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Michigan 48106 A Xerox Education Company I I 72-29 ,945 COUNTS, Janes William, 1943A STUDY TO DETERMINE THE DRIVING EXPERIENCE OF YOUTH FROM INGHAM COUNTY HIGH SCHOOLS DURING A THIRTY-DAY PERIOD BETWEEN RECEIVING A DRIVER EDUCATION CERTIFICATE AND BEING ABLE TO APPLY FOR A MICHIGAN DRIVER'S LICENSE. Michigan State University, Ph.D., 1972 Education, general U n iversity M icrofilm s, A XEROX Com pany , A nn A rb o r, M ichigan © Copyright by JAMES WILLIAM COUNTS 1972 A STUDY TO DETERMINE THE DRIVING EXPERIENCE OF YOUTH FROM INGHAM COUNTY HIGH SCHOOLS DURING A THIRTY-DAY PERIOD BETWEEN RECEIVING A DRIVER EDUCATION CERTIFICATE AND BEING ABLE TO APPLY FOR A MICHIGAN DRIVER'S LICENSE By James William Counts A THESIS Submitted to Michigan State University in partial fulfillment of the requirements for the degree of DOCTOR OF PHILOSOPHY Department of Secondary Education and Curriculum 1972 PLEASE NOTE: Some pages may have indistinct print. Filmed as received. University Microfilms* A Xerox Education Company ABSTRACT A STUDY TO DETERMINE THE DRIVING EXPERIENCE OF YOU TH FROM INGHAM COUNTY HIGH SCHOOLS DURING A THIRTY-DAY PERIOD BETWEEN RECEIVING A DRIVER EDUCATION CERTIFICATE AND BEING ABLE TO APPLY FOR A MICHIGAN DRIVER'S LICENSE By James William Counts In 1968 Public Act No. 263 was passed in Michigan and established that no operator's license would be issued until at least thirty days after a youth had obtained a temporary instruction permit or a validated driver education certificate. This law was enacted in the hope that the beginning teenage driver would obtain more supervised driving before driving an automobile alone. It was expected that this thirty-day experience would supple­ ment those driving experiences received in driver education. This study was designed to gather and analyze data pertaining to the parental involvement in assisting their children in the development of driving skills, and to determine the experiences youth received during this thirty-day period. The information obtained provides the only data available to date in this area. James William Counts Description of the Methods, Techniques and Data Used A sample of 200 youth who had successfully com­ pleted driver education in one of the public high schools in Ingham County during the summer of 19 71 was randomly selected from a total population of 1949 youth. Of these 200, 180 youth were interviewed. An interview guide questionnaire was developed to gather the data. Interviews were conducted only in those schools that willingly participated and with students who were willing. A descriptive analysis of the data was made for pertinent information about the interviewee, types and amount of driving secured in both the thirty-day interim period and in driver education, and the attitude of the youth toward the interim time. The data were also analyzed to determine whether or not a relationship existed between the following: 1. Driving experience youth obtained in the interim period and educational level of the parents or guardians. 2. Age of the youth and driving experience secured in the thirty-day interim period. 3. Driving experience obtained in the interim period and the driving experience obtained in driver education. 4. Number of cars in the family available for the youth to drive during the interim time. James William Counts 5. Individuals the youth lived with and the driving experience secured in the thirtyday period. 6. Year in high school and the driving experi­ ence obtained in the interim period. 7. Effect of having an older sibling driving and experience driving obtained in the thirtyday interim period. 8. Driving experience secured in the interim period and the sex of the youth. The specific findings of this study are many in number. A limited number of these findings are as follows: Only 22.22 per cent of the parents or guardians of the youth had explained to them by the driver education teacher what could be done during the thirty-day interim period to improve the driving of their youth. Most youth tend to drive more with the mother than the father. Of those youth interviewed, 1.67 per cent did not have a validated driver education certifi­ cate or a temporary instruction permit which would license them to drive during the thirtyday period. Youth drove in residential areas during daylight hours during the interim period more than any other area or time. The data indicated that during driver education more youth had exposure driving on freeways than other experiences. Youth receive very limited supervised driving in business areas in either the interim period or driver education. Many youth did not secure driving experience dur­ ing driver education or the interim time when darkness was present. James William Counts There is a relationship between the educational level of the parents or guardians and the driv­ ing experience secured in the interim period. Youth who did not experience driving on a certain roadway or area during the interim period attri­ buted this to the parents' or guardians' seeing no necessity for such experience. The data revealed that the youth who did not obtain driving experience while in driver educa­ tion stated the teacher did not provide such experience or had no time for it. Dedicated to my p a r e n t s , Francis and Virginia, for their love and understanding. ii ACKNOWLEDGMENTS Sincere appreciation is expressed to the following persons for their assistance, guidance and encouragement: The doctoral guidance committee: Gustafson, 0. Nolan; chairman; Dr. Samuel A. Moore, Dr. Robert E. II; Dr. Robert and Dr. Robert C. Trojanowicz. Professor Emeritus Leslie R. Silvernale and Mr. Malcolm D. Whale, retired, Coordinator of Traffic and Safety Education, Michigan Department of Education, for their assistance. The Ingham County school districts and the youth from the respective high schools who generously p ar t i c i ­ pated . Finally, to the members of the Highway Traffic Safety Center staff for their time, advice and e nco ura ge­ ment toward the successful completion of the study. TABLE OF CONTENTS Page D E D I C A T I O N ............................................... ii ACKNOWLEDGMENTS .......................................... iii LIST OF T A B L E S ................................... vi LIST OF F I G U R E S ................................... xi Chapter I. II. THE P R O B L E M .............................. 1 Statement of the Problem ................... Importance of the S t u d y ..............5 Purpose of the S t u d y ................. 6 Definition of Terms ...................... Delimitations ............................. A s s u m p t i o n s .......................... 10 Organization of the S t u d y .......... 11 1 7 10 REVIEW OF RELATED LITERATURE .................... 12 Development of the Law . . . . . . . 12 Parental Supervision ...................... 19 S u m m a r y ......................................2 5 III. DESIGN AND METHODOLOGY OF THE STUDY . . . . Introduction ................................ Research Questions to be Answered . . . . Sample Selection ......................... Method of S e l e c t i o n ................ 29 Development of the I n s t r u m e n t ....... 29 Procedure for Collecting the Data . . . . Treatment of D a t a ................... 31 Summary . . . . . . iv 26 26 26 28 30 33 Chapter IV. Page ANALYSIS OF THE D A T A ............................ 34 Introduction ................................ 34 Pertinent Information from Interviewee . . 34 Driver Education Program ............. 35 Effect of Older Sibling ................ 36 Car U s e d ...............................36 Amount of Driving with Adult . . . . 38 Descriptive Analysis of Driving Experience . 44 F r e e w a y s ...............................44 State H i g h w a y s ........................ 70 Rural R o a d s ........................... 89 Residential Areas ...................... 107 Business Areas . . . . . . . . . 124 T r i p s ................................. 145 Attitude of Interviewee ................... 151 Statistical Analysis ...................... 159 Correlations ......................... 160 Analysis of Variance ................... 161 S u m m a r y ................................. 169 V. SUMMARY, CONCLUSIONS AND RECOMMENDATIONS . . . 170 S u m m a r y ................................. 170 Statement of the P r o b l e m ........... 170 Methods, Techniques and Data Used . . 170 The Major Findings . . . . . . . . . 172 C o n c l u s i o n s .............................. 180 Recommendations ............................. 184 Recommendations for Further Research . . . 185 D i s c u s s i o n .............................. 186 BIBLIOGRAPHY ............................................. 190 APPENDICES A. Letter to Administrators................. 196 B. Letter to P a r e n t s ........................ 198 C. Probability Sample ......................... 200 D. Interview Guide Questionnaire 202 v ............. LIST OF TABLES Table Page 1.1 Fatal Accident Rate for Youth in 1970 . . . . 4.1 Method of Contacting Parents by Driver Education Teachers to Explain Interim Period ................................ 35 Opinion of Youth as to Whether the Driving Experience They Received in the Interim Period was Effected by Having an Older ............................. Sibling Driving 36 4.2 2 4.3 Features of Cars at Residence Compared to Driver Education C a r s ......................... 37 4.4 Opinion of Youth as to Why They Drove with one Parent More than A n o t h e r .................. 44 4.5 Youth Freeway Driving 4.6 Reasons Why Youth were Not Allowed to Drive Maximum Speed Limit on a Freeway ............. 60 Categories of Experiences Where Youth Obtained Assistance on Freeway Driving During Interim Period ...................... 64 Driving Experiences Where Youth had Problems While Driving on Freeways During Interim Period 65 Driving Experiences Where Youth had Problems While Driving on Freeways During Driver Education . 65 Response of Youth as to Why Driver Education Preparation on Freeways was Adequate . . . 69 4.7 4.8 4.9 4.10 4.11 ....................... .46 Response of Youth as to Why Driver Education was not Adequate for F r e e w a y s .................. 69 vi Table Page 4.12 State Highway Driving for Youth ................. 71 4.13 Reasons Why Youth were not Allowed to Drive Maximum Speed Limit on a State Highway During Interim Period ...................... 82 4.14 4.15 4.16 4.17 4.18 Reasons Why Youth were not Allowed to Drive Maximum Speed Limit on a State Highway During Driver Education ................... Categories of Driving Experiences where Youth Obtained Assistance on State Highway Driving During Interim Period .82 . . . 85 Driving Experiences where Youth had Problems while Driving on State Highways During Interim Period ................................ 86 Driving Experiences where Youth had Problems while Driving on State Highways During Driver Education ............................. 86 Response of Youth as to Why Driver Education Preparation on State Highways was Adequate 88 . 4.19 Response of Youth as to Why Driver Education Preparation on State Highways was Not A d e q u a t e ..................................... 88 4.20 Rural Road Driving for Y o u t h .................. 91 4.21 Categories of Driving Experiences where Youth Obtained Assistance on Rural Roads During Interim Period ...................... 103 Driving Experiences where Youth had Problems While Driving on Rural Roads During Interim Period ................................ 103 4.22 4.23 Driving Experiences where Youth had Problems While Driving on Rural Roads During Driver E d u c a t i o n ................................. 104 4.24 Responses of Youth as to Why Driver Education Preparation on Rural Roads was Adequate . . 106 Responses of Youth as to Why Driver Education Preparation on Rural Roads was Not Adequate . 106 4.25 vii Table Page 4.26 Youth Driving in Residential Areas ............. 108 4.2 7 Categories of Driving Experiences Where Youth Obtained Assistance in Residential ................ Areas During Interim Period 120 Driving Experience Where Youth had Problems While Driving in Residential Areas During Interim Period ................................ 122 4.28 4.29 Driving Experience Where Youth had Problems While Driving in Residential Areas During Driver Education ............................. 122 4.30 Response of Youth as to Why Driver Education Preparation in Residential Areas was A d e q u a t e ........................................123 4.31 Response of Youth as to Why Driver Education Preparation in Residential Areas was Not A d e q u a t e ................................. 123 4.32 Youth Driving in Business Areas ................ 126 4.33 Categories of Driving Experiences Where Youth Obtained Assistance in Business Areas During Interim Period ................ 141 Driving Experience Where Youth Had Problems While Driving in Business Areas During Interim Period ................................ 142 4.34 4.35 Driving Experience Where Youth Had Problems While Driving in Business Areas During Driver Education ............................. 142 4.36 Response of Youth as to Why Driver Education Preparation in Business Areas was Adequate . 144 4.37 Responses of Youth as to Why Driver Education Preparation in Business Areas was Not A d e q u a t e ........................................ 144 4.38 Driving Experiences Where Youth had Problems While Driving on a T r i p ........................ 151 4.39 Attitude of Youth as to Why Thirty-Day Interim Period was Profitable ................ viii 152 Table 4.40 Page Attitude of Youth as to Why Thirty-Day Interim Period was Unprofitable .............. 153 4.41 Reasons Why Parents Were Not Willing to Let Youth Drive in Interim P e r i o d .................. 155 4.42 Responses of Youth as to How Interim Period Could be Made MoreM e a n i n g f u l ...................155 4.4 3 Opinions of Youth Toward Continuing the Interim Period ................................ 157 4.44 Opinions of Youth Toward Disbanding the Interim P e r i o d ................................. 157 4.45 Opinions of Youth Toward Extending the Interim Period ................................ 158 4.46 Driver Education Driving Features Taught to Youth Changed by Parents During Interim .....................................159 Period 4.47 Correlation Coefficient (r) Values Between Driving Experience for Interim Period and Educational Level of Parents, Age of the Youth, and Experience in Driver E d u c a t i o n .....................................161 4.48 Relationship Between Driving Experience Obtained in Interim Period and Number of Cars Available for Youth to Drive . . . 162 4.49 Analysis of Variance for Driving Experience Received in Interim Period and Number of Cars Available for Youth to Drive in this P e r i o d ........................................ 164 4.50 Analysis of Variance for Driving Experience Received in Interim Period and Adult Youth Lived with During InterimT i m e ................165 4.51 Analysis of Variance for Driving Experience in Interim Period and Year in School for Youth .............. 166 ix Table Page 4.52 Analysis of Variance for Driving Experience Received in Interim Period and Older Sibling of a Y o u t h ............................ 167 4.53 Analysis of Variance for Driving Experience Received in Interim Period and Sex of the Y o u t h ........................................... 168 x LIST OF FIGURES Distribution of Per Cent of Driving for Youth Done with Mother Versus Father , 39 Distribution of Per Cent of Driving for Youth Done with Female Guardian Versus Male Guardian ................................... 41 Distribution of Driving for Youth Done with Other Adults ................................ 42 Total Freeway Driving Occurrences for Youth with Parents as Compared to Driver Education 47 Estimate of Total Time Driving on a Freeway for Youth with Parents as Compared to Driver Education............................. 49 Freeway Driving Via Entrance Ramp for Youth with Parents as Compared to Driver Education 51 Freeway Driving Via Exit Ramps for Youth with Parents Compared to Driver Education . 53 Freeway Driving Occurrences While Raining for Youth with Parents as Compared to Driver Education ................................... 55 Freeway Driving Occurrences while Foggy for Youth with Parents as Compared to Driver Education ................................... 57 Freeway Driving Occurrences While Dark for Youth with Parents as Compared to Driver Education ................................... 59 Feelings of Youth About Having Parents in the Car During Interim Period While Driving on Freeways ................................... 62 Continuous Freeway Driving for Youth with Parents as Compared to Driver Education . xi . 67 Figure 4.13 4.14 4.15 4.16 4.17 4.18 4.19 4.20 4.21 4.22 4.23 Page Total State Highway Driving Occurrences for Youth with Parents as Compared to Driver E d u c a t i o n ................................... 72 Estimate of Total Time Driving on State High­ ways for Youth with Parents as Compared to Driver Education...................... 74 State Highway Driving While Raining for Youths with Parents as Compared to Driver Education 76 State Highway Driving While Foggy for Youth with Parentsas Compared to Driver Education 78 State Highway Driving While Dark for Youth with Parents as Compared to Driver Education 80 Feelings of Youth About Having Parents, Guardians or Adults in the Car During Interim Period While Driving on State H i g h w a y s ................................... 84 Total Rural Driving Occurrences for Youth with Parents as Compared to Driver Education . . 92 Estimate of Total Time Driving on Rural Roads for Youth with Parents as Compared to Driver E d u c a t i o n ................................... 94 Rural Road Driving While Raining for Youth with Parents as Compared to Driver Education 96 Rural Road Driving While Foggy for Youth with Parents as Compared to Driver Education . . 97 Rural Road Driving While Dark for Youth with Parents as Compared to Driver Education . 99 . 4.24 Feelings of Youth About Having Parents in Car During Interim Period While Driving on Rural R o a d s .......................................... 101 4.25 Total Driving Occurrences in a Residential Area of Youth with Parents as Compared to Driver Education................................ 109 4.26 Estimate of Total Time Driving in Residential Areas for Youth with Parents as Compared to Driver Education.................................Ill xii Page Residential Driving While Raining for Youth with Parents as Compared to Driver Education ................................... 114 Residential Driving While Foggy for Youth with Parents as Compared to Driver Education 115 Residential Driving while Dark for Youth with Parents as Compared to Driver Education . 117 Feelings of Youth About Having Parents in the Car During Interim Period While Driving in Residential Areas ......................... 119 Total Driving Occurrences in a Business Area for Youth with Parents as Compared to Driver Education............................. 127 Estimate of Total Time Driving in Business Areas for Youth with Parents as Compared to Driver Education. . . . . . . . . . 129 Distribution of Types of Business Driving for Youth ...................................... 131 Number of Downtown Driving Occurrences with Parents for Youth as Compared to Driver Education ................................... 133 Driving in Business Area While Raining for Youth with Parents as Compared to Driver Education ................................... 135 Driving in Business Area While Foggy for Youth with Parents as Compared to Driver Education 137 Driving in a Business Area for Youth While Dark with a Parent as Compared to Driver Education ................................... 138 Feelings of Youth About Having Parents in the Car During Interim Period While Driving in ............................. Business Areas 140 Distribution of Driving on a Trip, Assisting in Planning a Trip, and Types of Roads Driven on While on a Trip for Youth in Interim Period ............................. 147 xiii Figure Page 4.40 Distribution of Longest TimeDriving onTrips with Parents for Youth.......................... 148 4.41 Distribution of Types of Areas Driven in While on a Trip for Youth.......................150 t CHAPTER I THE PROBLEM Statement of the Problem There appears to be no aspect of traffic safety that needs more urgent attention than the problem of the young driver. The available facts establish teenage and young adult drivers are an extraordinarily high accident group. The proportion of drivers from 15 through 24 years has more reported crashes and more citations per 100 drivers or per million miles traveled than do any other group.^ These motorists constitute less than 20 per cent of the total driving population, yet they comprise nearly one-third of the dead and injured. In 1970 this age group accounted for 36.1 per cent of all drivers involved in fatal accidents in Michigan but constituted only 23.5 per cent of the state's driving population. ^National Safety Council, Accident Facts: 1971 (Chicago: National Safety Council"! 1971) , pp. H T, §"I 2 Michigan Department of State Police, Michigan Traffic Accident Facts: 1970 (Michigan: Department of State Police, 19^1), p. 18. 1 2 Statistics for a smaller segment of this age group, those nineteen years old and younger, seem to be of even more interest because most of these individuals would have recently completed driver education. Table 1.1 illustrates the fatal accident rate involvement for this age group, as prepared by the Michigan Department of State Police for the year 1970. 3 TABLE 1.1.— Fatal Accident Rate for Youth in 1970. Age of Driver 16 years and under Number of Drivers Killed in 1970 Per cent of Total Fatal Accident Involvement Per cent of Drivers in Total Driving Population 71 2.6 1.27 17 years 106 3.8 2.25 18-19 years 264 9.5 5. 37 Group Total 441 15. 9 8. 89 Klein reported, in a survey of drivers, that the proportion of violations, fatalities, and reportable accidents involving licensed teenagers was significantly "^Michigan Department of State Police, Michigan Traffic Accident Digest: 1970 (Michigan: Department of State Police^ 1971)7 p. 67 3 higher than that of any other group of drivers. 4 However, he stated a true picture of accident and violation rates could not be acquired without a complete study of the young drivers' types and amount of exposure. McFarland and Moore in their analysis, Youth and the Automobile, pointed out that youthful drivers have a disproportionately higher accident rate than adults. Explanations offered by them for this fact included the young drivers' relatively shorter ... . 5 dri ving e x p e n e n c e . Silvernale and Whale stated that young drivers do not get enough practice or have enough experience in all types of environments under instructional or parental supervision and that their problems stem from lack of experience, particularly during the first year of driving.® The Indiana State Police, in a research project, attributed the cause of 26 3 deaths of youthful drivers to a lack of road experience.7 4David Klein, "A Reappraisal of the Violation and Accident Data on Teen-Age Drivers," Traffic Quarterly, XX (October, 1966), 502-510. 5 Ross A. McFarland and Roland C. Moore, "Youth and the Automobile," Accident Research, William Haddon, Jr., and Edward A. Suchman and David Klein, editors (New York: Harper and Row, 1964), pp. 465-477. ^Leslie R. Silvernale and Malcolm D. Whale, "Does Driver Education Go Far Enough?", Traffic Safety, Vol. 69, No. 9 (September, 1969) , 10-12, 40, 42. 7 . . Indiana Department of State Police, Indiana Highway Deaths (Indiana: Department of State Police, 1967) , p . 3.— 4 Recent research has been done in Michigan focusing on the driving of teenagers. Clearwater conducted a study in 1970 to determine and present a more definitive des­ cription of the problems the 16 year old has early in his driving career by researching fatal accidents in which the g 16 year old driver was involved. Emery did a study that centered on the young driver's problems and his pattern of . . 9 drrvrng. It has not, as yet, been determined what driv­ ing experiences beginning teenage drivers receive under the supervision of their parents. The problem to be answered is what types and amount of experience youthful drivers receive under parental dir­ ection. Specifically, in Michigan, what is the experience during the thirty-day period of time from the date of obtaining a validated driver education certificate or a temporary instruction permit to the time at which the youth can apply for a driver's license? It is with this question and its ramifications that this study is concerned. It was the belief of the researcher that until these ques­ tions were answered, modifications in the experience received in the behind-the-wheel phase of driver education g Harvey Elting Clearwater, "A Study of Certain Factors in the Fatal Traffic Accidents of 16 Year Old Drivers in Michigan, 1967-1969" (unpublished doctoral dissertation, Michigan State University, 1970), p. 4. 9 Sister Marie Therese Emery, O .P., "A Study of Certain Factors Related to the Patterns of Driving, Acci­ dent and Violation Rates of 436, 17 and 18 Year-Old Licensed Drivers From Two Lansing Catholic Schools” (unpublished doctoral dissertation, Michigan State University, 1969), p. 3. 5 and communications to parents as to how they could contri­ bute in a more meaningful manner in the development of the youthful driver would have little significance. Importance of the Study In 1955 the State of Michigan passed a law that no operator's license shall be issued to any person under the age of eighteen unless this person has successfully com­ pleted a driver education course or a course approved by the Department of Education as an equivalent. Realizing that there might be circumstances creating undue hardships for some individuals to meet this requirement, the legis­ lation permitted that a restricted license be issued in u cases. 10 such In 196 8 Public Act No. 26 3 was passed and estab­ lished that no operator's license would be issued until at least thirty days after the student had obtained a temporary instruction permit or a validated driver educa­ tion certificate. This law was enacted in the hope that the beginning teenage driver would experience more super­ vised driving before driving an automobile alone. It was expected that this thirty-day experience would supplement those driving experiences received in driver education. This study was designed to gather and analyze data pertaining to the parental involvement in assisting 10Michigan Department of Education, Driver Educa­ tion Programming (Michigan: Department of Education, 1970), pp. 5-3. 6 their children in the development of driving skills, and to determine the experiences youth received during this thirty-day period. The information obtained will provide the only data available to date in this area. Purpose of the Study The purpose of the study was to determine if the law passed by the Michigan legislation is providing the additional supervised driving experience that youth need after completion of driver education. More specifically, the study was concerned with the types and amount of experience youth received under the direction of their parents. This study is both descriptive and statistical in nature. It was also the purpose of the study: 1. To determine the nature of relationship between the educational level of the parents or guardians and the driving experience the youth secured. 2. To determine the nature of relationship between the age of the youth and the driving experience that he received. 3. To determine the nature of relationship between the driving experience received during the thirty-day interim period and the driving experience received in driver education. 7 4. To determine the nature of relationship between the number of cars in the family and the driving experience the youth aoquired. 5. To determine the nature of relationship between the parents or guardians with whom the youth lives and the driving experience the youth received. 6. To determine the nature of relationship between the year in high school in which driver education was taken and the driving experience the youth procured. 7. To determine the nature of relationship between the grade received in driver education and the driving experience obtained. 8. To determine the nature of relationship between having an older sibling who has successfully completed driver education and the driving experience acquired. 9. To determine the nature of relationship of the sex of the youth and the driving experience attained. Definition of Terms For the purpose of the study, the following terms were defined: 8 1. Interim Period. The thirty-day period of time that a student under the age of sixteen having had his driver education certificate validated must wait before he can apply for a driver's license. However, if the student is sixteen or older, it is the thirtyday period that he must wait after he has received a temporary instruction permit before he can apply for an operator’s license. 2. Educational Level of Parents or Guardians. The number of years of school completed by the parents or guardians. 3. Number of Vehicles. The number of vehicles available at the residence of the student during this thirtyday period. 4. Adult. Any person over the age of twenty-one who possessed a valid Michigan driver's license. 5. Driving Experience. The amount and types of driving the student did during the thirty-day interim period on public roadways. 6. Driver Education Certificate. Certificate of success­ ful driver education course completion presented by the State Department of Education through the school offering the class. 7. Temporary Instruction Permit. Permit issued by a driver licensing examiner to an applicant, allowing the individual to operate a motor vehicle on the highways when accompanied by a licensed adult operator 9 or chauffeur who is actually occupying the seat beside the driver. 8. Freeway. A divided arterial highway for through traffic with full control of access and with all crossroads separated in grades from pavements for through traffic.^1 9. Business. Areas where territory contiguous to a highway when 50 per cent or more of the frontage thereon for a distance of 300 feet or more is occupied by buildings in use for business. 12 10. Residential. Areas where territory contiguous to a highway not comprising a business district when the frontage of such highway for a distance of 300 feet or more is mainly occupied by dwellings or by dwellings and buildings in use for business. 13 11. State Highway. A roadway under the jurisdiction of a state department of highways. 12. Rural Road. Any road not within a town, city or metropolitan area. 13. Trip. Driving for an undisrupted period of thirty minutes or more at highway speeds or at speeds safe for the road conditions. 11Michigan Department of State, Michigan Vehicle Code; 1968 (Michigan: Department of StateT 1968) , p. 12Ibid., p. 6. ^Michigan Department of State, o p . cit. , p. 13. General Assistance. The response of youth when the assistance they received during the interim period was of a general nature and did not mention anything specific in which they procured help. An example would be parents assisting in the watching of traffic. Delimitations The study was limited in the following manner: A universe of high school students from Ingham County Public High Schools, who completed driver education, was defined as the population of interest. These students all successfully completed driver education during the summer of 1971. No more than three attempts were made to interview the selected students. Interviews were conducted only in those high schools and with those students that willingly participated. Data provided by the study will be relevant only to those students who successfully completed driver education in a public high school in Ingham County during the summer of 1971. The sample was limited to in-school high school students. Ass imptions It was assumed that the data collected, as recorded, from the interviewees were reliable for the purposes of the study. 11 2. It was assumed the driving experiences in Lansing business areas were similar to those in Jackson. Organization of the Study In Chapter II relevant literature is reviewed related to parental involvement in the supervision of children learning to drive. Also, a development of the law in Michigan requiring youth to wait the interim period is presented. Chapter III deals with the design of the study, definition of the universe, method of sampling and development of the interview guide questionnaire. In Chapter IV there appears both a statistical and descriptive analysis of the data obtained. Chapter V contains the summary, conclusions and recommendations of the findings. CHAPTER II REVIEW OP RELATED LITERATURE At the outset of the study, it became quite apparent that literature relating to the purpose of the study was limited. There have been studies attempting to present a more accurate picture of the young driver by studying the types and amount of driving exposure that he has had. However, there is only a limited amount of material available pertaining to parental supervision of a child in relating to the types and amount of driving experience obtained under the direction of the parent. This chapter is divided into two sections. The first pertains to the development of the law, Public Act No. 263, which requires a youth to wait a minimum of thirty days after the successful completion of driver education class until the time at which he can apply for a driver's license. In the second section, literature pertinent to parent supervision of youth learning to drive is presented. Development of the Law The State of Michigan became an early leader in educating the youthful driver when it became the first 12 13 state to claim 100 per cent enrollment in driver education for its public school students. Legislation commonly called the "Michigan Law" was responsible. passed in 1955. This law was The legislation stated that driver educa­ tion courses shall be conducted by the local public school district and enrollment in driver education shall be open to chiloren enrolled in the high school grades of public, parochial and private schools as well as to resident outof-school youth. 14 The law also stipulated that a begin­ ning student driver could not obtain his driver's license until he was eighteen unless he successfully completed an approved driver education course. 15 As a result of this legislation, all public high school districts had to make available a driver education course to those students living in the school district. Various types of driver education programs developed. The types of high school curriculums developed along a continuum. At one end were driver education programs con­ sisting of range, simulation, behind-the-wheel and class­ room; while at the other end were those comprising behindthe-wheel and classroom only. However, even though the curriculums varied greatly, the time standard accepted was basically the same from school district to school district. 14 . Michigan Department of Education, Driver Educa­ tion Programming, loc. cit., p. 2. 14 Most of the Michigan high schools offering driver education adopted a curriculum consisting of thirty clock hours per student in the classroom and the equivalent of six hours of behind-the-wheel instruction per student.^ Thus, the majority of school systems have a minimum program as recommended by the National Commission on Safety Educa17 tion. The Michigan Department of State toward the end of the 1950's and early 1960*s recognized that many youth were obtaining a driver's license shortly after the com18 pletion of the driver education class. Members of the Highway Traffic Safety Center at Michigan State University, the Department of Education, members of the Governor's Regional Traffic Safety Conference, and other concerned individuals involved in traffic safety recognized a void existing in the preparation of beginning teenage drivers. These concerned individuals recognized that a driver educ­ tion curriculum on a time standard of six hours of behindthe-wheel driving experience under the driver education instructor's supervision could only provide basic driving skills. They realized the time of instruction was not ^Statement by Robert Yake, Michigan Department of State, June 8, 1971, personal interview. 17 National Commission on Safety Education, History of Driver Education in the United States (Washington: National Education Association, 1966), p. 22. 18 Statement by Malcolm D. Whale, Coordinator, Traffic and Safety Education, Michigan Department of Education, January 19, 1971, personal interview. 15 adequate because of the increased volume of traffic# both urban and suburban# and the high speeds encountered on turnpikes and freeways. These demand a much greater level of skill than could be attained in six hours of behindthe-wheel instruction. The solution of the problem appeared to be an interim period between the completion of driver education and the time at which a driver's license would be issued to the youthful driver. 19 During the period, the student who successfully completed driver education would be allowed to drive under the supervision of the parents. In 196 4# the Highway Traffic Safety Center at Michigan State University took the position that: . . . when a student completes an approved high school driver education course, he be required to drive a minimum of 90 days with a parent or legal guardian after validation of the driver education certificate b^ a driver licensing agency before applying for his First license . * • ^ In response to Governor Romney's request, the staff of the Highway Traffic Safety Center undertook a study in 1966 of how to improve driver education. 19 20 21 The Whale, loc. cit. - Michigan State University# Statements of Position: Recommendations of the Special Commission on Traffic Safety (East Lansing: Highway Traffic Safety Center, 1964)# p. 31. 21 Michigan State University, Legislation Needed for Improving Driver Education in Michigan (East Lansing: Highway Traffic Safety Center# 1966), p. 2. 16 staff interviewed individuals throughout the state and the findings in relationship to an interim report were 1. In response to the question, "What are the weaknesses of driver education?," more than half of those interviewed volunteered comments relative to the lack of sufficient practice driving instruction and to the need for a wider variety of practice driving experience. 2. More than half of those interviewed suggested more practice driving and a greater variety of driving experiences in response to the question, "What suggestions do you have for the continued development or improvement of driver education?" 3. When students were asked, "What have you learned about driving since taking driver education that you feel should have been taught in driver education?," there was unanimous agreement that a greater variety of practice driving should have been offered. 4. Three out of four of those interviewed (including students) felt that students should be required to drive with their parents for a period of time following completion of the driver education course.22 As a result of this study, the aforementioned agencies and concerned individuals made a recommendation that an interim period be established for ninety days. 23 In 1967, the Secretary of State made an administra­ tive ruling that all youth who had successfully completed an approved driver education course must wait at least thirty days before he could apply for a driver's license. 22 . 24 Michigan State University, Legislation Needed for Improving Driver Education, op. cit. , p p . 15-16. 23 Whale, loc. cit. ^Yake, loc. cit. 17 The decision allowed for students: (1) to drive on a validated driver education certificate or a temporary instruction permit; (2) those who were fifteen and a half years old would be allowed to drive only with a parent or legal guardian; (3) those sixteen years of age would have to obtain a temporary instruction permit and at the time of application for this permit would have to present a driver education certificate, this would allow him to drive with a licensed adult (must be twenty-one years of age) ; (4) those who reach the age of sixteen during the thirty-day period and possessed a validated driver educa­ tion certificate would have to obtain a temporary instruc­ tion permit, however the interim period would be accumulated from the day that the driver education certificate was validated.25 The State of Michigan encountered extreme diffi­ culty in administering this decision. As a result, the legislation passed Public Act No. 263 in 1968, which established as law what had previously been a ruling by the Secretary of State. 26 The law established that those students who have a driver education certificate and are under the age of sixteen: 1. Must take the written, oral, road sign and vision tests and the licensing examiner records the results on the back of the driver education certificate. 2^Whale, loc. cit. 2^Yake, loc. cit. 18 2. If all tests are passed, the examiner will complete the reverse side of the driver education certificate and validate with the station's identification stamp, date and sign. 3. After the driver education certificate is validated by the licensing examiner, the student must wait a minimum of thirty days before applying for a driver's license. During this thirty-day period the student is permitted to drive only with a parent or legal guardian. The legislation further provided that youth between the ages of 16 and 18 must obtain a temporary instruction permit. In order to do this, he must: 1. Have an approved driver education certificate and a parent, guardian or responsible adult's signature. 2. Pass the written, oral, road sign and vision tests. 3. Wait thirty days after the issuance date typed on the instruction permit before applying for a driver's license.2 7 However, this individual is allowed to drive with any licensed adult who is twenty-one years or older. In addition, the law states that if a student is using a validated driver education certificate as his permit to drive and during the interim period reaches the age of sixteen, he must obtain a temporary instruction permit in order to continue driving. However, the 27 . Michigan Department of Driver Licensing, Michigan Driver Examiner1s Manual (Michigan: Department of Driver Licensing, 1^70), pp. 5^5, 11-12. 19 thirty-day period will be counted from the day the driver education certificate was validated. Parental Supervision In 194 9 the first National Conference on High School Driver Education made a recommendation that a minimum time of thirty hours of classroom instruction and six hours of actual driving instruction be an acceptable program. 2 8 The minimum requirement of six hours instruction behind-the-wheel deemed adequate in 1949 does not appear to be sufficient for today's more varied conditions and traffic demands that a new driver must face. Smith states that the beginning driver cannot be taught the advanced driving techniques that are necessary to drive in today's society within the confines of a thirty and six driver education program even with the aid of such innovations as multi-media, multiple car ranges and driving simula29 tors. The available statistics support Smith's conclu­ sion. The death toll for the young drivers for 1970 was 18,000 and the injuries came to nearly one million. These motorists constitute less than 2 0 per cent of the driving 28 National Commission on Safety Education, loc. cit. 29 Donald L. Smith, "A Supplemental Program in Traffic Safety Education," Journal of Traffic Safety Education, Vol. XVII, No. 3 (March, 1971} , 35. 20 population. Yet, they comprise nearly one-third of the dead and injured."*0 Lack of experience in the driving environment is considered a major factor in accident involvement of teenage drivers. The number of youthful (15 to 24) drivers in Michigan involved in accidents is the highest of any age group, accounting for 36.1 per cent of all driver incul­ pated in fatal accidents. This same age group accounts for only 23.5 per cent of the driving population. 31 In a report by Silvernale and Whale, they attribute this phenomenon to the fact that young drivers do not get enough practice in different types of traffic situations under the instructional or parental supervision, particularly during . . 32 the first year of driving. The State of Indiana, in a research project conducted by the State Police, contributed the cause of 26 3 deaths of beginning teenage drivers to a lack of driving exposure. 33 Schlesinger states that the new driver does not have the experience and skill to size up the situation and take corrective action. He declared that most teenagers "*°National Safety Council, loc. cit. "*^Michigan Department of State Police, Michigan Traffic Accident Dige s t , loc. cit. 32 33 Silvernale and Whale, loc. c i t . Indiana Department of State Police, loc. cit. 21 are having their first accident due to the newness and 34 inexperience of driving. MacDowell makes the point that: It should be stressed to the parents that the teacher can demonstrate and teach the fundamental skills in the school car, but due to the limited time available, practice and the perfection of these skills must be done in the family car.^5 Others have realized, like the State of Michigan, that a thirty and six driver education program offered by secondary schools is not sufficient by itself. San Diego County, in 1969, initiated a new traffic safety education program to improve the experiences that youth would receive that would not be possible in a conventional 30-6 program. The new course consists of multiple phases of instruction, including regular classroom, multi-media, simulation, multiple car off-street driving range and behind-thewheel instruction. The content is based on performance objectives; each phase is scheduled over a full semester with more than 80 hours of instruction per student. Individuals involved in traffic safety have also realized, like those in Michigan, that parents have an excellent potential for assisting their youngsters. In a research project attempting to change negative attitudes 34 Lawrence E. Schlesinger, Is There A Teen-Age Driver in Your House? (New York: The New American Library, Inc., 1967), pp. 17-27. 35 Gene MacDowell, "Teacher-Parent Cooperation Means Quality Traffic Safety Education," California Journal of Traffic Safety Education, XVII {MarcTTJ 19^0) , 7T“ . 36 Thomas A. Seals, "San Diego Takes a New Look," Safety, Vol. VI, No. 3 (May-June, 1970), 16-18. 22 of adolescents toward driving by George Washington Univer­ sity, researchers stated that parents may be able to sustain attitudinal changes initiated by a program after it has been terminated. "The parent is potentially an 37 important factor in the freezing process." In this study it was the aim of the researchers to develop and evaluate methods of influencing the driver behavior of male adolescent traffic violators. They hypothesized that modifications of the adoles— cent's driver behavior are more likely to occur if the parent as well as the adolescent can be included in a program. It further reported that one of the major diffi­ culties in stablizing attitudes at a different level lies in the lack of control by the investigator over the nonexperimental environment of the subject. Herein lies a problem paralleling those of traffic safety educators in the secondary schools; that of having a student perform in an acceptable manner while in the driver education course, but as soon as he finishes the class, driving with a nega­ tive attitude. The study points out that the parent has the advantages that the experimenter does not have or a school would not have, in that: 1. The parent is in daily intimate contact with the adolescent. George Washington University; Driver Behavior Research Project {Washington: Department of: Psychology, 1965), pp. 25-26. 23 2. Parents are in control of a number of rewards and punishments. 3. Parents are directly involved (financially, legally, morally) in the behavior of their adolescents.38 A survey questionnaire administered at the 1970 national convention of the American Association of School Administrators, the National School Boards Association, and the National Education Association, and a special mail survey to 300 school superintendents found that the idea of having the parents provide post-driver education super­ vised driving experience for the new driver drew virtually unanimous support from all. They reported: Teachers were most emphatic, supporting the concept by 8 3 percent; school board members were least enthusiastic of the groups, but still in strong support, 63 percent.39 In Janesville, Wisconsin, a pilot project involving parents was conducted called the Extended Driver Education Laboratory Enrichment Project. The research was done with a systematic home-school program for the purpose of deter­ mining potential accomplishment beyond the traditional driver education course. One conclusion was, "The parent can play an important role in assisting the school in 3 8George Washington University, loc. c i t . 39 Kenneth F. Licht, "What Do School People Think About Driver Education?," Traffic Safety, Vol. L XXI, No. 7 (July, 1971), 14-16, 39. 24 upgrading and improving the total driver education instructional program."40 The State of California is undertaking a similar program to that of Janesville. The plan selected is termed the "Extended Driver Instruction Enrichment Plan." Basically, this plan establishes a method of parental supervision in the driving phase of the driver education course. California instituted this project from a belief that driver education courses are only beginning to prepare students for meeting the increasingly complex driving environment. 41 The National Transportation Safety Board in a report stated that after completion of the formal course, a new driver needs additional supervised experience for many months. With guidance from the professional instructors, parents might be helped to make this probationary period most effective. 42 Throughout the literature, there seems to be an almost universal recognition that students need additional supervised instruction after completion of the 30-6 driver education program. 40 An approach that utilizes parents, who Automotive Safety Foundation, Extended Driver Education Laboratory Enrichment Project (Washington: Automotive Safety Foundation, 1969), p. 1. 41 Robert Terry, Extended Driver Education Enrich­ ment Plan, California State Department of Education, Bureau of Elementary and Secondary Education (Sacramento: State Department of Education, 1970), p. 1. 42 National Transportation Safety Board, Special Study, Youth and Traffic Safety Education (Washington: Government Printing Office, 1971) , pp. 9-10. 25 are concerned with the development and safety of their children, looms as an effective means of accomplishing this. Summary This chapter was divided into two sections. The first related to the development of the law, Public Act No. 26 3, which requires youth to wait a minimum of thirty days after the successful completion of driver education class until the time at which he applies for a driver's license. In the second section, literature pertinent to parent supervision of youth learning to drive was presented. In the ensuing chapter the design and methodology of the study is presented. CHAPTER III DESIGN AND METHODOLOGY OF THE STUDY Introduction The review of literature was presented in the preceding chapter. In this chapter, the design and methodology of the study are presented. The study was designed to determine the types of driving experience and the amount of driving youth received under the super­ vision of their parents , legal guardians or adults between the thirty-day period of obtaining a validated driver education certificate or a temporary instruction permit and the time at which the youth could apply for a driver's license. A population of 19 49 high school students from the public high schools located in Ingham County who had successfully completed driver education during the summer of 1971 was defined as the population of interest. Research Questions to be Answered The concern of the study was the driving experi­ ence youth received with parental supervision or adult 26 27 supervision during the thirty-day interim period. In addition to obtaining information in regard to this, data were desired to determine: 1. The nature of relationship between the educational level of the parents or guardians and the driving experience the youth secured. 2. The nature of relationship between the age of the youth and the driving experience received. 3. The nature of relationship between the driving experience received during the thirty-day interim period and the driving experience received in driver education. 4. The nature of relationship between the number of cars in the family and the driving experiences the youth procured. 5. The nature of relationship between the parents or guardians that the youth lives with and the driving experience he acquired. 6. The nature of relationship between the year in school in which driver education was taken and the driving experience the youth procured. 7. The nature of relationship between the grade earned in driver education and the driving experience obtained. 28 8. The nature of relationship between having an older sibling who had successfully completed driver education and the driving experience acquired. 9. The nature of relationship of the sex of the youth and the driving experience secured. Sample Selection in preparation for drawing the sample, each superintendent and principal of the various public high schools of Ingham County Michigan was sent a letter of introduction by the State Department of Education explain­ ing the purpose of the study (Appendix A ) . A week after the letter was sent, each of the principals of the high schools was contacted to obtain permission to conduct the study in the respective schools. It was found, at this time, that one high school was not offering driver education, and one principal did not want his high school involved in the study. Also, a principal of one of the high schools requested that a letter be sent to all parents whose children were selected in the study explaining the purpose of the research. This letter appears in Appendix B. It was determined that a sample of 10 per cent of the total population of 1949 would be representative. It was resolved that data obtained from this sample size of students would provide reliable information for the study. 29 A systematic probability sample of 200 students was drawn so that every student who had successfully completed an approved driver education course in the county had an equal chance of being selected (Appendix C ) . Method of Selection During the summer of 1971, a total of 1949 students successfully completed driver education in ten Ingham County public school districts. It was determined that a sample of 190 youth would be an adequate sample. From the total population, 200 students were selected. The additional youth were employed if an originally selected interviewee did not wish to be interviewed, had moved away, or after three attempts to contact him failed. A total of 180 youth were interviewed for the research. A table of random numbers was employed to designate those students to be interviewed. A list of all students' names was prepared for each of the various high schools. The numbering of the students was continuous from one through the total population of 1949. The random number that corresponded with the assigned number of the student was determined to be an interviewee. Development of the Instrument A personal interview technique was employed as the methodology for gathering the data because of the higher validity associated with this method as compared to other means. Also, by employing this method, it was possible to 30 sense when the respondent did not understand a question and did, within limits, allow for repeating or rephrasing the question. Most important, the interview permitted probing into the context of, and reasons for, answers to questions. A standardized interview guide questionnaire was developed by the researcher. into five integral parts. The instrument was divided These areas being: mation about the parents, guardians and family; mation regarding interviewee; (1) infor­ (2) infor­ (3) amount of driving experience and types of experience received during the interim period; (4) information concerning amount of driving experience and types of experience obtained in driver education; and (5) the attitude of interviewee toward the interim period. The interview guide question­ naire appears in Appendix D. Procedure for Collecting the Data From each of the high schools that participated in the study, a list of those public in-school high school youths who had successfully completed driver education during the summer of 1971 was obtained. The principals of each of the respective high schools was contacted, at which time an interview schedule was established. At four of the schools administrators asked that the students be interviewed before or after school. 31 Each of the students designated for interviewing had it explained to him that the data gathered would in no way influence his driver licensing or driving record, and that it would be used for educational purposes only. It was also stressed that participation was strictly voluntary on his part. As mentioned previously, three attempts were made to interview the original designated students before contacting an alternate respondent. Treatment of Data Frequency distributions, means and percentages were used to show the amount of driving and types of experiences the youth received during the interim period. The amount of driving referred to an estimate of the total amount of time spent driving a car measured in hours. Types of experiences referred to the types of roadway, types of geographical areas, and types of adverse driving conditions encountered. Frequency distributions were developed for the following: 1. Number of students who drove in business and residential areas. 2. Number of students who drove on the various types of roadways: a. Freeway entrance ramps. b. Freeway exit ramps. c. Freeways. d. State highways. 32 d. State highways. e. Rural roads. Number of students who drove when an adverse driving condition existed: a. Rain. b. Fog. c. Darkness. 4. Number of students who drove on a trip. 5. Number of students who drove indowntown Lansing or Jackson. 6. Person with whom the student did most of his driving. 7. Number of students who felt parents or guardians were willing to let them drive. 8. Attitudes of students toward the thirty-day interim period. 9. Number of students who felt that parents, guardians , or adults instructed them in the same manner they were taught in driver education. 10. Attitude of students about having a parent, guardian or adult in the car. 11. Number of students who believed that parents, guardians or adults provided assistance. 12 . Problems encountered by the student while driving during the interim, period and in driver education. 33 The Pearson Product Moment for Correlation was employed to determine the nature of relationship of items one through three mentioned under the topic of Research Questions to be Answered at the beginning of this chapter. The test for analysis of variance was utilized to deter­ mine the relationship of items four through nine in the section mentioned. For statistical analysis of the data for significance of relationship, the .05 level was used. Also, a table for each of these was developed to illustrate the amount of relationship existing. Summary In this chapter the research questions to be answered, sample selection, method of selection, develop­ ment of the instrument, and treatment of the data were presented. In the following chapter the analysis of the data may be found. CHAPTER IV ANALYSIS OF THE DATA Introduction In the preceding chapter the design and methodo­ logy of the study was presented. analysis of the data may be found. into three sections: In this chapter the The chapter is divided pertinent information from inter­ viewee, descriptive analysis of driving experience during the interim period and in driver education# and a statis­ tical analysis of relationships. Pertinent Information from Interviewee This section is concerned with the following: A. Driver education programs for guardians or parents. B. Opinions of the youth on the effect of having an older sibling driving and the willingness of his parents or guardians to let him drive. C. The difference between the car used in interim period and the one employed in driver education. 34 the 35 D. Amount of driving done with mother, father, female guardian, male guardian or other adult. Driver Education Program Data from the sample indicated that 22.22 per cent of the parents or guardians were contacted by the driver education teacherexplaining how they could use the interim period to develop the youth into a more competent driver. The means by which this was done are described in Table 4.1. The most common method employed was a letter sent by the driver education teacher to the parents. Fourteen and forty-four hundreds per cent were contacted by this method. The other means used were by phone or through driver education programs conducted for parents. TABLE 4.1.— Method of Contacting Parents* by Driver Education Teachers to Explain Interim Period. Method Number of Parents* From Sample Per cent of Sample** Letters 26 14.44 Program 13 7. 22 1 56 Phone ‘Parents, guardians or adults **Sample of 180 36 Effect of Older Sibling It was revealed from the data that 31.11 per cent of the youth were of the opinion that having an older sibling driving in the family played a role in the amount of experience they received during the interim period. This information is presented in Table 4.2. TABLE 4.2.--Opinion of Youth as to whether the Driving Experience They Received in the Interim Period was Effected by Having an Older Sibling Driving. Number of Parents* From Sample Per cent of S amp le * * Parents more Willing 40 22.22 Not as Willing 16 8.89 Total 56 31.11 Method ‘Parents, guardians or adults. **Saraple of 180. Car Used The data as denoted in Table 4.3 indicated that 47.22 per cent of the youth stated that the car available to drive during the thirty-day interim time was different from the one used in driver education and these differ­ ences created problems for them. The data indicated: 37 1. Six and sixty-seven hundreds per cent of the youth stated the car at home was smaller. 2. Eight and thirty-three hundreds per cent indicated the car was larger than the one used in driver education. 3. Nineteen and forty-four hundreds per cent revealed the car at home had a stick shift. 4. Eleven and sixty-seven hundreds per cent of the youth denoted that the car driven during the interim period lacked power equipment. TABLE 4.3.--Features of Cars at Residence Compared to Driver Education Cars. Item Differing Number of Youth From Sample* Per cent of Sample* Smaller Than 12 6.67 Larger Than 15 8.33 Standard Shift 35 19. 44 Lacked Power Equipment 21 11.67 Other 2 1. 11 Total 85 47.22 *Sample of 180. 38 Amount of Driving with Adult Presented in this section are the data concerning the amount of driving the youth did with (2) the father, (3) female guardians, and (5) other adults. (1) the mother, (4) male guardians, Also, data concerning why the youth believed he drove with one parent more than the other is specified. These data are presented in Figures 4.1 through 4.3 and in Table 4.4. From the sample data about driving with parents in Figure 4.1, it was revealed that: 1. During the interim period 20.00 per cent of the youth drove with the mother from 0-10 per cent of the time, while 32.22 per cent of the youth specified they drove with the father. 2. The data showed that 13.89 per cent of the youth drove with the mother 41-50 per cent during the interim period, and 12.2 2 per cent responded they drove with the father. 3. In the driving range of 71-80 per cent, 15.56 per cent of the youth indicated they drove with the mother, and 3.33 per cent indicated they drove with the father. 4. For those youth driving almost totally with the mother or father, it was denoted that in the limit of 91-100 per cent of the driving, 16.67 per cent drove with the 100 Mother Q| Father (N CN Number of Youth m o (N ID in CD 04 m OP CD p* * oo oo OP CM CM « e'­ er* 180 160 Number of Youth 140 120 100 80 60 40 20 dP <*> 20 30 dP - 0 50 90 Per Cent Figure 4.3.— Distribution of driving for youth done with other adults. 43 3. For those youth who drove 30 per cent of the time during the interim with an adult, .56 per cent responded. 4. Of the youth who drove 50 per cent with an adult, 1.11 per cent of the sample answered. 5. Less than 1 per cent (.56) denoted they drove with an adult 90 per cent of the time during the interim period. Presented in Table 4.4 are the data relative to opinions of the youth as to why they drove with one parent more than the other. 1. The data indicated: Thirty per cent of the youth were of the opinion that the mother was available more often. 2. Six and sixty-seven hundreds per cent thought their mother was too nervous to let them drive during this time. 3. Six and eleven hundreds per cent indicated their mothers did not drive. 4. Ten per cent of the sample stated their fathers were always working. 5. Five and fifty-six hundreds per cent of the youth indicated they thought their father was more interested. 44 TABLE 4.4.— Opinion of Youth as to Why They Drove with one Parent More than Another. Opinion Number of Youth From Sample* Per cent of S ample * 54 30.00 7 3.89 Mother Too Nervous 12 6.67 Mother Does Not Drive 11 6.11 Father Always Working 18 10.00 Father More Interested 10 5.56 Father Available More 9 5.00 Father Does Not Like It 4 2.22 Other 10 5.56 Total 135 75.01 Mother Available More Mother Easier to Drive With *Sample of 180. Descriptive Analysis of Driving Experience The emphasis of this section is on the driving experience the youth obtained during the thirty-day interim period and the behind-the-wheel experience the youth acquired while in driver education. Freeways In this section are contained the data concerning freeway driving experience. Presented are (1) percentage 45 of youth who drove on a freeway; (3) estimate of total time; entrance ramp; (2) number of occurrences; (4) driving on freeway via an (5) leaving the freeway via an exit ramp; (6) freeway driving while the weather was rainy; way driving while the weather was foggy; freeway while it was dark; maximum posted speed limit; (7) free­ {8) driving on a (9) freeway driving at the (10) per cent of youth who preferred having a parent, guardian or adult in the car; (11) categories where youth obtained assistance; categories where youth had problems; (12) (13) continuous free­ way driving without a break; and (14) number of youth who thought the instruction in driver education was adequate. These data are presented in Tables 4.5 through 4.11 and Figures 4.4 through 4.12. Presented in Table 4.5 are the data relative to the percentage of youth who drove on freeways during the interim period and during driver education. The data secured from the sample indicated: 1. During the interim period, 31.67 per cent of the youth did not drive on a freeway. Of these individuals, 1.6 7 per cent did not possess a validated driver education certi­ ficate or a temporary instruction permit. Of the remaining 30 per cent of the youth who did not drive on this type of roadway during the thirty-day period who were licensed, they specified that the reason they did not was because their parents saw no need. 46 TABLE 4.5.— Youth Freeway Driving. Number of Youth From Sample For Interim Period Per cent of Sample* 3 1.67 Drove On A Freeway 123 Did Not Drive On A Freeway 54 Response Lacked Proper Permit Number of Youth From Sample For Driver Education Per cent of Sample* 68.23 178 98. 89 30. 00 2 1.11 *Sample of 180. 2. From those interviewed, the data indicated that 1.11 per cent of them did not drive on a freeway while in driver education. 3. The 1.11 per cent of the youth who responded negatively when asked if they drove on a freeway while in driver education disclosed that the teacher would not let them. In Figure 4.4 are presented data concerning the number of times that youth drove on freeways. The data revealed: 1. For youth driving during the thirty-day interim period, 55.55 per cent drove from 1-5 times. 100 ‘Parents, Guardians, or Adults Driver Education 3.56 1.78 Per Cent Mean; Interim Period Driver Education 30 20 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 Number of Occurrences Figure 4.4.— Total freeway driving occurrences for youth with parents* as compared to driver education. 48 2. The range from 6-10 occurrences had 6.11 per cent of the youth, and above 10 occur­ rences had 6.6 7 per cent. 3. For the range of driving occurrences 1-5 during driver education, 97.22 per cent were within this limit, and for 6-10 occurrences 1.67 per cent. 4. The mean for occurrences during the interim period was 3.56, and the mean for this dur­ ing driver education was 1.78.* The data relative to the estimate of total time, as measured in hours, are presented in Figure 4.5. The data secured indicated: 1. For the interim period, 51.11 per cent of the youth revealed they drove on a freeway for less than an hour. 2. One and eleven hundreds per cent of the sample estimated 1-2 hours driving in this period.** 3. For 2-3 hours total driving time in the interim period, 8.34 per cent of the youth logged this much driving time. *~ *The reader should be cautioned that the means may be skewed because of some high occurrences. This may occur throughout the study. **Estimate of time was plotted using continuous limits. For example, in the limit of 1-2 hours, any youth who drove more than one hour and up to 2 hours would be included. This method was employed throughout the study. 100 90 ♦Parents, Guardians, or Adults Driver Education Mean: Interim Period Driver Education 3.67 1.67 Per Cent 60 40 20 10 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 Hours Figure 4.5.— Estimate of total time driving on a freeway for youth with parents* as compared to driver education. 50 4. The data indicated that 13.89 per cent of the youth drove for more than 3 hours during the thirty-day interim period. 5. In the estimate of total time driving on a freeway in driver education, 70.45 per cent drove from 0-1 hour. 6. Twenty-three and thirty-three hundreds per cent of the sample drove during driver education 1-2 hours. 7. Of those youth interviewed, 3.89 per cent reported they drove while in driver education on freeways 2-3 hours. 8. Two and twenty-three hundreds per cent of the interviewees drove in driver education on freeways above 3 hours. 9. The mean for the estimate of total time for the interim period was 3.67 hours, and for driver education it was 1.67 hours. Presented in Figure 4.6 are the data relative to the number of occurrences that a youth drove on a freeway via an entrance ramp during the thirty-day period and during driver education. 1. The data denoted: Of those youth interviewed, 3 2.22 per cent reported they did not drive onto a freeway via an entrance ramp during the interim period. 100 Parents, Guardians, or Adults Driver Education 4.19 2.71 50 Per Cent Mean: Interim Period Driver Education 20 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 Number of Occurrences Figure 4.6.— Freeway driving via entrance ramp for youth with parents* as compared to driver education. 52 2. For youth during the interim period, 44.45 per cent drove onto a freeway 1-5 times. 3. For 6-10 occurrences driving on a freeway via an entrance ramp, 15 per cent of the youth responded. 4. Eight and thirty-three hundreds per cent of the youth were encompassed in 10 or more occurrences for driving on a freeway via an entrance ramp during the interim period. 5. During driver education for the experience of entering a freeway via an entrance ramp, 2.7 8 per cent of the youth lacked this experience. 6. The driver education experience for this situation in the 1-5 occurrence limit was 87.78. 7. Nine and forty-four hundreds per cent of the youth indicated that while in driver educa­ tion they drove onto a freeway 6-10 times. 8. The mean for driving occurrences on a freeway via the entrance ramp during the thirty-day interim period was 4.19, and 2.71 during driver education. Represented in Figure 4.7 are the data pertaining to the total occurrences that youth left a freeway via an exit ramp during the interim period and in driver education. These data revealed: 100 ‘Parents, Guardians, or Adults Driver Education Mean: Interim Period 4.20 Driver Education 2.73 Per Cent 60 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 Number of Occurrences Figure 4.7.— Freeway driving via exit ramps for youth with parents* compared to driver education. 54 1. The data showed that 32.22 per cent of the interviewees did not leave a freeway via an exit ramp during the interim period. 2. During the interim period 44.45 per cent of the sample left a freeway by way of an exit ramp 1-5 times. 3. In the 6-10 occurrences for the interim period, 14.44 per cent of the interviewees were involved. 4. For exiting more than 10 times, 8.89 per cent indicated they did so during the interim period. 5. During driver education 1.11 per cent of the youth did not leave a freeway via an exit ramp. 6. while in driver education, 89.45 per cent were within the limit of 1-5 occurrences. 7. For the range of 6-10 occurrences in driver education, 9.44 per cent of the youth responded, 8. The mean for freeway driving occurrences via exit ramps during the interim period was 4.20; 2.7 3 was the mean of driving occurrences during driver education. Presented in Figure 4.8 are the data relative to the per cent of youth who drove on a freeway when rainy weather conditions existed. The data secured indicated; 100 90 *Parents, Guardians, or Adults Driver Education 80 Mean: Interim Period Driver Education 70 50 Per Cent 60 40 30 20 10 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Number of Occurrences Figure 4.8.— Freeway driving occurrences while raining for youth with parents* as compared to driver education. 56 1. During the interim period 72.22 per cent of the sample did not drive on a freeway when rain was present. 2. Twenty and seventy-eight hundreds per cent of the youth were encompassed in 1-2 driving occurrences when the weather was rainy. 3. Only 5.00 per cent of the sample drove on freeways during this time more than 2 times when it was raining. 4. The data showed that 8 3.33 per cent of the sample never drove on this type of roadway when rainy weather conditions existed while in driver education. 5. In the number of occurrences during driver education from 1-2, 16.11 per cent of the youth drove this amount. 6. The means for driving occurrences on freeways while the weather was rainy during the interim period was .49, and .19 during driver education. In Figure 4.9 are presented the data concerning the number of driving occurrences the youth had on freeways with foggy weather conditions existing. These data indicated: 1. Ninety-one and sixty-seven hundreds per cent of the youth did not drive in fog during the interim period on this type of roadway. 100 90 *Parentsf Guardians, or Adults Driver Education 80 Mean: Interim Period .14 Driver Education .04 70 60 50 40 Ul 30 20 10 1 1 2 r 3 4 5 6 7 8 9 Number of Occurrences _ 4 ure 4.9.— Freeway driving occurrences while foggy for youth with parents* as compared to driver education. 58 2. During driver education 95.56 per cent of the youth did not drive on freeways when foggy weather conditions existed. 3. The means for driving occurrences on this type of roadway while fog existed was .14 for the interim period and .04 for driver education. Figure 4.10 depicts the data relative to number of times youth drove on freeways when darkness was present during the interim period and during driver education. The data obtained indicated: 1. During the interim period 69.44 per cent of the sample did not drive on a freeway with this condition present. 2. Twenty-seven and seventy-eight per cent of the individuals were within the 1-5 limit during the interim period. 3. No youth drove on a freeway more than 10 times during this period when it was dark. 4. During driver education .56 per cent of the sample responded that they drove on a free­ way while it was dark, 5. The means for driving occurrences on freeways when darkness existed was .72 for the thirtyday period and .02 for driver education. The data from the sample in Table 4.6 concerns the reasons youth were not permitted to drive the maximum speed 100 *Parents, Guardians, or Adults Driver Education 72 Per Cent Mean: Interim Period Driver Education 1— 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Number of Occurrences Figure 4.10.— Freeway driving occurrences while dark for youth with parents* as compared to driver education. TABLE 4.6.— Reasons Why Youth were not Allowed to Drive Maximum Speed Limit on a Freeway. Thirty-Day Interim Period Responses Told to drive slower and no reason given why Number of Youth From Sample* Per cent of Sample* Driver Education Responses Number of Youth From Sample* Per cent of Sample* 12 6.67 Teacher not sure of students 19 10.56 1.67 Teacher wanted students to drive slower only at night Only at night had to drive slower .56 Drive slower to be safe Total 15 8.34 1.67 23 12.79 61 limit in either the interim period or in driver education. The data revealed: 1. During the interim period 91.67 per cent of the youth were permitted to drive the maximum speed limit on freeways. 2. Six and sixty-seven hundreds per cent of the youth were not able to give a reason why they were not permitted to drive the maximum posted speed limit during this time. 3. At night, 1.67 per cent of the youth had to drive slower during the interim period. 4. Of those youth interviewed, 87.21 per cent replied they were allowed to drive the maximum speed limit during driver education. 5. Ten and fifty-six hundreds per cent responded that the reason they could not do this during driver education was because the teacher was not sure of the students. 6. During driver education 1.67 per cent of the youth were told by the teacher to drive slower to be safe. Presented in Figure 4.11 are the data relative to the per cent of youth who preferred having a parent, guardian or licensed adult in the car with them during the thirty-day interim period while driving on a freeway. These data indicated: 100 Q Preferred | |Did not Prefer iSlNo Preference ♦Parents, Guardians, or Adults Number of Youth <*> m o VO in IN 60 « cn 50 dP in in a 40 o CN 30 20 10 & ire 4.18.— Feelings of youth about having parents, guardians, or adults in the car during interim period while driving on state highways. CO 85 TABLE 4.15.— Categories of Driving Experiences where Youth Obtained Assistance on State Highway Driving During Interim Period. Categories Number of Youth From Sample* Passing 9 Turns Lane Changing 3 Per cent of Sample* 6 5. 00 1.67 3.33 3 1.67 27. 22 7. 22 Other 49 13 18 10. 00 Total 101 56.11 Too Close to Other Cars General Driving Assistance Night Driving *Sample of 180. 3. For passing other vehicles, 5.00 per cent of the youth indicated that they received help in doing this task. 4. Three and thirty-three hundreds per cent of the interviewees revealed that they needed assistance from the adult in the car while lane changing. 5. While driving at night 7.22 per cent reported they secured help during this time. Presented in Tables 4.16 and 4.17 are the data relative to the per cent of youth who experienced problems 86 TABLE 4.16.— Driving Experiences where Youth had Problems while Driving on State Highways During Interim Period. Thirty-Day Interim Period Problem Categories Number of Youth From Sample* 3 5 7 2 3 1.67 2. 78 3.89 20 11.11 Passing Lane Positioning Stick Shift Maintaining Speed Other Total Per cent of Sample* 1.11 1.67 *Sample of 180. TABLE 4. 17.--Driving Experiences where Youth had Problems while Driving on State Highways During Driver Education. Driver Education Problem Categories Number of Youth From Sample* Per cent of Sample* 5 5 Passing Lane Changing Maintaining Proper Lane When to Slow Down for Turns 3 2. 78 2.78 1.67 3 1.67 Other 6 3.33 Total 22 12.22 *Sample of 180. 87 while driving on state highways during the interim period and during driver education. 1. These data showed: Of those youth interviewed, 70.00 per cent declared that they had no difficulty while driving on this type of road during the interim period. 2. For the 1.11 per cent of youth that had problems, 2.78 per cent had difficulty positioning the car in the proper lane. 3. Three and eighty-nine hundreds per cent had problems driving a manual shift car on a state highway during the interim period. 4. During driver education 68.33 per cent indicated they had not experienced any difficulty driving on state highways. 5. Of the 12.2 2 per cent of the youth who had difficulty during driver education, 2.78 per cent had problems passing other vehicles. 6. Two and seventy-eight hundreds per cent of the interviewees had problems lane changing during driver education on state highways. In Tables 4.18 and 4.19 are the data concerning the opinion of youth as to why they thought driver educa­ tion instruction on state highways was adequate or not. The data showed: 1. Of those youth interviewed, 61.66 per cent thought the instruction was adequate. 88 TABLE 4.18.— Response of Youth as to Why Driver Education Preparation on State Highways was Adequate. Response Number of Youth From Sample* Per cent of Sample* Enough Time 54 Instruction Good 29 13 7 30.00 16.11 7.22 3. 89 8 4. 44 111 61. 66 Experience Good Not a Complicated TAsk No Reason Total ♦Sample of 18 0. TABLE 4.19.— Response of Youth as to Why Driver Education Preparation on State Highways was Not Adequate. Response Not Enough Time Number of Youth From Sample* 28 Per cent of Sample* 15.56 1.67 Need Night Driving Not True Representation 3 2 Not Enough Passing 1 1.11 .56 34 18.90 Total ♦Sample of 180. 89 2. For the youth who responded that driver education was adequate, 30.00 per cent believed the amount of time spent on state highway driving was sufficient. 3. Sixteen and eleven hundreds per cent of the individuals were of the opinion that the instruction by the teacher was good. 4. Of the youth responding that driver education was adequate, 7.22 per cent thought the experience on state highways was good. 5. Three and eighty-nine hundreds per cent thought the task of driving on state highways was not complicated. 6. For the 18.90 per cent of the youth that were of the opinion that the instruction was not adequate, 15.56 per cent thought the time spent on state highways was too short. Rural Roads This section is comprised of data pertaining to rural road driving experience. Presented are (1) the per cent of youth who drove on a rural road; (2) number of occurrences; (4) driving on a (3) estimate of total time; rural road while the weather was rainy; driving while fog existed; while it was dark; (5) rural road (6) driving on this type of road (7) per cent of youth who preferred having a parent, guardian or adult in the car; gories where youth obtained assistance; (8) cate­ (9) categories 90 where youth had problems; and (10) number of youth who thought the instruction in driver education was adequate. The data are presented in Tables 4.20 through 4.25 and in Figures 4.19 through 4.24. Presented in Table 4.2 0 are the data relative to the percentage of youth who drove on rural roads during the thirty-day interim period and during driver education. The data secured from the sample indicated: 1. During the interim period 16.67 per cent of the youth lacked the experience of driving on a rural road, 1.6 7 per cent of these individuals did not have a validated driver education certificate or a temporary instruc­ tion permit. Of the remaining 15.00 per cent who had a valid permit and did not drive on this type of road during this period, they stated their parents saw no need. 2, The sample data revealed that 13.89 per cent of the youth in driver education did not receive any driving experience on rural roads. These individuals attributed this to the teacher's lack of instruction. In Figure 4.19 are presented data concerning the number of occurrences that youth drove on rural roads. The data revealed: 1. For youth driving during the interim period, 36.11 per cent drove from 1-5 occurrences. 91 TABLE 4.20 .— Rural Road Driving for Youth. Response Number of Youth From Sample for Interim Period Lacked Proper Permit Drove On a Rural Road Did Not Drive On a Rural Road Per cent of Sample* Number of Youth From Sample for Driver Education Per cent of Sample* 3 1.67 150 83. 33 155 86.11 27 15.00 25 13.89 ♦Sample of 180. 2. For the limit of 6-10 occurrences they had 22.78 per cent, and the remainder of youth were dispersed to a high of 8 0 occurrences in which .56 per cent were in this category. 3. For the range of driving occurrences 1-5 during driver education, 79.44 per cent were within this limit. 4. Six and eleven hundreds per cent of the youth drove 6-10 times during driver education, and .56 per cent drove a high of 12 occurrences on a rural road. 100 80 ♦Parents, Guardians, or Adults Driver Education Mean: Interim Period 10,54 Driver Education 2.01 60 Per Cent 70 30 10 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 and Number of Occurrences Figure 4.19 .— Total rural driving occurrences for youth with parents* as compared to driver education. 93 5. The mean for driving occurrences on rural roads during the interim time was 10.54 and during driver education it was 2.01. The data relative to the estimate of total time, as measured in hours, are presented in Figure 4.20. The data indicated: 1. For the interim period, 41.11 per cent of the youth revealed they drove on a rural road for less than an hour. 2. Seventeen and twenty-two hundreds per cent of the sample estimated 1-2 hours driving in this period. 3. For 2-3 total hours driving time in the interim period, 12.78 per cent of the inter­ viewees logged this much driving time on rural roads. 4. The remainder of the sample was scattered with .56 per cent of the youth stating they drove on this type of road for approximately 50 hours during this time. 5. The estimate of total time driving on rural roads while in driver education for the range of 0-1 hour was 61.67 per cent. 6. Twelve and eleven hundreds per cent of the sample drove during driver education 1-2 hours. 7. Of those youth interviewed, 7.22 per cent indicated they drove for 2-3 hours. 100 90 80 ♦Parents, 70 Guardians, or Adults Cent Driver Education Mean: Interim Period Driver Education 4.23 Per 50 40 30 20 10 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 and over Hours Figure 4.20.— Estimate of total time driving on rural roads for youth with parents* as compared to driver education. 95 8. One and eleven hundreds per cent of the interviewees indicated they drove for 4-5 hours on this classification of roadway. 9. The means for the estimate of total time for the thirty-day period was 4.2 3 hours and for driver education .89 hours. Represented in Figure 4.21 are the data pertaining to the per cent of youth who drove on a rural road when rainy weather conditions existed. The data secured indicated: 1. For the interim period 58.89 per cent of the youth never drove on this type of road when rain was present. 2. Forty per cent of the sample drove from 1-5 times on a rural road while it was raining. 3. The data indicated that 93.33 per cent of the youth in driver education lacked this experience. 4. Six and eleven hundreds per cent alleged they drove on a rural road once when the weather was rainy. 5. The means for driving occurrences on rural roads when rain existed was .91 for the interim period and .12 for driver education. In Figure 4.22 are presented the data concerning the number of driving occurrences the youth had on rural 100 80 *Parents, Guardians, or Adults 70 Cent Driver Education ,91 .12 Per Mean: Interim Period Driver Education 30 10 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 Number of Occurrences Figure 4,21.— Rural road driving while raining for youth with parents* as compared to driver education. 97 100 90 ‘Parents, Guardians, or Adults 80 Driver Education Per Cent 70 Mean: Interim Period Driver Education 60 .34 .01 50 40 30 20 10 0 1 2 5 6 7 8 9 3 4 Number of Occurrences 10 Figure 4.22.— Rural road driving while foggy for youth with parents* as compared to driver education. 98 roads with foggy weather conditions existing. These data indicated: 1. During the interim period 83.33 per cent of the sample responded negatively to having had any driving experience when fog was present on a rural road. 2. All of the youth were within the limit of six driving occurrences when this condition existed on rural roads. 3. In driver education, 99.44 per cent of the interviewees never obtained any experience on this type of road when fog was present. 4. Less than 1 per cent (.56) drove once with this condition present. 5. The means for driving occurrences on rural roads with fog present was .34 for the interim period and .01 for driver education. Figure 4.2 3 depicts the data relative to the number of times youth drove on rural roads when darkness was existing during the interim period and during driver education. 1. The data obtained indicated: Fifty-one and sixty-seven hundreds per cent of the sample did not drive on a rural road when darkness was present in the interim period. 100 80 ♦Parents, Guardians, or Adults Per Cent Driver Education Mean: - Interim Period Driver Education 50 1.84 40 10 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 over Number of Occurrences Figure 4.23.— Rural road driving while dark for youth with parents* as compared to driver education. 100 2. For the range of driving occurrences from 1-5, 38.89 per cent of the individuals drove on this road in darkness. 3. Of the youth interviewed, 8.33 per cent responded that they drove with this condi­ tion present on rural roads during the interim time. 4. During driver education 98.89 per cent of the sample indicated that they did not drive on this type of road when it was dark. 5. Only 1.11 per cent responded positively for one driving occurrence while in driver education. 6. For driving occurrences when it was dark, the means were 1.84 for the interim period and .01 for driver education. The data presented in Figure 4.24 concerns the per cent of youth who preferred having a parent, guardian or licensed adult in the car with them during the thirty-day interim period while driving on rural roads. These data indicated: 1. Fifty per cent of the youth revealed that they preferred having a parent, guardian or licensed adult in the car with them. 2. For this same period,30.67 per cent did not care for this. 100 90 80 50.00% Q Preferred |~1 not Prefer No Preference ‘Parents, Guardians, or Adults 70 60 50 <#> r- 40 101 « o CO dP CO CO 30 ft CO 20 2 10 4.24.— Feelings of youth about having parents* in car during interim period while driving on rural roads. 102 3. Nineteen and thirty-three hundreds per cent of the youth had no preference. In Table 4.21 are presented the data concerning the categories where youth obtained assistance on rural road driving during the interim period. 1. The data indicated: Fifty-two and seventy-eight hundreds per cent of the youth indicated they received assistance while driving on this classification of roadway. 2. Twenty-two and twenty-two hundreds per cent responded that the assistance was general in nature. 3. For driving too fast on rural roads, 3.89 per cent of the youth indicated they had difficulty here. 4. Seven and twenty-two hundreds per cent of the sample revealed they need assistance when driving at night on rural roads. 5. For allowing for road conditions, 3.8 9 per cent stated they received help in doing this. Presented in Tables 4.22 and 4.23 are the data relative to the per cent of youth who experienced diffi­ culty while driving on rural roads during the interim period and during driver education. 1. These data showed: Of those youth interviewed, 67.22 per cent declared that they had no problem while driving on this type of road during the interim period. 103 TABLE 4.21.— Categories of Driving Experiences where Youth Obtained Assistance on Rural Roads During Interim Period. Categories Driving Too Fast General Driving Assistance Allowing for Road Conditions Intersections Number of Youth From Sample* Per cent of Sample* 7 3. 89 48 26. 67 7 3. 89 2.78 5 13 3 7.22 1.67 4 2.22 Stick Shift 2 Other 6 1.11 3.33 Total 95 52.78 Night Driving Pedestrians Passing Other Cars *Sample of 180. TABLE 4.22.--Driving Experiences where Youth Had Problems While Driving on Rural Roads During Interim Period. Thirty-Day Interim Period Problem Categories Number of Youth From Sample* Per cent of Sample* Adjusting to Narrow Roads 3 Night Driving Adjusting to Gravel Maintaining Proper Lane 9 5 9 3 1.67 5.00 1.67 29 16.12 Approaching Cars Total *Sample of 180. 2.78 5. 00 104 TABLE 4.23.— Driving Experiences where Youth Had Problems While Driving on Rural Roads During Driver Education. Driver Education Problem Categories Steering Maintaining Proper Lane Farm Equipment Number of Youth From Sample* Per cent of Sample* 7 Turns Hills 3 2 Other 5 3.89 5. 56 1.11 1.67 1.11 2.78 Total 29 16.12 10 2 ♦Sample of 18 0. 2. For the 16.12 per cent who had problems, 5.00 per cent had difficulty maintaining proper lane position. 3. Five per cent of the youth during the interim period had problems driving at night. 4. During the interim time 2.78 per cent had difficulty adjusting to driving on gravel. 5. For those youth in driver education, 6 9.44 per cent indicated they had not experienced any difficulty on rural roads. 6. Of the 16.12 per cent who had problems during driver education, 5.56 per cent had difficulty maintaining proper lane position. 105 7. Three and eighty-nine hundreds per cent had difficulty steering on rural roads during driver education. In Tables 4.2 4 and 4.25 are the data concerning the opinion of youth as to whether driver education pre-'paration on rural roads was adequate or not. The data indicated: 1. Of those youth interviewed, 75.00 per cent thought the instruction was adequate. 2. For the youth who responded positively, 28.33 per cent believed that rural road driving was not a complicated task. 3. Sixteen and eleven hundreds per cent of the youth were of the opinion that the instruction was g o o d . 4. Of the youth indicating the driver education instruction was adequate, 25.56 per cent thought enough time was spent driving on rural roads. 5. For the 11.11 per cent of the youth that were of the opinion that the instruction was not adequate, 9.44 per cent thought the time spent on rural roads was too short. 6. One and eleven hundreds per cent thought night driving on rural roads should be taught. 106 TABLE 4.24.--Responses of Youth as to Why Driver Education Preparation on Rural Roads was Adequate. Adequate Preparation Number of Youth From Sample* Response Not a Complicated Task Instruction Good Experience Good Enough Time No Reason Total 51 29 Per cent of Sample* 28. 33 4 16.11 2.22 46 5 25.56 2 .78 135 75.00 *Sample of 180. TABLE 4.25.— Responses of Youth as to Why Driver Education Preparation on Rural Roads was Not Adequate. Not Adequate Preparation Response Not Enough Time No Night Driving Teacher No Help Total *Sample of 180. Number of Youth From Sample* Per cent of Sample* 17 9.44 2 1 1.11 .56 20 11.11 107 Residential Areas In this section are embodied the data relative to residential area driving experience. Represented are (1) the per cent of youth who drove in this type of area; number of occurrences; (3) estimate of total time; (2) (4) residential area driving while the weather was rainy; (5) driving while it was foggy; (6) residential area driving while darkness was present; (7) per cent of youth who preferred having a parent, guardian or licensed adult in the car; (8) categories where youth obtained assistance; (9) categories where youth had problems; and (10) number of youth who thought the instruction in driver education was adequate. These data are presented in Tables 4.26 through 4.31 and Figures 4.2 5 through 4.30. Presented in Table 4.26 are the data relative to the per cent of youth who drove in residential areas during the interim period and during driver education. The data secured from the sample indicated: 1. For the thirty-day interim period 8.34 per cent of the individuals interviewed lacked experience driving in this type of area; 1.67 per cent did not possess a validated driver education certificate or a temporary instruction permit. Of the remaining 6.6 7 per cent of the sample who did not drive in a residential area during the interim period, who were licensed f they specified that the 108 TABLE 4.26.--Youth Driving in Residential Area. Number of Youth from Sample for Interim Period Per cent of Sample* 3 1.67 Drove in Area 16 5 Did Not Drive In Area 12 Response Lacked Proper Permit Number of Youth from Sample for Driver Education Per cent of Sample* 91.67 165 91.67 6.67 15 8. 33 ♦Sample of 180. reason they did not was because their parents saw no need. 2. The sample data revealed that 8.33 per cent of the youth in driver education did not drive in this type of area. 3. The 8.33 per cent who responded negatively as to having driven in a residential area during driver education attributed this to the teacher's lack of instruction. In Figure 4.25 are presented data concerning the number of times that youth drove in residential areas. The data revealed: 1. For youth driving during the interim period, 38.88 per cent drove from 1-5 occurrences. 100 ♦Parents, Guardians, or Adults 70 Driver Education 11.80 2.18 109 Per Cent Mean: Interim Period Driver Education 40 30 20 10 ^ / \ / \ 0 5 10 15 20 25 30 35 40 45 50 55 Number of Occurrences Figure 4.25.— Total driving occurrences in a residential area of youth with parents* as compared to driver education. 110 2. The range of 6-10 occurrences had 18.89 per cent of the youth who had driven in this type of area. 3. For the range of driving occurrences 11-15, 8.33 per cent of the sample drove. 4. Of the youth driving during the interim period, 10.56 per cent drove from 16-20 times in a residential area. 5. Thirteen and thirty-four hundreds per cent drove during this time 21-25 times. 6. During the thirty-day interim period 12.22 per cent drove in a residential area more than 25 times. 7. While in driver education, 84.45 per cent of the interviewees drove in this type of area 1-5 times. 8. For the range of driving occurrences 6-10 during driver education, 7.22 per cent were within this limit. 9. The means for total driving occurrences in a residential area were 11.8 0 for the interim period and 2.18 for driver education. The data relative to the estimate of total time are presented in Figure 4.26. 1. The data secured indicated: For the thirty-day interim period, 46.67 per cent drove in a residential area for less than an hour. 100 90 ♦Parents, Guardians, or Adults 80 Driver Education Cent 60 Per 70 50 Mean: Interim Period Driver Education 3.38 Ill 40 30 20 10 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 and over Hours Figure 4.26.— Estimate of total time driving in residential areas for youth with parents* as compared to driver education. 112 2- Seventeen and seventy-seven hundreds per cent of the sample estimated 1-2 hours driving in this period. 3. For 2-3 hours total driving time in the interim, 7.78 per cent of the youth obtained this much time driving. 4. The data indicated that 12.2 2 per cent of the youth drove from 3-4 hours during this period of time in a residential area. 5. For the interim period, 15.56 per cent of the interviewees drove for more than a total of 4 hours in this type of area. 6. In the estimate of total time driving in a residential area while in driver education, 83.39 per cent drove less than an hour. 7. Only 1.11 per cent of the sample drove 1-2 hours during driver education in this type of area. 8. Of those youth interviewed, 3,89 per cent reported that they drove, while in driver education, from 2-3 hours. 9. One and eleven hundreds per cent of the inter­ viewees drove in driver education in a residential area above 3 hours. 10. The means for estimate of total time were 3.38 hours for the interim period and .75 hours for driver education. 113 Presented in Figure 4.2 7 are the data relative to the number of occurrences youth drove in a residential area when rainy weather conditions existed. The data denoted: 1. For youth during the interim period, 47.78 per cent never drove in this type of area when rain was present. 2. For 1-5 occurrences driving in a residential area while it was raining, 48.33 per cent of the youth responded. 3. Three and eighty-nine hundreds per cent indicated they had driven in this area when rainy weather existed more than 5 times. 4. The driver education experience for this situation revealed that 8 3.33 per cent of the youth lacked any driving. 5. While in driver education, 11.67 per cent of the youth had experienced driving in the rain in a residential area once. 6. The means for driving on this type of area when rainy weather existed were 1.21 for the interim time and .12 for driver education. Depicted in Figure 4.2 8 are the data pertaining to the total occurrences that youth drove in a residential area when foggy weather was present. indicated: The data secured 114 100 90 *Parents, Guardians or Adults Driver Education 80 Mean: Interim Period Driver Education 70 1 . 21 . 12 Per Cent 60 50 40 30 20 10 0 1 2 8 9 7 3 4 5 6 Number of Occurrences 10 11 Figure 4.27.— Residential driving while raining for youth with parents* as compared to driver education. 115 100 90 *Parents, Guardians, or Adults 80 Driver Education Mean: Interim Period .10 Driver Education .01 70 c <1) o 60 50 40 30 20 10 0 1 7 8 3 4 5 6 Number of Occurrences 2 9 10 Figure 2.28.— Residential driving while foggy for youth with parents* as compared to driver education. 116 1. Ninety-one and sixty-seven hundreds per cent of the youth lacked the experience of driving in this type of area when fog was present during the interim period. 2. Of the individuals interviewed, 7.22 per cent specified that they had done so once. 3. Only 1.12 per cent of the youth drove in fog in a residential area during the interim period three times. 4. During driver education only 1.11 per cent of the sample had received any experience while driving in this area with fog existing. 5. The mean for driving occurrences in a resi­ dential area during the interim period with fog present was .10. The mean for this during driver education was .01. Presented in Figure 4.29 are the data relative to the per cent of youth who drove in a residential area when darkness was present during the interim period and during driver education. 1. These data revealed: Forty-six and eleven hundreds per cent of the youth never drove in this type of area when darkness existed in the thirty-day interim period. 2. During the interim period 40.00 per cent of the sample drove in a residential area 1-5 times when this condition existed. 100 90 80 ♦Parents, Guardians, or Adults 70 Driver Education Cent 60 Mean: Interim Period Driver Education Per 50 2.65 .00 117 40 30 20 10 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Number of Occurrences Figure 4,29.— Residential driving while dark for youth with parents* as compared to driver education. 118 3. Three and thirty-three hundreds per cent of the youth experienced this more than 10 times. 4. Of those youth interviewed, no one reported that he had ever driven in a residential area during driver education when darkness was present. 5. The mean for driving occurrences with darkness present in this type of area were 2.65 for the interim period; all youth lacked this experience in driver education. In Figure 4.30 are presented the data concerning the per cent of youth who preferred having a parent, guardian or adult in the car with them during the interim period. These data indicated: 1. Fifty-four and fifty-six hundreds per cent of the youth stated they preferred having one of these individuals in the car with them. 2. For the same question, 2 9.69 per cent responded negatively. 3. Fifteen and seventy-five hundreds per cent designated no preference. Presented in Table 4.2 7 are the data concerning the categories where youth obtained assistance in a resi­ dential area during the interim period. 1. The data indicated: Most of the youth, 63.89 per cent, obtained some assistance from the adult individual with whom they drove in residential areas. 100 Preferred 90 Q D i d not Prefer No Preference 80 70 29.69% 60 ‘Parents, Guardians, of Adults 50 119 40 30 20 10 -Feelings of youth about having parents* in the car during interim period while driving in residential areas. 120 TABLE 4.2 7.— Categories of Driving Experiences Where Youth Obtained Assistance in Residential Areas During Interim Period. Categories Number of Youth From Sample* Per cent of Sample* 63 20 35.00 General Driving Assistance Watching for Children Speed Too Fast Correct Position at Stop Signs Turns Parallel Parking 17 11.11 9.44 5 3 2.78 1.67 1.67 Other 3 4 2.22 Total 115 63.89 ♦Sample of 180. 2. Thirty-five per cent responded that the assistance was general in nature. 3. Of the youth interviewed, 11.11 per cent had difficulty seeing children in residential areas. 4. Nine and forty-four youth revealed hundreds per cent of the that they had a tendency to drive too fast in this area. 5. For the sample cent indicated that got assistance, 2.78 per they needed help when position­ ing to stop at a stop sign. 121 In Tables 4.28 and 4.29 are the data relative to categories where youth experienced problems while driving in a residential area during the interim time and during driver education. 1. The data revealed: Fourteen and forty-four hundreds per cent of the youth experienced some difficulty while driving in this type of area during the interim period. 2. Of those youth interviewed, 5.00 per cent had problems seeing children while driving during this period of time. 3. During driver education 2 0.00 per cent had difficulty driving in a residential area. 4. Three and thirty-three hundreds per cent in driver education had difficulty making turns in this area. 5. The sample data indicated that 5.00 per cent of the youth had problems seeing children while driving during driver education. Presented in Tables 4.30 and 4.31 are the data concerning the opinion of youth as to whether driver education preparation in residential areas was sufficient or not. The data indicated: 1. Of those youth interviewed, 72.22 per cent thought the instruction was adequate. 2. For the youth who responded that driver education was adequate, 42.22 per cent 122 TABLE 4.28.--Driving Experience Where Youth had Problems While Driving in Residential Areas During Interim Period. Thirty-Day Interim Period Problem Categories Children Bicycles Making Turns Lane Changes Parallel Parking Maneuvering Around Parked Cars Other Total Number of Youth From Sample* Per cent of Sample* 5. 00 9 4 2.22 4 2 2.22 1.11 2 1.11 3 1. 67 2 1.11 26 14.44 *Sample of 180. TABLE 4.29.— Driving Experience Where Youth Had Problems While Driving in Residential Areas During Driver Education. Driver Education Problem Categories Children Making Turns Seeing Traffic Signs Maneuvering Around Parked Cars Driving Speed Limit Lane Changes Dogs Watching for Ohter Cars Other Total Number of Youth From Sairple* 11 Per cent of Sample* 6 6.11 3. 33 3 1.67 4 2.22 3 2 1.67 3 1.11 1.11 1.11 1.67 36 20.00 2 2 123 TABLE 4.30.— Response of Youth as to Why Driver Education Preparation in Residential Areas was Adequate. Adequate Preparation Response Enough Time Instruction Good Experience Good Easy No Reason Not as Complicated as Freeway Driving Total Number of YOuth From Sample* Per cent of Sample* 76 27 4 14 13 42.22 15.00 2 .22 7.78 5 2.78 139 77. 22 7.22 *Sample of 180. TABLE 4.31.— Response of Youth as to Why Driver Education Preparation in Residential Areas was Not Adequate. Not Adequate Preparation Number of Youth From Sample* Per cent of Sample* Not Enough Time Difficult Area to Drive Poor Instruction 24 13. 32 1 1 .56 .56 Total 26 14. 44 Response *Sample of 180. 124 believed the amount of time spent driving in residential areas was sufficient. 3. Fifteen per cent of the sample were of the opinion the instruction by the teacher was good. 4. The data indicated that 7.78 per cent of the youth thought that driving in residential areas was not difficult. 5. For the 14.44 per cent of the youth that were of the opinion that the instruction was not adequate, 13.33 per cent thought the time was too short. Business Areas In this section are contained the data concerning business area driving experience. Described are (1) the per cent of youth who drove in business areas; of occurrences; city driving; or Jackson; was rainy; foggy; (3) estimate of total time; (2) number (4) types of (5) driving experience in downtown Lansing (6) business area driving while the weather (7) driving in this area when the weather was (8) business area driving when darkness was present; (9) per cent of youth who preferred having a parent, guardian or licensed adult in the car; where youth obtained assistance; (10) categories (11) categories where youth had problems; and (12) number of youth who thought the instruction in driver education was adequate. These 125 data are presented in Tables 4.32 through 4.37 and Figures 4.31 through 4.38. Presented in Table 4.32 are the data relative to the per cent of youth who drove in business areas during the interim period and during driver education. The data secured from the sample indicated: 1. During the interim period 36.11 per cent of the youth lacked experience driving in a business area; 1.67 per cent of these indi­ viduals did not possess a valid permit. Of the remaining 34.44 per cent of the sample who had proper permit to drive during the thirty-day period# the reason obtained was that their parents saw no necessity to have them drive 2. in this type From those interviewed# of area. thedata revealed that 3.89 per cent of them, while in driver education# did not receive behind-the-wheel instruction in business areas. 3. The 3.89 per cent of the youth who responded negatively when asked if they drove in a business area during driver education attri­ buted this In to the teacher's lack of instruction. Figure 4.31 are depicted thedata pertaining to the number of occurrences youth drove in business areas. The data indicated: 126 TABLE 4.32 .— Youth Driving in Business Areas. Number of Youth From Sample for Interim Period Response Lacked Proper Pe rmi t Per cent of Sample* Number of Youth From Sample for Driver Education Per cent of Sample* 3 1.67 Drove In A Business Area 115 63. 89 173 96.11 Did Not Drive In A Business Area 62 34.44 7 3.89 *Sample of 180. 1. For youth driving during the thirty-day interim period, 55.66 per cent drove from 1-5 times. 2. For the limit of 6-10 occurrences, there were 7.78 per cent of the sample, and the remainder were dispersed to a high of 40 occurrences. 3. In driver education, all youth drove within the range of 1-5 occurrences. 4. The means for driving occurrences in business areas were 2.93 for the thirty-day interim period and 1.49 for driver education. 100 90 80 *Parents, Guardians, or Adults Driver Education 70 Mean: Interim Period Driver Education 2.93 1.49 50 127 Per Cent 60 20 10 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 20 over Number of Occurrences Figure 4.31.— Total driving occurrences in a business area for youth with parents* as compared to driver education. 128 The data relative to the estimate of total time, as measured in hours, are presented in Figure 4.32. The data secured revealed: 1. For the interim time, 72.22 per cent of the youth revealed that they drove for less than an hour total in this area. 2. Thirteen and eighty-nine hundreds per cent of the sample estimated 1-2 hours driving in this period. 3. The data indicated that 10.56 per cent of the youth drove 2-3 hours during the thirtyday interim time. 4. Less than 1 per cent (.56) indicated they drove in business areas for an estimated total of 15 hours during this period. 5. In the estimate of total time driving in this type of area during driver education, 85.00 per cent drove for less than an hour. 6. Fourteen and forty-four hundreds per cent of the sample drove while in driver education 1-2 hours in business areas. 7. Less than 1 per cent (.56) drove for more than 2 hours in this type of area while in driver education. 8. The mean for the estimate of total time was 1.20 hours for the interim period. .76 hours for driver education. It was 100 90 70 Cent Mean: Interim Period Driver Education 40 0 1 2 3 4 5 6 7 8 9 1.20 10 11 12 13 14 15 16 Hours Figure 4.32.— Estimate of total time driving in business areas for youth with parents* as compared to driver education. 129 Driver Education Per *Parents, Guardians, or Adults 130 Presented in Figure 4.33 are the data relative to the types of business driving that the sample drove during the thirty-day period and during driver education. The data denoted: 1. For youth during the interim period, 6.11 per cent of them drove in business areas when traffic conditions were light. 2. Of those youth interviewed, 28.33 per cent reported that they drove in this type of area with traffic being medium. 3. Twelve and twenty-two hundreds per cent of the sample indicated they drove in business areas during the interim period in heavy traffic. 4. During the thirty-day period 22.22 per cent responded that they drove in this type of area when all three conditions existed. 5. The sample data revealed that while in driver education 16.67 per cent of the individuals drove in a business district when traffic was light. 6. Forty-seven and seventy-eight hundreds per cent of the interviewees drove in medium traffic while in driver education. 7. During driver education 28.33 per cent of the youth reported that they drove in business areas while traffic was heavy. Number of Y o u t h M o No City Driving Light City Traffic t o o c j o o ■ ^ Drive in all 3 m c o r i o ' j o o o o 36.11% 3. 89% 6.11% 16.67% Medium City Traffic Heavy City Traffic o 28.33% 12.22% 28.33% 2 2 .2 2 % 13.33% IC T v o o o 132 8. Thirteen and thirty-three hundreds per cent had driven in this area during driver education when each of these traffic conditions were present. Represented in Figure 4.34 are the data pertaining to the driving youth did in downtown Lansing or Jackson during the interim and during driver education. The data obtained indicated: 1. For the thirty-day interim period, 45.56 per cent of the youth responded negatively to having had any driving experience in either location. 2. Forty-nine and forty-four hundreds per cent of the sample drove in downtown Lansing or Jackson 1-5 times during this interim period. 3. In the number of occurrences during this time from 6-10 occurrences, 3.33 per cent of the youth drove. 4. One and sixty-seven hundreds per cent of the sample denoted that they drove in one of these downtown locations 3 0 times during the interim period. 5. In driver education, 13.33 per cent of the sample lacked the experience of driving in downtown Lansing or Jackson. 6. The data indicated that no youth while in driver education drove in either of these locations more than 4 times. 100 90 80 ♦Parents, Guardians, or Adults 60 50 1.80 1.19 133 Mean: Interim Period Driver Education Per Cent Driver Education 40 30 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 and over Number of Occurrences Figure 4.34.— Number of downtown driving occurrences with parents* for youth as compared to driver education. 134 7. The means for driving occurrences in downtown Lansing or Jackson were 1.80 for the interim time and 1.19 for driver education. Figure 4.35 depicts the data pertaining to the number of driving occurrences the youth experienced in business areas when rainy weather conditions existed. These data indicated: 1. During the interim period 87.2 2 per cent of the sample lacked experience driving in this type of area when it was raining. 2. Twelve and twenty-two hundreds per cent drove during this time in business areas while the weather was rainy 1-2 times. 3. Less than 1 per cent (.56) of the youth drove more than twice during this period. 4. While in driver education, 93.33 per cent of the individuals never received instruction with this adverse condition present in a business area. 5. Six and sixty-seven hundreds per cent of the sample stated they drove once during driver education in a business area when it was raining. 6. The means for driving occurrences in this type of area when it was raining were .21 for the thirty-day interim period and .07 for driver education. 135 100 90 ♦Parents, Guardians, or Adults 80 Driver Education 70 Mean: Interim Period .21 Driver Education .07 Per Cent 60 50 40 30 20 10 0 1 2 3 4 5 6 7 8 9 10 11 12 13 Number of Occurrences Figure 4.35.— Driving in business area while raining for youth with parents* as compared to driver education. 136 The data from the sample presented in Figure 4.36 concern the number of occurrences youth drove in this type of area when the weather was foggy. 1. The data revealed: For the interim period, 98.33 per cent of the youth responded negatively to having had any driving experience in a business area with fog present. 2. One and sixty-seven hundreds per cent designated they drove with this condition existing once. 3. In driver education, 98.89 per cent of the youth replied they had not received driving experience in a business area when it was foggy. 4. One and eleven hundreds per cent of the sample drove during driver education with this adverse condition present once. 5. The means for driving occurrences in business areas when fog was present were .02 for the interim period and .01 for driver education. In Figure 4.37 are presented the data concerning the number of times youth drove in business area when darkness was present. 1. The data obtained denoted: During the interim period 86.67 per cent of the youth did not drive in this type of area while this condition existed. 137 100 90 ♦Parents, Guardians, or Adults Driver Education 80 Mean: Interim Period Driver Education Per Cent 70 02 01 60 50 40 30 20 10 0 1 7 8 6 2 3 4 5 Number of Occurrences 9 10 Figure 4.36.— Driving in business area while foggy for youth with parents* as compared to driver education. 100 90 ♦Parents, Guardians, or Adults 80 Driver Education Mean: Interim Period 40 Driver Education .00 60 50 138 Per Cent 70 40 30 20 10 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 and over Number of Occurrences Figure 4.37.— Driving in a business area for youth while dark with a parent* as compared to driver education. 139 2. For the range of occurrences from 1-5, 12.22 per cent drove in a business area during the thirty-day interim period while it was dark. 3. One and twelve hundreds per cent of the sample drove more than 5 times with this condition present during this period. 4. Of those youth interviewed, no one reported that he had ever driven in a business area during driver education when darkness was present. 5. The mean for driving occurrences in this type of area with darkness present were .40 for the interim period; all youth lacked this experience in driver education. Figure 4.38 depicts the data relative to the per cent of youth who preferred having a parent, guardian or licensed adult in the car with them during the thirty-day interim period while driving in a business area. 1. These data revealed: Thirty-nine and thirteen hundreds per cent of the youth stated they preferred having one of these individuals in the car with them. 2. For this same period, 33.91 per cent of the sample responded negatively. 3. Twenty-six and ninety-six hundreds per cent of the individuals had designated no preference. In Table 4.33 are the data pertaining to the cate­ gories where youth obtained assistance in business areas while driving during the interim period. 100 Q Preferred f^Did not prefer 83 No preference dP 40 20 Figure 4.38.--Feelings of youth about having parents* in the car during interim period while driving in business areas. 140 Number of Youth ♦Parents, Guardians, or Adults 141 TABLE 4.33.— Categories of Driving Experiences Where Youth Obtained Assistance in Business Areas During Interim Period. Categories General Driving Assistance Lane Changing Watching Traffic Directions Maintaining Safe Distance Number of Youth From Sample* Per cent of Sample* 53 17 17 5 2 29.44 9.44 9.44 2.78 1.11 94 52.21 Between Cars Total ♦Sample of 180. 1. Fifty-two and twenty-one hundreds per cent of the youth obtained some type of assistance while driving in this kind of area. 2. Of those receiving help, 29.44 per cent indi­ cated that the assistance was general in nature. 3. For lane changing, 9.44 per cent of the indi­ viduals indicated that they received help in doing this task. 4. Nine and forty-four hundreds per cent of the youth needed assistance watching traffic while driving in a business area. Presented in Tables 4.34 and 4.35 are the data relative to the per cent of youth who experienced difficulty 142 TABLE 4.34.--Driving Experience Where Youth had Problems While Driving in Business Areas During Interim Period. Thirty-Day Interim Period Problem Categories Adjusting to Traffic Lane Changing Turning Corners Parking (all types) Total Number of Youth From Sample* 17 13 Per cent of Sample* 5 4 9. 44 7.22 2. 78 2.22 39 21.66 *Sample of 180. TABLE 4.35.— Driving Experience Where Youth had Problems While Driving in Business Areas During Driver Education. Driver Education Problem Categories Number of Youth From Sample* Per cent of Sample* 15.00 6.11 Other Cars Following Directions 27 11 9 5 5 4 4 4 4 Total 73 40.55 Lane Changing Turning Getting Use to Heavy Traffic Maintaining Proper Lane Positioning Car in Advance Seeing Traffic Signals Parallel Parking *Sample of 180. 5.00 2.78 2.78 2.22 2.22 2.22 2.22 143 while driving in business areas during the thirty-day interim period and during driver education. These data showed: 1. Of those youth interviewed, 42.22 per cent declared that they had no problems while driving in this type of area during the interim period. 2. For the 21.66 per cent of the sample that had problems, 9.44 per cent had difficulty adjusting to traffic and 7.22 per cent experienced problems when lane changing. 3. During driver education 55.00 per cent indicated they had not experienced any difficulty driving in a business area. 4. Of those youth who had difficulty during driver education, 15.00 per cent had problems making lane changes. 5. Six and eleven hundreds per cent of the individuals had problems completing turns. 6. While in driver education, 5.00 per cent of the sample had difficulty getting used to heavy traffic in business areas. Represented in Tables 4.36 and 4.37 are the data pertaining to the opinion of youth as to whether driver education instruction in business areas was adequate or not. The data indicated: 144 TABLE 4.36.— Response of Youth as to Why Driver Education Preparation in Business Areas was Adequate. Adequate Preparation Number of Youth From Sample* Per cent of Sample* Enough Time 36 Instruction Good No Reason Other 20 20 2 20. 00 11.11 11.11 1.11 Total 78 43. 33 Response *Sample of 180. TABLE 4.37.--Responses of Youth as to Why Driver Education Preparation in Business Areas was Not Adequate. Not Adequate Preparation Response Not Enough Time Should Drive in Heavier Traffic Poor Instruction Other Total *Sample of 180. Number of YOuth From Sample* Per cent of S simple* 73 40.56 14 7.78 2 5 1.11 2.78 94 52.23 145 1. Of those youth interviewed, 43.33 per cent said the instruction was adequate. 2. For the youth who responded that driver education was sufficient, 20.00 per cent believed the amount of time spent in business areas driving was adequate. 3. Eleven and eleven hundreds per cent of the sample were of the opinion that the instruc­ tion by the teacher was good. 4. For the 52.23 per cent of the youth that were of the opinion that the instruction was not adequate, 40.56 per cent thought the time spent driving in business areas was too short. 5. Seven and seventy-eight hundreds per cent believed that they should have driven in heavier traffic. Trips This section is concerned with data relative to driving on a trip during the interim period. Presented are (1) the per cent of youth who drove on a trip; (2) number of interviewees that assisted in planning the trip; (3) the longest period of time the youth drove; (4) types of roadways driven on; (5) types of areas in which they drove; and (6) categories where youth had problems driving. These data are presented in Table 4.38 and Figures 4.39 through 4.41. 146 Presented in Figure 4.39 are data pertaining to per cent of youth who drove on a trip, assisted in planning a trip, and types of roads driven. The data secured from the sample indicated: 1. During this period of time 34.44 per cent of the youth received driving experience on a trip. 2. Ten and fifty-six hundreds per cent of the sample indicated that they assisted in plan­ ning a trip. 3. It was indicated from the data that 20.00 per cent of the youth drove on freeways. 4. Eleven and sixty-seven hundreds per cent of the sample drove on state highways while driving on a trip. 5. For rural road driving, 2.22 per cent drove on this type of road. 6. Eight and eighty-nine hundreds per cent of the youth drove on all three types of roadways while on a trip. In Figure 4.40 are presented data concerning the longest period of time that youth drove on a trip. The data indicated: 1. Seventy-two and twenty-two hundreds per cent of the sample drove for less than an hour. 2. For this experience, 16.67 per cent revealed that they drove 1-2 hours. 147 100 90 80 Number of Youths 70 60 50 CM 40 30 dP 00 oo 20 dP CM CM 10 d) O. J>"r( O u p +J Q 1 d> ffj O £ G 0) (D 0) H P P Cm a s i JS o O' o ■H c x: d) 0)-H ■P P 4 0) +J G. W X 0) >» (0 a) dJ o O G p fl) -H «H P dj d> p a 3 X « w a)f *i u G *—I 0) i— I ■iH id p fl) G cu o X w Figure 4.39.— Distribution of driving on a trip, assisting in planning a trip, and types of roads driven on while on a trip for youth in interim period. 148 140 130 120 110 100 90 80 70 60 50 afi 40 r- 10 30 dP rV0 20 V0 10 ,— 1-2 2-3 -3 dP ru> » pH dP VD m • , 3-4 n 4-5 dP 10 in . i— i 5-6 32-33 Hours 40.--Distribution of longest time driving on trips with parents for youth. 149 3. The data indicated that 6.67 per cent of the individuals drove for 2-3 hours. 4. Less than 1 per cent (.56) drove for a total of 33 hours while on a trip. The data relative to the types of areas in which the youth drove while driving on a trip are presented in Figure 4.41. 1. The data denoted: Of those youth interviewed, 8.33 per cent stated they drove in a city while on a trip. 2. For driving in a residential area, 3.89 per cent responded. 3. Thirteen and eighty-nine hundreds per cent indicated they drove in rural areas while on a trip. 4. The data indicated that 14.44 per cent of the youth obtained driving experience in all three areas. Presented in Table 4.38 are the data relative to the per cent of youth who experienced difficulty while driving on a trip. 1. These data revealed: For the 6.11 per cent of the youth who had problems, 2.22 per cent had difficulty passing other vehicles. 2. Two and twenty-two hundreds per cent indicated they got tired of driving. 150 110 100 90 80 of Youth 70 60 Number 50 40 m 30 <#> 20 oo -o ■H n a) « c a) •H (Q C S.■H X M Figure 4.41.— Distribution of types of areas driven in while on a trip for youth. 151 TABLE 4.38.— Driving Experiences Where Youth Had Problems While Driving on a Trip. Categories Number of Youth From Sample* Per cent of Sample* Passing 4 2. 22 Got Tired 4 2.22 Other 3 1.67 Total 11 6.11 *Sample of 180. Attitude of Interviewee Attention in this 'section is focused upon the attitude of the youth interviewed. Presented are (1) the per cent of youth who viewed the thirty-day period as Profitable; (2) per cent of individuals that believed their parents were willing to let them drive; (3) views as to how the interim period could be made more meaningful; (4) per cent of the sample who thought the interim period should be continued, disbanded, or extended; and (5) the number of youth encouraged to drive as taught in driver education. These data are presented in Tables 4.39 through 4. 46. Presented in Tables 4.39 and 4.40 are the opinions of youth as to whether the thirty-day interim period was profitable or not. These data indicated: 152 TABLE 4.39.— Attitude of Youth as to Why Thirty-Day Interim Period was Profitable. Profitable Experience Number of Youth From Sample* Per cent of Sample* Experienced Driver Can Correct Things Done Wrong 40 22.22 Provides Additional Supervised Experience 57 31.67 Not Enough Experience From Driver Education; This Provides More 20 11.11 6 3.33 Assistance and Guidance 27 15.00 Builds Confidence of Parents in Youth 10 5.56 160 88. 89 Response Benefit From Adults' Experience Total ♦Sample of 180. 1. From those youth interviewed, 88. 89 per cent believed this to be a profitable experience. 2. Of the 88.89 per cent who responded positively, 22.22 per cent of the sample were of the opinion that the experienced driver can correct things done wrong by the beginning driver. 3. Thirty-one and sixty-seven hundreds per cent thought it was a good idea to have additional 153 TABLE 4.40.--Attitude of Youth as to Why Thirty-Day Interim Period was Unprofitable. Unprofitable Experience Number of Youth From Sample* Response Per cent of Sample* Adults Drive Wrong 4 2.22 Youth Made Nervous 5 2. 78 Adults Do Not Help 3 1.67 Ready to Drive After Completion of Driver Education 4 2.22 16 8. 89 Total ♦Sample of 180. supervision after completion of driver education. 4. The data indicated that 11.11 per cent were of the opinion that driver education did not provide enough experience. 5. Fifteen per cent of the youth thought the interim period profitable because the adults provide assistance and guidance while learn­ ing to drive. 6. Eight and eighty-nine hundreds per cent of the youth believed the thirty-day interim period was an unprofitable experience. 154 In Table 4.41 are presented the data as to whether the youth thought their parents or guardians were willing to let them drive during this period of time. The data revealed: 1. Eighty-six and eleven hundreds per cent of the sample thought their parents or guardians were willing to let them drive. 2. For the 11.67 per cent of the youth who thought the parents or guardians were not# 5.56 per cent believed that the father did not want to drive with them and the mother was afraid. 3. Three and thirty-three hundreds per cent were of the opinion that this was true only at night. The data pertaining to how the youth thought the thirty-day interim period could be made more meaningful are presented in Table 4.42. 1. The data revealed: Fifty-one and eleven hundreds per cent of the sample were of the opinion that the interim period could not be made more useful. 2. Of the 46.6 8 per cent who thought it could be, 18.89 per cent believed this could be accomplished by getting to drive more. 3. Sixteen and sixty-seven hundreds per cent of the youth thought that a driver education program for parents or guardians to explain 155 TABLE 4.41.— Reasons Why Parents* Were Not Willing to Let Youth Drive in Interim Period. Response Number of Youth From Sample** Father Did Not Want to and Mother Afraid Per cent of Sample** Mother Did not Trust Him Only During the Night Father Willing, Mother Not 10 3 6 2 5.56 1.67 3.33 1.11 Total 21 11.67 ♦Parents, guardians or adults ♦♦Sample of 180. TABLE 4.42.— Responses of Youth As to How Interim Period Could be Made More Meaningful. Response Driver Education Program for Parents Drive More Often Number of Youth From Sample* Per cent of Sample* 30 34 16.67 18. 89 3 1.67 4 30 Hours of Driving Instead of 30 Days Drive With Any Licensed Individual Night Driving with Parents Shorten Period 10 3 2.22 5.56 1.67 Total 84 46.68 ♦Sample of 180. 156 the purpose of the thirty-day interim period would help. 4. Of those individuals interviewed/ 5.56 per cent believed the interim period could be improved if youth got to do night driving. Represented in Tables 4.4 3 through 4.45 are the data relative to the thoughts of the youth as to whether the interim period should be continued, disbanded, or extended. 1. These data indicated: Seventy-seven and seventy-eight hundreds per cent of the youth believed that the thirtyday period should be continued. 2. Of the 77.78 per cent who thought it should be continued, 61.67 per cent were of the opinion that this was a long enough period. 3. Six and sixty-seven hundreds per cent of the youth thought the thirty-day period to be sufficient, if the parents or guardians let them drive. 4. Of the 6.12 per cent of the individuals who believed the interim period should be dis­ banded, 3.89 per cent thought this was too long a period. 5. Thirteen and eighty-nine hundreds per cent of the sample thought the period should be extended because youth need more supervised driving after they completed driver education. 157 TABLE 4.43.--Opinions of Youth Toward Continuing the Interim Period. Opinion Number of Youth From Sample* Per cent of Sample* 111 61.67 12 6.67 Should be 30 Hours Need Additional Experience 5 4 2.78 Other 8 2.22 4.44 Total 140 77. 78 30 Days Sufficient Sufficient if You Get to Drive *Sample of 180. TABLE 4.44.— Opinions of Youth Toward Disbanding the Interim Period. Opinion Number of Youth From Sample* Per cent of Sample* Too Long a Period 7 3. 89 Length Should be Determined by Driver Education Teacher Other 1 3 .56 1.67 11 6.12 Total *Sample of 180. 158 TABLE 4.45.--Opinions of Youth Toward Extending the Interim Period. Number of Youth From Sample* Opinion Per cent of Sample* Need More Driving Under Supervision 25 13.89 Total 25 13.89 *Sample of 180. In Table 4.46 are presented the data concerning the number of youth who were encouraged to drive during the interim period in the same manner as they were taught in driver education. 1. The data revealed: Of those youth interviewed, 67.78 per cent of the sample were encouraged by the parents or guardians to drive as taught in driver education. 2. For the 30.00 per cent who were not encouraged to do so, 6.11 per cent indicated they had to change from left foot braking to fight foot. 3. Four and forty-four hundreds per cent said the adult with whom they drove did not want them making head checks. 4. The data revealed that 3.89 per cent of the sample had to change from using the hand over hand steering technique. 159 TABLE 4.46.— Driver Education Driving Features Taught to Youth Changed by Parents* During Interim Period. Number of Youth From Sample** Features Changed Left Foot Braking Per cent of Sample** Turning into Closest Lane 11 7 8 4 3 4 6.11 3.89 4.44 2.22 1.67 2.22 Right Foot Braking Other 3 14 1.67 7.78 Total 54 30.00 Hand Over Hand Steering Head Checks Stopping at Stop Sign Shifting Procedure *Parents, guardians or adults. **Sample of 180. Statistical Analysis Correlations were made to determine if there was a relationship between the driving experience obtained in the interim period and the educational level of the parents or guardians, the age of the youth, and the driving experi­ ence received in driver education. An analysis of variance was computed to determine the nature of relationship between the interim period driving experience and the number of cars in the family, the parents or guardians that the youth lived with, year in school, and older siblings. Because of the small number of youth who received letter grades in driver education, it 160 was determined that statistical treatment of the relation­ ship between driving experience in the interim period with this item would provide a test with very low power. Correlations Presented in Table 4.47 are the correlations between the driving experience during the interim period and (1) the educational level of the parents or guardians; (2) age of the youth; and (3) driving experience for driver education. 1. This table shows: There is a relationship between the educational level of the parents or guardians and the driving experience the youth attained during the interim period at the .05 level of signi­ ficance . 2. Driving experience procured in the thirty-day interim period and age of the youth are not related at the designated level of signifi­ cance. Table 4.47 shows that in this case the computed r value was extremely small and did not approach the required value of r to be significant. 3. There is no relationship at the .05 level of significance between the driving experience acquired during the interim period and the driving experience obtained while in driver education. As indicated in Table 4.47, the computed correlation was extremely small. 161 TABLE 4.47.— Correlation Coefficient