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The Hopkins Symptom Checklist-10 (HSCL-10) is a self-report inventory of anxiety and depression symptoms that may assist clinicians in screening for clinical conditions among patients with substance use disorder (SUD). We examined the HSCL-10 as a screening tool for anxiety and depressive disorders within a general population of SUD inpatients. We used data from a cohort study of 611 SUD inpatients. Receiver operating characteristic (ROC) analyses were conducted, with and without covariates, to evaluate the potential of the HSCL-10 as a screening tool. This was explored using any anxiety disorder, especially posttraumatic stress disorder (PTSD), and any mood disorder, especially major depressive disorders, as the outcome criteria. Candidate covariates included gender, age, education, polydrug use and treatment center. Results: The HSCL-10 had a moderate ability to identify caseness (i.e. having or not having a clinical diagnosis) according to each outcome criterion, with the area under the ROC curve (AUC) varying from 0.64 to 0.66. Adding relevant covariates markedly enhanced the instrument's ability to identify those who met the criteria for any anxiety disorder (AUC = 0.77), especially PTSD (AUC = 0.82). In a real-world clinical setting, the HSCL-10 has fair-to-good clinical utility for identifying SUD inpatients who have comorbid clinical symptoms of anxiety disorders or PTSD, when combined with common background variables. The HSCL-10, a brief self-report screening tool, may serve as an efficient proxy for comprehensive interviews used in research and for clinical anxiety symptom screening among patients with SUD. [ABSTRACT FROM AUTHOR]

• Aberrant driving behaviour was investigated among home healthcare workers. • Job demands of workers affect driving directly and indirectly through fatigue. • Their driving behaviour may be improved by handling precursors of fatigue. • Precursors of fatigue may be time pressure and work pressure. • We stress management's involvement in the safety climate regarding driving behaviour. This study investigates how job demands, such as time and work pressure, as well as fatigue and safety climate are related to aberrant driving behaviour including inattention, speeding, and driving while tired among employees in the Norwegian home healthcare service. The analysis adjusted for demographics, such as age, gender, and years of employment. A questionnaire was devised using validated instruments and PLS-SEM was used to analyse the data which included 210 respondents from municipal home healthcare services throughout Norway. A multiple mediation analysis was developed and tested in a complex modelling framework. We conclude that (i) workers' job demands have a direct and indirect impact (via fatigue) on aberrant driving behaviour, (ii) taking measures to manage fatigue precursors may lead to less aberrant driving behaviour among employees in the home healthcare sector, (iii) work and time pressure are possible precursors of fatigue, and (iv) the importance of management's involvement in promoting a safe driving climate is emphasised. [ABSTRACT FROM AUTHOR]

This paper aims to investigate the impact of different parameters on promoting the role of cycling as a daily mode of transport. In the first step of the analyses, binary logistic regression was used to examine the impact of different parameters on using or not using the bicycle as a transportation mode in weekly trips. Then by text mining, the main reasons for not using a bicycle in weekly trips are outlined. Finally, for those who use bicycles for at least one utilitarian trip a week, the effect of different factors on the popularity of this mode is investigated by structural equation modeling. Tehran, as a big city in the Middle East and North Africa (MENA) region, was considered as the case study. The results suggest that it is necessary to work on social norms about cycling, especially among those with higher education levels and income. Women use bicycles less than men and it is also necessary to rethink attitudes and regulations in relation to women cycling in Islamic countries. Bicycle promotion should aim to facilitate more positive attitudes among women. Providing more facilities such as safe bicycle paths, bicycle parking, and bike-sharing facilities have significant impacts on using this mode and its popularity. In highly congested cities, alongside facilitating cycling, it is important to set restrictions on private car use. The United Nations has outlined sustainable development goals (SDGs), which among other important aspects focus on transportation systems in the cities. Attracting citizens to bicycles can be an effective step to establish a more sustainable future transport system. To contribute toward this objective, the current study aims to investigate the impact of different parameters on increasing the popularity of cycling and proposing countermeasures to attract more people to this mode. Tehran, the capital of Iran as a big Middle East and North Africa (MENA) city in a developing country with substantial sustainability challenges, was considered as the case study and 1,074 people in different districts of the city were surveyed. The practical results suggest that it is necessary to work on social norms about cycling, especially among those with higher education levels and income. Women use bicycles less than men and it is necessary to rethink attitudes and regulations in relation to women cycling in Islamic countries. Bicycle promotion should aim to facilitate more positive attitudes among females. Providing more facilities such as safe bicycle paths, bicycle parking, and bike-sharing facilities have significant impacts on using this mode and its popularity. In highly congested cities, alongside facilitating cycling, it is important to set restrictions on private car use. [ABSTRACT FROM AUTHOR]

Accessible summary: What is known on the subject: Previous studies of interdisciplinarity and nursing responsibilities have mainly focused on outcomes such as patient safety, job satisfaction and organizational factors.Mental health nurses often describe role confusion in relation to other health professionals.Opportunities for interdisciplinary communication with other professionals may benefit health care. What the paper adds to existing knowledge: The current large‐scale study is the first to investigate whether mental health and SUD nurses' perceptions of their opportunities to accommodate patients' needs are related to interdisciplinarity in the treatment unit and a nursing role with clearly defined responsibilities.Strong interdisciplinarity was associated with greater perceived opportunities to accommodate patients' psychosocial, somatic, and economic and legal needs, while strictly defined nursing roles/responsibilities were related to weaker opportunities to do so. What are the implications of practice: The findings highlight the need to address how mental health and SUD nurses organize practice to meet patients' diverse needsInterdisciplinary teamwork could strengthen nurses' ability to address patient needsFinding the best possible balance of providing service in teams or individually could improve resource utilization at the same time as strengthening patient care, and making sure that the patients' various needs are met. Introduction: Nurses' roles in specialist mental health and substance use disorder (SUD) treatment services are multidimensional and complex. Their responsibility, autonomy and interdisciplinary collaboration may be of importance for their perceived opportunities to accommodate patients' health needs. Previous studies of interdisciplinarity and nursing responsibilities have mainly focused on outcomes such as patient safety, job satisfaction and organizational factors, and included relatively small samples. The studies have also mainly been conducted in other sectors than the mental health and SUD nursing sectors. Aim/Question: The aim of this study is to examine the associations between nurses' roles, interdisciplinarity and their perceived opportunities to accommodate patients' psychosocial, somatic and economic/legal needs. Method: A cross‐sectional web‐based questionnaire survey was conducted in a nationwide sample of Norwegian nurses in the mental health, SUD treatment and combined mental health and SUD treatment sectors. Of 5,501 contactable nurses (74% of the population), 1918 (35%) responded. Results: The results revealed that interdisciplinarity was significantly associated with greater perceived opportunity to accommodate patient needs, whereas strictly defined nursing roles/responsibilities were associated with less opportunity to accommodate these needs. Discussion/Implication for practice: Facilitation of interdisciplinary collaboration may improve quality of care for patients in mental health and SUD treatment services. [ABSTRACT FROM AUTHOR]

The increasing use of car in developing countries is an important reason for traffic congestion and pollution. Using a car may partly reflect a normative choice, but the majority of previous studies that used the Norm-Activation Model (NAM) to study pro-environmental transport behavior were conducted among the general public in high income and developed countries in Europe and Northern America. The present research aimed to examine the causal chain of the NAM theory and the role of the NAM dimensions as well as socio-demographic and situational characteristics for parental sustainable transport mode choice on their children's school travels in an Iranian context. Among the three core NAM dimensions, awareness of consequences refers to how aware people are of the negative consequences of car use. Ascription of responsibility refers to whether individuals perceive themselves to be personally responsible for the consequences of car use, and personal norms are defined as a moral personal obligation to take action for collective benefit. In 2014, a self-completion questionnaire survey (n = 1,078) was carried out among parents of pupils (aged 7–9 years). Results (based on n = 733) showed that the NAM was not significantly associated with sustainable transport mode choice in the current study. However, the structural equation modeling showed that the underlying NAM system was supported by the data. Among the socio-demographic characteristics, parents in households who had more cars were less likely to choose sustainable transport modes. Also, accessibility to public transport had a positive effect on the choice of sustainable transport modes. A potential reason for the lack of empirical support for the behavioral link between the NAM causal chain and sustainable mode choice could have been due to that study area may be rather unsupportive of sustainable transport choices, and spatial factors may be more important precursors of mode use than normative processes. Overall, the current findings showed that demographic, household and situational characteristics were more important than the NAM dimensions in predicting sustainable transport mode choice in an Iranian sample. In order to promote sustainable transport mode use, it seems to be more feasible to focus on developing a safe infrastructure and to extend the availability of sustainable transport options in Iran. [ABSTRACT FROM AUTHOR]

The nightlife setting is a risk context for violence involvement that ultimately may cause severe injuries and fatalities. Few studies have examined associations between alcohol and illicit substance use with physical violence involvement among nightlife patrons. The aim of the current study was to investigate the relative role of demographics and substance use characteristics for nightlife violence involvement among Norwegian nightlife patrons. A cross-sectional self-completion survey was conducted outside 12 licensed premises in Oslo (n = 1099, response rate = 76%) and each respondent's BAC level was measured by a breathalyzer and registered on the questionnaire. A total of 103 individuals (10%) reported that they had been involved in physical violence when they were consuming alcohol in the nightlife setting during the last 12 months. Uni-variate results showed that patrons who had been involved in violence were more likely to present a BAC level above 1.00‰ than those who had not been involved. The prevalence of last year illicit substance use was overall high, especially in the violence-involved group. The most important factors associated with violence involvement in multivariate analysis were a high frequency of last year alcohol intoxication and last year illicit substance use. Women and those with high education had a lower risk of violence involvement. The implications for preventive initiatives are that these need to focus on factors additional to alcohol restrictions. Preventive efforts targeted to specific patron groups and measures targeting patrons who are more likely to use illicit substances may hold promise. Aggr. Behav. 43:398-407, 2017. © 2017 Wiley Periodicals, Inc. [ABSTRACT FROM AUTHOR]

This article is based on a study that investigated social cognitive psychological factors associated with economic thresholds related to using public or other sustainable transport modes. A survey was conducted using a random sample of the Norwegian population living in the six largest urban regions (n = 1039). The respondents were asked to indicate the monthly increase in car taxes and fees that they would perceive necessary to make them use sustainable transport modes instead of their private car. The findings revealed that those who perceived themselves as definitive car users (strongly reluctant to change transport mode) reported low tolerance of push measures, low awareness of and ascription of responsibility for the consequences of car use, and weak environmental norms. Environmental norms, attitudes towards transport and push measure tolerance were the strongest predictors of the respondents belonging to either the lowest or the highest threshold groups. The authors conclude that measures aimed at increasing the costs of car use and improving the accessibility of public transport in urban areas could be supplemented by social cognitive factors. • Psychological factors were tested related to thresholds for transport mode change. • Car costs increase of EUR 128–191 a month may push 54% to a mode shift. • Individuals with high thresholds reported weak environmental norms. • They also held car-friendly attitudes and a low tolerance for push measures. • Environmental norms, attitudes and push tolerance discriminated the thresholds. [ABSTRACT FROM AUTHOR]

• This study considers time of the day in self-report seat belt use. • This study considers heterogeneity in the analysis. • local coefficients displayed relatively constant variation across space. • GWR model outperformed random parameter and and binary logit model. Time of day and heterogeneity are two common factors that received less attention in self-reported studies concerning seat belt use. Although nighttime seat belt use rate is relatively lower than daytime, previous studies have often not separated the analysis of seat belt use between daytime and nighttime. To incorporate heterogeneity in our analysis, we used random parameters and geographically weighted regression models to explore the factors influencing seat belt use. This study consists of a self-reported seat belt use survey conducted in a sample of 814 respondents aged 18–50 years in six counties (50 zip codes area) in East Tennessee. Comparison of the models indicated that the geographically weighted regression models outperformed other models. Considering the non-stationary test, we learned that the local coefficients displayed relatively constant variation across space in the study area, which indicates behaviors, at least across a large metropolitan area, does not vary spatially. For the random parameter models, age and income had random parameter effects. Perception of receiving a ticket for not wearing a seat belt, uncomfortable seat belt design, driving for a short distance, and driving exposure also had significant negative associations with self-reported seat belt use in both models. Moreover, exposure to educational programs had a significant correlation with seat belt use only in nighttime, whereas this correlation was insignificant for daytime. Findings provide new insight for design and convoy new messages to promote seat belt use by targeting factors predicting seat belt use. Results are discussed in line with road safety analysis. [ABSTRACT FROM AUTHOR]

The aim of this study was to investigate the relative roles of the norm activation model (NAM), transport priorities and situational constraints (car ownership, distances, gender and age) while considering spatial heterogeneity on university trips among students in the winter season. A cross-sectional survey was conducted among university students (n = 441) at the two largest university campuses in Trondheim (Dragvoll and Gløshaugen), Norway. Linear mixed model analyses showed that Dragvoll campus, allocated in a rural area of the city, was associated with more use of car and public transportation (bus or tram), and less active transportation (walking or bicycling) than Gløshaugen campus which is located in an urban area. While adjusting for spatial heterogeneity, the findings showed that situational constraints were somewhat more important for mode use than psychological variables. Car ownership was associated with more car use and less use of public transportation. Longer walking time from students' residence to university was related to more use of public transportation and less active transportation. Strong priorities of physical activity were related to less public transportation mode use and more use of active transportation. Increased awareness of the negative consequences of car use was associated with more use of active transportation and less car use. Those who strongly prioritized convenience when choosing transportation modes tended to use a car. To further promote sustainable transportation mode use on university trips among Norwegian students it may valid to focus on situational constraints. However, psychological variables such as the awareness of consequences component in the NAM and psychological priorities could also be relevant for students' mode use in this season. • Psychological factors were examined related to mode use in the winter. • The study also considered the effect of spatial heterogeneity. • Students used more public transport and car to the rural campus. • Students used more active transport to the urban campus. • Situational constraints may be more important than psychological factors in winter. [ABSTRACT FROM AUTHOR]

• Public transport was a more frequently used mode than active transport during winter. • The priority of exercise was related to higher levels of active transport use. • The priority of flexibility was related to lower levels of active transport use. • Situational factors were most strongly related to sustainable transport use. The aim of this study was to investigate transport priorities as a predictor over and above transport attitudes and situational factors, for the use of active and public transport (PT) to and from university among Norwegian university students in wintertime. A cross-sectional self-completion survey was carried out with 441 university students (229 females, 206 males), at two university campuses in Trondheim (Dragvoll and Gløshaugen), Norway. Transport priorities added to the explained variance above and beyond situational factors and transport attitudes. The transport priority of Exercise was associated with increased active transport use and the priority of flexibility was associated with decreased active transport use. In line with previous research, a more positive environmental attitude was related to increased active transport use as well. Among psychological factors, the transport attitude of comfort in PT, related to lower levels of PT use, possibly indicating dissatisfaction with using this mode. Overall, psychological factors (transport priorities, transport attitudes) contributed less explained variance of sustainable transport use, than situational factors (e.g. campus location, travel distance). Reminding students of the health and environmental benefits of active transport might be a promising way to promote this transport mode. Improving PT comfort might also promote continued usage of this mode in later life. However, increased sustainable transport mode use during winter appear to also depend on reducing situational constraints (e.g. clear snow on available walking and bicycling paths, improve infrastructure). [ABSTRACT FROM AUTHOR]

The aim of this study was to investigate whether alcohol intoxication is associated with cannabis use among Norwegian adolescents. The current study was based on a sub-set of data from the Norwegian Ungdata survey. A total of 28,953 adolescents from 33 municipalities responded to an illicit drug use module (response rate 77%). Results showed that a high frequency of alcohol intoxication in the past year was associated with use of cannabis as the sole illicit drug in the past year. The findings further reflected that a high frequency of alcohol intoxication in the past year was strongly associated with the frequency of cannabis use in the same period. Those who solely had used cannabis shared more characteristics with users of additional illicit drugs than with non-illicit drug users. Frequent alcohol intoxication seems to be associated with increased risk of frequent cannabis use. Early interventions could benefit from focussing on these drugs in tandem. [ABSTRACT FROM AUTHOR]

Objective: The aim of this study was to investigate the relative role of religiosity for alcohol abstention and consumption levels among individuals aged 40 years or above. Method: A two-wave prospective survey was conducted among Norwegians aged 40 to 80 years (Time 1 in 2002/2003, and Time 2 in 2007/2008). The analytical sample of this study constituted thosewho responded to the questionnaire survey at both time points (n= 2671). Results: The findings showed that religiousity was strongly associated with abstention and less consumption while adjusting for demographics and health variables. The results also reflected that females and thosewith higher agewere more likely to abstain fromalcohol than males and thosewith lower age, respectively. Individuals with high educationwere less likely to abstain than thosewith basic education. Females and thosewith high age also reflected less alcohol consumption thanmales and individuals of lower age, respectively. Further, peoplewhowere married or with a registered partner consumed less alcohol than people who were not married or with a registered partner. High education and good physical health was associated with higher consumption. Themain results were consistent across prospective and cross-sectional models. Conclusion: Religiosity seems to be important both for abstention and alcohol consumption levels in the second half of life. [ABSTRACT FROM AUTHOR]

The current study aims to examine differences in risk evaluations according to whether individuals have been exposed to adverse security events in transport during the last five years. In addition, a path model is tested where risk evaluations predict intentions to use public transport and use of such transport in these groups. The results are based on a survey conducted in a randomly obtained representative sample of the Norwegian urban public (n = 1043). The results showed that individuals who had been exposed to adverse security events in public transport reported substantially higher risk perception of experiencing security issues in such transport than those who were not exposed. Exposed individuals also reported higher probability judgements and more worry of experiencing injury in public transport. The path model showed that high probability judgements of experiencing injury in public transport were related to a lower intention of using such transport, whereas corresponding worry in the private motorized sector predicted a stronger intention to use public transport. Demand for risk mitigation in the public transport sector was found to be more relevant for intentions to use public transport than similar demands in the private motorized sector. The path model and coefficients were not found to differ significantly according to exposure to security events in public transport. The findings are discussed in relation to the role of negative risk experiences for risk evaluations in transport. [ABSTRACT FROM AUTHOR]

Aim: To examine temporal changes in opiate and stimulant use among patients in substance abuse treatment over a ten-year observation period and to explore the role of contextual factors, mental health disorders and psychosocial factors on these changes. Methods: A cohort of 481 patients was prospectively interviewed at admission to treatment and after 1, 2, 7 and 10 years. The sample was recruited from 20 facilities in the Greater Oslo region, Norway. Results: The majority of patients were poly-drug users and 80% had used both opiates and stimulants the last 30 days prior to treatment admission. Last-month use of heroin, other opiates, cocaine and amphetamines declined from 80% to 34% at the end of the observation period. The most substantial reduction was observed between baseline and one-year follow-up. Use of heroin decreased the most from 62% to 16% after 10 years (a reduction of 74%), and the reduction continued from one-year follow-up throughout the observation period. The most important multivariate risk factors for sustained use of these drugs were male gender, having one or both biological parents with severe alcohol or drug problems, having an antisocial personality disorder, and living together with a person who abuses alcohol or drugs. Employment was associated with reduced risk of drug use at 7-year follow-up. Conclusions: There was a substantial reduction in opiate and stimulant use from baseline to all follow-up assessments, most greatly for heroin. Findings regarding sustained use could suggest familial transmission and the challenges of preventive strategies and treatment efforts in an intergenerational context. Co-occurrence between drug abuse and mental health problems highlights the need of highly specialized competence in SUD treatment. [ABSTRACT FROM AUTHOR]

Vehicle-to-grid (V2G) is a technology which enables electric vehicles (EVs) to transfer electricity back to the power network. The V2G technology allows energy systems to balance renewable energy, thus contributing to climate change alleviation. Employing a self-report online survey among Norwegian car users (n = 929) in November 2021, the study aims to investigate how perceptions and beliefs towards the V2G system motivate both EV users and non-EV users (combustion engine car owners as potential future EV users) to utilise the V2G technology in the future. Understanding similarities and dissimilarities in future intentions of V2G use across two groups of car users (i.e., EV and non-EV users) may facilitate segment-specific marketing. The core theoretical framework in the study is a hypothesised model based on the Technology Acceptance Model and the Theory of Reasoned Action. The results show that the theoretical framework substantially explains future V2G use intentions. The model showed that behavioural beliefs related to the use of V2G technology and varying concerns and benefits about this system (e.g., concern over vehicle battery, usefulness in terms of financial and environmental benefits) explain V2G adoption among the groups. A multiple-group structural equation model showed structural stability in associations between the model constructs and intention across EV and non-EV users. However, non-EV users had lower means on central variables (i.e., trust in V2G, perceived ease of use, vehicle battery concern, perceived usefulness, subjective norm, and intention). In accordance with the postulated social cognitive theoretical framework, the study concludes that both groups of car users have a significant belief-behavioural intention to participate in V2G technology. When it comes to behavioural change campaigns, the same measures could be taken into account for both groups of car users. Non-EV users, however, should receive more attention in such campaigns. To promote V2G adoption among car users, particularly among non-EV users, a multifaceted policy approach is needed. This should include financial incentives like tax credits, educational campaigns highlighting EV benefits with V2G contracts, expanding EV charging infrastructure, and developing a public-private V2G infrastructure. • Perceptions and beliefs towards the V2G system. • Understanding similarities and dissimilarities across EV and non-EV users. • A model based on the Technology Acceptance Model and the Theory of Reasoned Action. • A multiple-group structural equation model was developed. • Both groups of car users have a significant belief-behavioural intention. [ABSTRACT FROM AUTHOR]

Walking to school could improve pupils’ health condition and might also reduce the use of motorized transport modes, which leads to both traffic congestion and air pollution. The current study aims to examine the role of parental risk judgements (i.e. risk perception and worry), transport safety attitudes, transport priorities and accident experiences on pupils’ walking and mode choices on school trips in Iran, a country with poor road safety records. A total of 1078 questionnaires were randomly distributed among pupils at nine public and private schools in January 2014 in Rasht, Iran. Results from valid observations (n = 711) showed that parents with high probability assessments of accidents and strong worry regarding pupils’ accident risk while walking were less likely to let their children walk to school. Parents with high safety knowledge were also more likely to allow their pupils to walk to school. Parents who prioritized convenience and accessibility in transport had a stronger tendency to choose motorized modes over walking modes. Also, parents who prioritized safety and security in transport were less likely to allow pupils to walk to school. Elasticities results showed that a one percent increase in priorities of convenience and accessibility, priorities of safety and security, car ownership and walking time from home to school reduced walking among pupils by a probability of 0.62, 0.20, 0.86 and 0.57%, respectively. A one percent increase in parental safety knowledge increased the walking probability by around 0.25%. A 1 unit increase in parental probability assessment and worry towards pupils’ walking, decreased the probability of choosing walking mode by 0.11 and 0.05, respectively. Policy-makers who aim to promote walking to schools should improve safety and security of the walking facilities and increase parental safety knowledge. [ABSTRACT FROM AUTHOR]

The main aims of the current study were to examine the risk perception concept and the role of risk perception and worry in demands for risk mitigation in urban transport. The results are based on a self-completion questionnaire survey carried out in representative samples of six Norwegian urban areas ( n = 1047). Risk perception, worry and demand for risk mitigation were found to differ according to the type of travel mode in question. The results did not support the idea that risk perception could be conceptualised as a reflective construct of accident probability assessment and judgement of the severity of the consequences. Factors previously assumed to be important in the conceptualisation of risk perception may not be a fruitful basis for understanding how the urban public perceives risks in transport. It is not primarily the risk, but the risk source that is perceived. Risk perception is less conceptual than object-centred, and measures aimed at influencing perceptions of travel mode risk should to a larger extent take into consideration how such risk is perceived. [ABSTRACT FROM AUTHOR]

• What is the Number of Alcohol Units perceived to be Safe (NAUS) before riding an e-scooter? • Who is more likely to report higher NAUS? • We estimate NAUS among a Norwegian sample. • 56% of participants reported that it is safe to consume one or more NAUS. • There is a rather high risk perception in this transport domain. Riding an e-scooter under the influence of alcohol is one of the most frequently reported risky behaviours among riders in various countries, especially in the Nordic countries. What is the Number of Alcohol Units perceived to be Safe (NAUS) before riding an e-scooter? Who is more likely to report higher perceived alcohol tolerance before riding an e-scooter? What is the level of risk perception in this transport domain? The current study advances the literature by aiming to address these questions. Using a cross-sectional survey (n = 395) in Trondheim, Norway we developed an integrated model combining a path analysis with negative binomial regression to predict NAUS before riding an e-scooter. Results show that (i) around 56 % of participants reported that it is safe to consume one or more units of alcohol prior to riding an e-scooter, (ii) younger people, frequent users of e-scooters, individuals with low education, and people with lower perceived risks of an accident were more likely to report higher NAUS. Alcohol health warnings and random blood alcohol concentration tests on e-scooter sites could be prioritised among these segments of the population, and (iii) there is a rather high risk perception in this transport domain. We found that there are strong connections between higher risk perception, worry and fewer NAUS. Policymakers could highlight risks of accidents by e-scooters under the influence of alcohol. [ABSTRACT FROM AUTHOR]

Aims: Alcohol and illicit substance use among young adults carries the risk of adverse consequences like violence, injuries, risky sexual behaviour and, ultimately, the development of possible addiction. The nightlife arena is a high-risk setting for excessive substance use and the aims of this study were to examine prevalence rates and identify high-risk subgroups in this context. Methods: Patrons (n = 1099, response rate 76%) entering or exiting 12 popular licensed premises in downtown Oslo, Norway, completed an anonymous self-administered questionnaire and their blood alcohol concentration (BAC) levels were measured using a Breathalyzer. Results: The average BAC levels were similar (t = 1.67, degrees of freedom (df)= 936, non-significant (ns)) and high both for males (1.03‰) and females (0.97‰). A total of 67% reported ever using illicit drugs, 43% reported last-year use, 25% last-month use and 14% use during the last 48 hours. High-risk groups included the youngest patrons (16–20 years) where 50% reported illicit drug use in the last year. Males reported more use of illicit drugs than females, whereas females had equally high alcohol consumption frequency and intoxication levels as males. Young age, male gender, frequent alcohol intoxications and age < 15 for first alcohol intoxication experience were associated with increased risk of illegal substance use in multivariate analyses. Conclusions:The high levels of alcohol and illicit drug use, particularly among patrons younger than 21 years, should be of concern to the community, policymakers and the nightlife industry. The nightlife arena may be an under-utilized setting for the implementation of risk-reducing interventions. [ABSTRACT FROM AUTHOR]

Research regarding perceptions of mode alternatives to a motorized car may yield essential information about the modes that people are likely to use if they reduce their motorized car use. These perceptions are likely to be associated with demographics, spatial factors and psychological variables. The current study aims to investigate the relative role of such factors for perceived transport alternatives to a motorized car in an urban motorized Norwegian sample. The study is based on a survey conducted in a random representative sample of individuals with car access ( n = 878) residing in the six largest urban areas in Norway. The results reflected that demographics, spatial and psychological factors relate to perceived mode alternatives and their relative role seems to differ according to the mode alternatives in question. Low income, basic education and low annual mileage were related to a high probability of considering public transport as an alternative to motorized car use. Individuals who did not perceive public transport mode use as a sign of low social status and had a weak self-determination to use a motorized car also had higher probability of considering public transport. Priorities of flexibility reduced the likelihood of considering public transport as an alternative to motorized car use. Practical barriers, such as travel distance and weather conditions, were associated with a low probability of considering active transport (i.e. walking and bicycling). Priorities of flexibility were also related to a low probability of considering active transport. Low annual mileage, less self-determination regarding car use and pro-environmental attitudes were associated with flexible considerations of mode alternatives. Mode shift interventions need to take demographic, spatial as well as psychological factors into consideration. The interventions may improve the effectiveness when they are differentiated according to the specific transport modes that they aim to promote. [ABSTRACT FROM AUTHOR]

Urban populations transport risk perception is interesting because it is associated with travel mode choices and use. This study investigates changes in transport-related risk constructs in the urban population in Norway in 2004 and 2013, and describes whether people perceive private or public to be associated with the highest risk. The results are based on self-completion questionnaire surveys conducted in two independent representative samples living in the same urban areas in 2004 (n = 592) and 2013 (n = 1035). Overall, the respondents perceived the risk as lower in 2013 than in 2004. For both time periods, people consistently assessed the risk constructs related to private motorized transportation as higher than corresponding risk in public transportation. The findings suggest that while transportation risk perception in urban populations may change over time, the pattern that private motorized transportation is associated with a higher perceived risk than public transportation remains stable. [ABSTRACT FROM AUTHOR]

Pedestrian fatalities contribute substantially to the total road traffic fatality burden in developing countries. There are few comparative studies which have examined differences in attitudes and risk behaviour amongst pedestrians in such countries. Empirical studies regarding the role of cultural factors as precursors of such attitudes and behaviour are also scant. The aim of this study was to examine differences in attitudes towards pedestrian safety, risky pedestrian behaviour and cultural dimensions in samples of young adults (18–25 years) from Iran and Pakistan. We also tested a theoretical model where the cultural dimensions predicted risky pedestrian behaviour through attitudes towards pedestrian safety in the two samples. The results were based on a survey conducted amongst young adults from Iran ( n = 131) and Pakistan ( n = 161). The findings revealed that Iranians reported more transgression risk behaviour than the Pakistanis, whereas the latter reported substantially more attention violations and aggressive behaviour. Multi-group structural equation modelling showed that an unconstrained model was better fitted to the data than a constrained model. Vertical individualism was related to unsafe attitudes towards pedestrian safety in both countries, but more strongly in the Pakistani sample. Vertical collectivism was associated with safe pedestrian attitudes only in Iran. Male gender predicted more risk taking pedestrian behaviour in both countries, and safe attitudes predicted less risk taking pedestrian behaviour in both samples. Interventions aimed at reducing risky pedestrian behaviour amongst young adults in Pakistan and Iran may benefit by focusing on cultural factors in addition to enforcing traffic regulations. [ABSTRACT FROM AUTHOR]

The aim of this study was to investigate psychoactive drug use among nightclub patrons by analysing samples of oral fluid and compare with findings in blood samples from criminal suspects. We hypothesized that the profile of illicit drug use among nightclub patrons is different from what we observe in those forensic cases. Research stations were established outside nine popular nightclubs with different profiles and patron-characteristics in downtown Oslo. Data and sample collection was conducted on Fridays and Saturdays in March and May 2014. Individuals and groups who entered defined recruitment zones from 23:00 to 03:30 were invited to participate in this voluntary and anonymous study. Oral fluid was collected using the Intercept Oral Fluid Sampling Device. Methanol was added to increase the recovery of cannabinoids from the device. Sample preparation was performed using liquid-liquid extraction with ethyl acetate/heptane (4:1) after adding internal standards, ammonium carbonate buffer pH 9.3 and Triton X100. The first 80 samples were analysed for 122 substances, which included psychoactive medicinal drugs, classical illicit drugs and new psychoactive substances (NPS). Based on the findings and discussions with police and customs authorities, the remaining oral fluid samples were analysed for 46 substances. Among the 500 samples collected during the study period, we found illicit drugs in 25.4% and medicinal drugs in 4.2% of the samples. The most prevalent substances were: cocaine 14.6%, THC 12.4%, amphetamine/methamphetamine 2.8%, diazepam 1.2% and clonazepam 1.0%. Various NPS were found in 1.4% of the samples. The prevalence of drugs in blood samples from criminal suspects were for cocaine 3.4%, THC 34.7%, amphetamine/methamphetamine 37.0%, diazepam 12.0%, and clonazepam 29.3%. Multi-drug use was more common among criminal suspects (41.3%) than among club patrons (6.8%). The results showed that the drug use pattern among nightclub patrons was substantially different from the drug use pattern manifested by individuals apprehended by the police suspected for criminal conduct. [ABSTRACT FROM AUTHOR]

The negative short- and long-term consequences of excessive car use in urban areas are well-documented. The core aim of the present study was to investigate the relative role of environmental norms, transport priorities and resistance to change for acceptance of transport push measures in an urban Norwegian public with car access. A questionnaire survey was carried out in a randomly selected representative sample of the Norwegian population in six urban regions obtained from the Norwegian population registry ( n =881). Regression analysis showed that transport priorities and resistance to change added to the explained variance in acceptance of transport push measures, while adjusting for environmental norms in the Norm Activation Model (NAM) and demographic characteristics. Awareness of consequences and personal norms were associated with more acceptance, whereas priorities of flexibility and priorities of safety and security were associated with a low acceptance of transport push measures. Emotional reactions to change were also related to a low acceptance of these measures. SEM supported the assumptions in the NAM theory, but a direct relation between awareness of car use consequences and acceptance of transport push measures was found to improve model fit. A short-term focus on change was also related to a low ascription of responsibility in the NAM. High education was the sole demographic characteristic associated with more acceptance of transport push measures. Campaigns aimed to promote acceptance of transport push measures need to consider additional factors to environmental norms. The findings suggest that people who prioritize travel flexibility and safety and security need to be focused in order to increase acceptance of transport push measures in the urban public. Furthermore, efforts to promote environmentally significant behaviour may benefit by taking the resistance to change trait into account. [ABSTRACT FROM AUTHOR]

Previous studies investigating human values and alcohol consumption have focused on adolescents, so the current study examined associations between human values and alcohol consumption in a cohort of Norwegians in the second half of life (40 years and above). Human values were studied within Schwartz’ theory.1A survey was conducted in 2002/2003 among Norwegians aged 40 to 79 years (n= 4 149). The respondents completed measures of human values, drinking frequency and typical drinking quantity. Females (9%) were more likely to report abstinence than males (3%). Males also reported a higher consumption level. Individuals with high education had lower levels of abstinence (4%) than those with basic education (7%), and high education was also related to more consumption. People aged 40–60 years were less likely to abstain from alcohol (3%) than individuals aged 61 years and above (10%). Unmarried individuals were more likely to report abstinence, but also reported somewhat higher consumption than married individuals. Multivariate analyses adjusting for demographics as well as somatic and mental health showed that hedonistic values were related to lower probability of abstaining, while Conformity and Universalism values were associated with a higher probability of abstaining. Achivement and Hedonism values were associated with more alcohol consumption, whereas Universialism, Tradition, and Conformity were related to lower alcohol consumption. [ABSTRACT FROM PUBLISHER]

The present study aims to identify clusters of transport users and to examine the role of transport priorities, travel mode use attitudes, and car use habit on travel mode use. An additional aim is to test whether such factors predict intentions to use public transport and reported use of public transport. Data were collected via a self-completion questionnaire survey conducted in June and August 2013. Participants included a total of 1039 people who were randomly selected from the urban regions of Norway using the Norwegian population registry. Due to missing data on travel mode use variables the analyses were conducted with 546 observed cases. Two clusters of transport users were identified; individuals who primarily use public and health-promoting transport (e.g. public transportation users, bicyclists) and car users. Logistic regression analysis showed that older age, strength of the car use habit, and priorities of flexibility (e.g. prioritize being able to choose the exact time of travel) increased the odds of car use. Structural Equation Modeling showed that priority of convenience, priority of safety and security, and favorable attitudes towards public transport use were positive predictors of intentions to use public transportation, while car use habit was a negative predictor of both intentions to use public transportation and reported public transportation use. Traffic safety campaigns aiming to increase public transportation use in the urban Norwegian public could focus on increasing the attractiveness of public transport, particularly by improving flexibility of such transport. [ABSTRACT FROM AUTHOR]

This study aims to investigate psychological factors related to mode use on urban work/education and leisure travels, and to examine such factors related to intentions of using public transport. A survey was conducted in a random representative sample of the Norwegian population living in urban regions recruited from the Norwegian population registry ( n = 1039). A two-cluster solution for mode use was revealed: individuals who mainly used public or health-promoting transport, and individuals who primarily used a car on the respective travels. The results suggest that car habit strength is more strongly related to car use on work/education travels. The probability component of risk perception was related to mode use on leisure travels, and there was a weak association between the consequence component and use. High perceived probability of accidents in public transport was associated with use of public transport, while high corresponding risk estimates in private motorized transport were associated with car use. Strong car habit strength and high perceived probabilities of accidents and security issues in public transport were related to a reduced intention of using public transport. Increased worry of private motorized transport and a high demand for risk mitigation related to public modes were associated with an increased intention to use public transport. Work/education travels could be more habitual than leisure travels. Risk perception may be a result of exposure to specific modes, rather than a predictor of mode use. Safety and security factors also appeared as more relevant for leisure travels than for work/education travels. [ABSTRACT FROM AUTHOR]

There is insufficient knowledge regarding the role of personality traits, transport-related risk cognitions and safety motivation for demand for transport risk mitigation. The aim of this study is to test a model aimed to predict public demand for transport risk mitigation by these psychological risk constructs. A mailed self-completion questionnaire survey was conducted in a random sample of the Norwegian population aged 18–65 years obtained from the Norwegian population registry ( n = 1947). Results from structural equation modelling supported the hypothesis that sensation seeking, normlessness, risk cognitions and transport-related worry had mediated associations with demand for transport risk mitigation through safety motivation. There were no differences in the strength of associations related to gender and age. The findings are discussed in relation to personality-entailed measures as well as the link between cognitive and emotional approaches to transport risk. [ABSTRACT FROM AUTHOR]

There is currently scant research on the role of transport priorities, risk perception and worry for travel mode use and preferences. The present study aims to examine these factors in relation to mode use and preferences among Norwegian commuters. A web-based survey was conducted in a randomly obtained representative sample of daily commuters in the extended greater Oslo area ( n = 690). The results showed that those who prioritized efficiency and flexibility tended to commute by car, while those who prioritized safety and comfort used public (e.g. metro, tram, and train) or active (e.g. walking and cycling) transport. In a free choice scenario, the respondents who prioritized flexibility reported a preference for using a car, whereas those who prioritized safety and comfort preferred public and active transport for their commuter travels. Risk perception of high impact events, such as terrorism and major accidents, as well as risk perception related to personal impact risks (theft, violence etc.) were related to car use on commuter travels. Transport-related worry exerted weak influences on mode use and preferences. Increased speed on rail transport and more frequent departures may be effective in reducing car use on commuter travels. Risk communication should focus on highlighting the low risk of experiencing security and safety issues in the public transport sector, and this message should be complemented by efforts to reduce the probability of negative events affecting public transport. [ABSTRACT FROM AUTHOR]

Highlights: [•] Empathy was related to lower levels of reported driving errors and violations. [•] Conformity was related to higher levels of violations and error conduct. [•] Vertical individualism related to higher levels of driving errors and violations. [•] Interventions could aim to increase drivers’ resistance to social pressure. [•] Interventions may benefit by considering cultural and trait factors. [Copyright &y& Elsevier]

Highlights: [•] Iranian drivers were more likely to conduct rule violations and speeding. [•] The Iranians were also less likely to use seat belts than Turks. [•] Personality traits were the strongest predictors of attitudes and driver behaviour. [•] Culture also added to the explained variance in all the safety constructs in Iran. [Copyright &y& Elsevier]

Aims: Risk and demographic factors for benzodiazepine and z-hypnotic use are incompletely understood. The aim of the paper was therefore to investigate socio-demographic, lifestyle and psychological factors predicting onset and differential pattern of prescribed benzodiazepine and z-hypnotic use in a Norwegian population sample. Methods: This retrospective cohort study obtained socio-demographic, psychological and lifestyle variables from the Nord-Trøndelag Health Study. Information about benzodiazepine prescriptions from the Norwegian prescription database were linked to epidemiological questionnaire data. Benzodiazepine use was classified into single-period, intermittent and chronic use, and high dose use was defined as being prescribed a yearly average above 180 daily defined doses. Results: Older age, sleep difficulties and smoking were positively associated with all patterns of benzodiazepine use. Male gender was related to a reduced risk of all patterns of use, whereas educational achievement was negatively associated with single-period use. Alcohol consumption, anxiety and tension were positively related to intermittent and chronic use, while exercise was negatively related to chronic use. Smoking, sleep difficulties and old age were positively associated with prescriptions of high benzodiazepine doses, while exercise was associated with lower doses. Conclusions: Patterns of prescribed benzodiazepine use are linked to demographic, lifestyle and clinical variables. Non-pharmacological treatment for sleep difficulties and smoking cessation may reduce the risk of chronic benzodiazepine use. [ABSTRACT FROM AUTHOR]

Highlights: [•] By cluster analysis we grouped eight countries based on their cultural values. [•] Norwegians reported safer attitudes and driver behaviour than the other clusters. [•] Social cognition predicted driver behaviour in Norway and the Russia/India clusters. [•] Road traffic culture was a direct predictor of driver behaviour. [•] Campaigns need to increase their cultural sensitivity in order to be efficient. [Copyright &y& Elsevier]

Highlights: [•] Cultural factors and attitudes were examined in relation to pedestrian behaviour. [•] Vertical collectivism predicted lower levels of risk-taking behaviour. [•] Horizontal collectivism predicted higher levels of risk taking behaviour. [•] Both these variables were mediated through attitudes towards pedestrian safety. [•] Efficiency of attitude campaigns may increase by accounting for cultural variation. [ABSTRACT FROM AUTHOR]

Highlights: [•] We examined risk perception, fatalism and driver behaviors in Turkey and Iran. [•] Traffic risk perception was correlated with non-accidental risk perception. [•] Turks reported higher traffic risk perception, less fatalism and safer driver behaviors. [•] Traffic risk perception was not associated with driver behaviors in the Iranian sample. [•] Traffic risk perception was associated with preventive driver behaviors among Turks. [Copyright &y& Elsevier]

The aim of this study was to identify groups of travel mode users, based on objective risk estimates, and examine overall differences in demographic characteristics, perceived risk, worry, perceived control when using travel modes, trust in authorities, and safety motivation. The results were based on a self-completion questionnaire survey about risk perception and travel mode use in a representative sample of the Norwegian public (n = 1864). In addition, aggregate-level data on accidents in transport were used to establish the “objective risk” for various travel modes. The respondents were split into two clusters. The first cluster was characterized by a relatively greater objective risk for accidents related to public travel modes as well as related to being a pedestrian, while the second cluster was characterized by a higher risk level related to motorized private modes of transportation. There was a significant overall difference in the risk estimates among the members of the two clusters. There was also an overall difference in risk perception and other risk-related judgments due to which risk estimate-based cluster the respondents belonged. Associations between objective risk estimates, perceived risk, and worry are discussed in relation to cluster differences in objective risk. [ABSTRACT FROM AUTHOR]

Abstract: Objective: The aim of this population-based study was to identify factors associated with later benzodiazepine prescriptions, including clusters of personality traits, self-esteem characteristics, sleep difficulties, depression and anxiety symptoms. Methods: A 13year historical cohort study (n=58,967) was carried out and baseline measures of self-reported depression and anxiety symptoms, sleep difficulties, self-esteem and personality traits were obtained from the second wave of the Nord-Trøndelag Health Study (HUNT 2, 1995–1997), Norway. Data on benzodiazepine prescriptions were collected from the Norwegian Prescription Database (NorPD, 2004–2008) for each case in the cohort. Results and conclusions: We found that a combined high extraversion and high neuroticism personality score at baseline was associated with increased benzodiazepine prescription rates. Further, sleep difficulties, low self-esteem and high depression and anxiety scores were also linked to later prescriptions of benzodiazepines, in particular chronic and high dose benzodiazepine prescriptions patterns. The findings are discussed in relation to prescription practice and policy. [Copyright &y& Elsevier]

Highlights: [•] A wide range of risk constructs were tested related to demand for risk mitigation. [•] Risk perception was not a strong predictor of the criterion variables of interest. [•] Perceived risk was a predictor of worry which in turn predicted the outcome variables. [•] Effectiveness of transport campaigns may benefit by a focus on emotions. [ABSTRACT FROM AUTHOR]

Objective: The aim of this study was to examine the prevalence of illicit substance use, alcohol consumption, and psychosocial distress among Norwegian patients on waiting lists for substance use disorder treatment. Methods: Patients on waiting lists at 16 Norwegian treatment clinics for substance use disorders received a mailed questionnaire or were recruited during pre-treatment meetings (response rate 40%, n = 203). The patients completed a questionnaire consisting of validated screening tools of substance use and psychosocial distress. When available, Norwegian norm data were used as a reference group in analyses. Results: Among patients who reported use of illicit substances in the last month, 40% reported scores above cut-off. About 50% of those who had consumed alcohol reported a severe pattern of alcohol consumption. A total of 60% of the sample reported severe symptom loads and nearly 70% of the sample reported interpersonal problems above cut-off. Compared to the norm data, patients on waiting lists reported more psychosocial distress on all the symptom dimensions, as expected. Conclusions: Patients on waiting lists reported substantial substance use and psychosocial burden. Pre-treatment interventions should be conducted among these patients. Treatment could benefit from more standardized screening routines and clinical assessments before patients enter treatment. The findings may challenge the Norwegian policy of supply-driven treatment services. [ABSTRACT FROM AUTHOR]

Objective This study aimed to investigate prospective associations between benzodiazepine use and later life satisfaction, sleep difficulties, perceived general health, anxiety symptoms and somatic pain among the elderly. Methods A 13-year prospective cohort study was conducted in a Norwegian population-based sample of 15 830 elderly individuals. Baseline control measures of the investigated psychological constructs and a wide range of demographic and health-relevant covariates were obtained from the Nord-Trøndelag Health Study (HUNT 2, 1995-1997). Follow-up data were obtained from the third wave (HUNT 3, 2006-2008) of the same epidemiological study. The Norwegian Prescription Database (2004-2008) was used to link pharmacy prescription records of benzodiazepines for each case to the HUNT 2 and HUNT 3 materials. Results Use of benzodiazepines was associated with less life satisfaction and more sleep difficulties at follow-up. These tendencies increased by more frequent patterns of use. Benzodiazepine use had relatively weak relations to perceived general health, but intermittent and chronic use was related to higher anxiety symptoms at follow-up. Such patterns were also modestly related to somatic pain at follow-up. Discussion and conclusion Benzodiazepines should be dispensed at a high-threshold policy among the elderly. By developing clear-cut discontinuation plans, clinicians could avoid chronic use and focus on psychosocial treatment for psychological disorders. Copyright © 2013 John Wiley & Sons, Ltd. [ABSTRACT FROM AUTHOR]

Aims: To investigate social influence, health, criminality and substance use in a sample of 1288 Norwegian rural adolescents. Relations between these factors and substance use were examined. Methods: Data were obtained from the 'UngData' study. A cross-sectional questionnaire survey was conducted among adolescents ( n = 740) in nine secondary schools and among 548 adolescents in three high schools across two counties. The response rate was 63%. Findings: Deviant behaviours had higher social status among males and adolescents in high school. The social status of deviant behaviours and participation in criminal activities were associated with alcohol and illicit substance use. Parent-adolescent trust was positively associated with alcohol use and parent involvement with friends was similarly related to illicit substance use. The social status of physical appearance and talent in sports were negatively associated with alcohol use. Conclusions: Early intervention could promote the social status of healthy activities and reduce the status of deviant behaviours. The transition between secondary school and high school may constitute a risk period for establishing problem behaviours and interventions should target this period. Research should test whether substance availability relates to differences in substance use in rural and urban settlements. [ABSTRACT FROM AUTHOR]

Background: The characteristics of substance use disorder (SUD) inpatients with co-occurring psychiatric disorders (COD) have been scantly described in the extant literature. This study investigated psychological, demographic and substance use characteristics in these patients, along with predictors of relapse 3 months post-treatment. Methods: Prospective data from a cohort of 611 inpatients were analyzed for demographics, motivation, mental distress, SUD diagnosis, psychiatric diagnoses (ICD-10) and relapse rate at 3 months post-treatment (retention rate = 70%). Results: Compared to patients without COD (n = 322), those with COD (n = 289) were younger, had higher mental distress, lower education and higher likelihood of no permanent residence. The relapse rate was also higher in patients with COD (39.8%) relative to patients without COD (26.4%) (OR = 1.85, 95% CI: 1.23–2.78). The relapse rate was particularly high for patients with COD who were diagnosed with cannabis use disorder (53.3%). Multivariate analysis revealed that among patients with COD, relapse was more likely for individuals with a cannabis use disorder (OR = 2.31, 95% CI: 1.34-4.00), and less likely for older ages (OR = 0.97, 95% CI: 0.94-1.00), females (OR = 0.56, 95% CI: 0.33–0.98) and for those with higher intrinsic motivation (OR = 0.58, 95% CI: 0.42–0.81). Conclusion: This study showed that among SUD inpatients, those with COD had relatively persistent high levels of mental distress and an increased risk of relapse. Enhanced measures aimed at COD patients' mental health problems during the inpatient stay, along with close and personalized follow-up after discharge from residential SUD treatment may reduce the probability of relapse in this group. [ABSTRACT FROM AUTHOR]

What makes a vehicle user buckle up? Considering the strong effect of seat belt use in reducing injuries and fatalities in a vehicle crash, we investigated the role of the health belief model on seat belt use among front-seat passengers on urban and rural roads. A questionnaire based on the theory components was randomly distributed in public areas of Sari, Iran. Structural equation model was used to test the study hypotheses. The results revealed that anticipated severity and perceived susceptibility directly affected seat belt use on urban roads, whereas perceived barriers had a reverse effect on seat belt use on urban roads. Perceived barriers with an indirect and perceived susceptibility with a direct effect, played an essential role in explaining seat belts use on rural roads. Outcomes of this study extend the knowledge of seat belts use behavior among front seat passengers by introducing new factors of potential influence, which could lead to practical solutions aimed to enhance seat belts utilization among these vehicle users and decrease the rate of injuries and fatalities in road crashes. [ABSTRACT FROM AUTHOR]

Using a roadside survey among 1026 drivers and recording actual mean speed of vehicles, we develop a hybrid speed choice model to investigate the simultaneous effects of latent psychological and manifest variables in speed choice analysis. The latent variable part measures psychological factors derived from the theory of planned behavior (TPB). The results show that most factors of the TPB including attitudes, perceived behavioral control and intentions significantly predicted speed choice behavior. Females and older drivers (>60 years) have stronger attitudes and intentions to comply with the speed limit, which in turn, are positively related to slow driving behavior (<100 km/h) in freeways. Policy-scenario analyses show that an enhancement (one-point increase in the Likert scale) in attitudes and intentions to comply with the speed limit range would decrease the share of fast driving (>120 km/h) by around 5.5% (from 15% to 9.5%) and 3.5% (from 15% to 11.5%), respectively. [ABSTRACT FROM AUTHOR]

Abstract: Objective: The present study aimed to examine anxiety, depression, sleep and alcohol outcomes among individuals who were prescribed benzodiazepines or z-hypnotics in a Norwegian population-based sample (n =58 967). Methods: This 13year historical cohort study obtained baseline measures of self-report anxiety, depression, sleep difficulties and alcohol use from the Nord-Trøndelag Health Study (HUNT 2, 1995–1997). Information about outcomes was collected from the third wave (HUNT 3, 2006–2008) of the same epidemiological study. Prescription records of benzodiazepines and z-hypnotics were obtained from the Norwegian prescription database (NorPD, 2004–2008) and were linked to the HUNT 2 and HUNT 3 questionnaire data. Results: Among the 58,967 respondents who were eligible for the study, 13,774 (23%) received at least one prescription of benzodiazepines or z-hypnotics in the period 2004–2008. Benzodiazepine use was associated with a higher risk of severe anxiety, depression and sleep outcomes. The assumption that benzodiazepine use is prospectively associated with a higher risk of problematic alcohol use was not supported. Conclusions: Consideration and discussion of the future place of benzodiazepines in treatment of anxiety and sleep difficulties in Norway could be warranted. Benzodiazepines may be efficient in reducing symptoms in the short term, but evidence from this long temporal follow-up study indicates limited positive influences in the long term. [Copyright &y& Elsevier]

Abstract: Aims: The core aim of the present study was to examine the role of risk perception in use of private and public modes of transportation. An additional aim was to examine the relative importance of perception of transport risks with risk perception of non-transport factors and also to investigate differences in worry, perceived control of transportation modes, as well as trust in authorities’ risk handling, safety motivation, and attitudes towards transport safety. Sample: The results are based on a mailed self-completion questionnaire survey carried out among a representative sample of the Norwegian public aged from 18 to 65years (n =1864). Data collection was carried out during October–December 2008. Results: Perceived control related to private modes of transportation, knowledge about safety and trust in authorities were found to be significantly different among respondents who often used private modes of transportation compared to those who most often used public modes. It was no significant difference in severity of consequences due to which transport modes that the respondents used most frequently. Conclusion: It may be that conclusions of previous research about the role of consequence judgement for precautionary action and demand for risk reduction are misleading when generalised to decisions about transport mode use. [Copyright &y& Elsevier]

This study investigated interrelations between life events, psychosocial distress, self-efficacy, and substance use among patients manifesting substance use disorders. Gender differences in these interrelations were also explored. Patients ( N = 352) were recruited during 2008 and 2009 from 16 Norwegian facilities. These patients completed a questionnaire with validated measurement instruments. Interrelations were investigated by SEM analysis. The results suggested that negative life events facilitated substance use and psychological distress. Positive life events were associated with self-efficacy, but weakly related to substance use. The results supported the notion that males are more prone to use substances when faced upon negative life events. [ABSTRACT FROM AUTHOR]

Abstract: The present study aimed to investigate differences in risk perception, the demand for risk mitigation, priorities and worry related to transport among the Norwegian public in 2004 and 2008. Age, gender, education, driver licence and number of injuries in transport were controlled for. The comparison was carried out with questionnaire surveys among representative samples of the Norwegian public in 2004 (n =1730) and 2008 (n =1864). The results showed that the perceived probabilities of transport accidents decreased, whereas the perceived severity of consequences increased during this period. Both samples estimated higher probabilities of accidents by private means of transport. The demand for risk mitigation and priorities related to transport safety increased significantly in the same period. The 2008 sample also reported more worry regarding accidents by private transport. Results were discussed in relation to transport safety campaigns, safety measures and significant accidents which occurred in this period. [Copyright &y& Elsevier]

Abstract: This study aimed to investigate differences in self-reported driver attitudes and behaviour in rural, peri-urban and urban areas in Norway. Age, gender and education were controlled for. An additional aim was to investigate the relations between demographics, personality variables, driver attitudes and behaviour in the complete sample and across the different geographical areas. To obtain these aims, a questionnaire was distributed by mail to a randomly selected sample from the Norwegian population registry (N =6203). Of the distributed questionnaires the response rate was 30%. Differences in attitudes and self-reported behaviour were significant due to type of geographical area. However, the results showed that gender, age and education caused stronger differences than type of geographical area in attitudes to driving and driver behaviour. SEM-analysis failed to reject the notion that the strength of the structural relations was similar in the geographical areas. This could imply that demographic characteristics, and their compositions in rural, peri-urban and urban areas, are more important for differences in driver behaviour and attitudes than characteristics of the traffic environment. [Copyright &y& Elsevier]