficacy of prevention and intervention tools adapted to the characteristics of individuals who react less to stress should be explored in future studies.

Contexte : La consommation de cannabis affecte les habiletés de conduite (Capler et al., 2017) et augmente significativement le risque d’accident (Asbridge et al., 2012). Malgré ces risques, 22 % des consommateurs canadiens ont rapporté avoir conduit dans les deux heures suivant sa consommation (Gouvernement du Canada, 2020). Connaitre les motifs de la conduite après avoir consommé du cannabis (CACC) est crucial pour développer des programmes de prévention efficaces visant à réduire la prévalence de ce comportement. Objectif : Le premier objectif est de rapporter et classer les motifs de la CACC mentionnés dans la littérature scientifique. Le deuxième objectif est de valider les propriétés psychométriques du Questionnaire des motifs de la conduite automobile après avoir consommé du cannabis (QMCACC). Méthode : Ce mémoire présente deux articles. Le premier article est une revue de portée des motifs de la CACC. Le deuxième article présente les analyses de validation du QMCACC. Un échantillon de 1 765 conducteurs canadiens a été utilisé pour tester la cohérence interne, la validité convergente/discriminante et la structure du questionnaire via une analyse factorielle confirmatoire. Résultats : La revue de portée a extrait 32 motifs de la CACC. Le QMCACC a une bonne cohérence interne, une validité convergente/discriminante adéquate et une bonne validité factorielle. Conclusion : Des messages efficaces de santé publique doivent être mis en oeuvre pour informer la population des risques de la CACC. Le QMCACC semble évaluer efficacement le concept d’intérêt et peut être utilisé pour contribuer aux efforts de prévention. / Background: Cannabis use affects the ability to drive (Capler et al., 2017) and significantly increases the risk of accidents (Asbridge et al., 2012). Despite these risks, 22 % of Canadian consumers reported driving within two hours of using this substance (Government of Canada, 2020). Increased knowledge of the motives for driving after cannabis use (DACU) is crucial to design effective prevention programs to reduce the prevalence of this behaviour. Objective: The first objective is to report and categorize the motives for DACU mentioned in the scientific literature. The second objective is to validate the psychometric properties of the Motives for Driving after Cannabis Use Questionnaire (MDACUQ). Method: This master’s project presents two articles. The first article is a scoping review of the motives for DACU. The second article presents the validation analyzes of the MDACUQ. A sample of 1,765 Canadian drivers was used to test the internal consistency, convergent/discriminant validity and the structure of the subscales (factors) of the questionnaire with a confirmatory factor analysis (CFA). Results: The scoping review extracted 32 motives for DACU. The MDACUQ has good internal consistency, adequate convergent/discriminant validity, and the CFA showed a good factorial validity. Conclusion: Effective public health messages must be implemented to inform the population of the risks of DACU. The MDACUQ seems to accurately captures the concept of interest and can help prevention efforts to reduce the prevalence of this risky behaviour.