The influence of fatalistic beliefs and risk perceptions on road safety attitudes in Latin America; A two-country study

Road safety is a major challenge in the Latin American region; however, there is a significant lack of research undertaken there. To contribute to addressing this gap, this paper reports on an exploration of the antecedents of traffic safety attitudes in two Latin American contexts: Brazil and Ecuador. Building on related work undertaken in other countries, the research explored the relationships between fatalistic beliefs, traffic risk perceptions, and road safety attitudes, while accounting for age, gender, and exposure to the road environment. Data from 2432 individuals, analysed using Structural Equation Modelling, revealed differences in the extent to which different fatalistic belief constructs (including divine control, luck, helplessness, internality, and general fatalism) were related to road safety attitudes. Moreover, fatalistic beliefs were found to influence road safety attitudes both directly and indirectly through their influence on risk perceptions. Those that reported more fatalistic beliefs also reported more dangerous attitudes to road safety and a lower perception of on-road risk. Mirroring findings from work undertaken in other countries, we found males compared to females and younger compared to older respondents to report more dangerous attitudes to road safety, with inconclusive results for risk perceptions. We also found very similar patterns of results in the data from the two countries included in the research. Results are discussed with regards to informing the design of road safety interventions aimed at influencing individual road user attitudes and, ultimately, human behaviour and system performance.     

Thinking about the history of road safety research: Past achievements and future challenges

This paper surveys the developments in road safety thinking and road safety research over the last century. It details the general evolution of safety thinking as it applied to road user behaviour, vehicle and road design. More recently, emphasis has shifted towards a system’s approach, both in road safety activities and in road safety research. In terms of the future, more likely scenarios for the near future, a few decades from now, are explored and the implications for future road safety research are discussed. In particular, increasing urban density forces changes in travel modes, with a shift to public transport, more cycling and walking, and, thus, imposes new challenges for road safety research. In terms of vehicle technology, more automation and driver assistance systems are envisaged with an accompanying emphasis on evaluation and research, including the issue of behaviour adaptation. Speeding and population ageing will remain major research areas. Increased interest in techniques for exploring large databases, behaviour indicators and randomised experimentation is expected.     

Key challenges in tram/streetcar driving from the tram driver’s perspective – A qualitative study

Tram drivers have a difficult task in controlling one of the heaviest vehicles on the road whilst negotiating a complex road environment with multiple road users. Like all public transport drivers, tram drivers need to ensure passenger safety and to run on time. However, very little research has been conducted evaluating tram driving tasks and even less on evaluating tram drivers opinion on how other road users are affecting tram road safety. Therefore, the aim of this study is to investigate the key tram driving challenges, to identify the key road user factors affecting tram road safety as well as to explore the potential safety improvement initiatives on tram routes from the tram drivers’ viewpoint. The study incorporated five focus groups involving thirty tram drivers in Melbourne. The key themes emerged inductively from focus groups were identified through a data coding process. Outcomes of the focus groups revealed seven major challenges in tram driving: ensuring safety for all people in and around the tram, pressure for running on-time, maintaining constant concentration on roads, predicting other road users’ behavior in advance to avoid any crash incident, preventing passenger falls on board, accepting the operational constraints of trams and managing fatigue workloads. Tram drivers identified that other road users are unaware of safety issues around trams, have a poor understanding of road rules about driving with trams and often violate road rules around trams, and they mentioned this road user behaviors as the key challenges for safe tram driving. Tram drivers proposed rendering greater law enforcement on the tram network to penalize road users who are violating road rules around trams, introducing more safety campaigns and safety education to increase awareness among road users to improve tram road safety. Findings of this research enhance understanding of tram driving challenges, provide an in-depth knowledge of road user factors affecting tram road safety and suggest effective planning strategies for transit agencies to improve road safety.     

Development and validation of the Drivers’ Emotional Intelligence Inventory (EMOVIAL)

Road fatalities involving young road users have become a global health issue. Although human factors are known to be involved in road fatalities, little research has examined the way in which emotional competencies may affect road accidents. With the aim of filling this gap we describe the development and validation of a scale for measuring emotional intelligence when driving. The EMOVIAL inventory consists of nine items distributed across three dimensions (attention to emotions while driving, clarity of emotions while driving, and emotional regulation while driving). Analysis of its psychometric properties showed it to be valid and reliable. The paper discusses how the scale may be used to improve road safety.     

Asymmetric preferences for road safety: Evidence from a stated choice experiment among car drivers

Recent research has proposed fitting responses from discrete choice experiments to asymmetric value functions consistent with prospect theory, taking into account respondents’ reference points in their valuation of choice attributes. Previous studies have mainly concentrated on travel time and cost attributes, while evidence regarding road safety attributes is very limited.This paper investigates the implicit utility of a road safety attribute, defined as the number of casualties per year in alternative car trip choices, when safety improves or deteriorates. Using appropriate statistical tests we are able to reject symmetric preferences for losses and gains in the level of safety and estimate a sigmoid value function that exhibits loss aversion and diminishing sensitivity. This adds an interesting psychological dimension to the preference of road safety. Possible implications of this finding for policy making are discussed.     

Measuring optimism bias among military personnel

High numbers of young military personnel die due to road traffic collisions (RTCs). Yet, there is a paucity of research related to the contributing factors (i.e., optimism bias and willingness to take risks) associated with RTCs and the examination of road safety education program tailored at reducing young military fatalities. In order to address this gap in the literature, we examined one specific road safety educational intervention tailored for the UK military personnel and investigated their attitudes towards the program, optimism bias and willingness to take risks. Measures evaluating their optimism bias, willingness to take risks and attitudes towards the program were asked after the participants attended the road safety interventions. The results revealed that young military personnel, aged 18–25, had higher optimism bias and willingness to take risks compared to older military personnel, and that this effect diminishes with age. The results provide importance evidence related to military personnel’s attitudes to risk-taking.     

An evaluation of speed management measures in Bangladesh based upon alternative accident recording,speed measurements,and DOCTOR traffic conflict observations

With 21,000 people annually killed in road traffic (estimated figure by World Health Organization), Bangladesh has one of the highest fatality rates in the world. Vulnerable road users (VRUs) account for over 50% of road traffic casualties, and 70% of casualties occur in rural areas. As in many Low and Middle Income Countries (LMICs), the official road accident statistics are incomplete and biased.Safe Crossings (Netherlands) and the Centre for Injury Prevention and Research Bangladesh (CIPRB) (Bangladesh) received permission from the Bangladesh government in 2014 to design and implement an integrated speed management program (consisting of a combination of small-scale infrastructural measures, active community involvement and road user education) at three locations where a national highway intersects small communities. The infrastructural countermeasures to improve road safety consisted of speed humps, rumble strips, signs and road markings and were designed following the Dutch road design guidelines. In a Before–After study design, we used a combination of three research methods to monitor and evaluate the road safety interventions. We created our own traffic accident recording system with trained local record keepers, we conducted laser-gun speed measurements of motorized traffic (both at intervention and control locations), and we applied the Dutch Objective Conflict Technique for Operation and Research (DOCTOR) for observing serious traffic conflicts at the intervention locations. The latter was based upon DOCTOR scores from video recordings of the behaviour at the three experimental locations Before and After the interventions.Prior to installing the intervention program, the three locations combined had, on average, about 100 serious accidents, 10 deaths, and 200 injured people on a yearly basis. In April 2015, all infrastructural measures were completed. In the after period (till the end of January 2016), the alternative accident recording system showed a 66% reduction in the number of serious accidents, a 73% reduction in the number of injured people, and a 67% reduction in the number of people killed.The unobtrusive laser-gun speed measurements resulted in a net reduction of 13.3 km/h (or 20% in relative terms) on average at the intervention locations by taking the general speed development at the control locations into account. According to Nilsson’s power law this would result in a 59% reduction of the number of people killed, well in line with the actual accident figures.The total number of serious conflicts (only DOCTOR scores 3, 4, and 5) was significantly reduced from 64 serious conflicts per location in a 4.5 h period Before to 29 serious conflicts in the After period, on average (Poisson distributed variable, p < 0.01), or a 55% reduction in relative terms. By including the traffic volumes, the reduction in conflict risk overall is 54%. Moreover, the severity of conflicts was reduced in the After period with only one most severe conflict (DOCTOR score 5) left. Buses represent the largest portion of road users involved in serious conflicts at all three locations, followed by cars and CNGs (Compressed Natural Gas vehicle). By far, the most frequently occurring conflict is of the type head-on conflict between an overtaking bus or car that is encountering a road user in opposite direction (for the greater part a CNG).All three evaluation measures point to a similar impact of the intervention program and unveil an improvement in road safety between 54% and 60%. The speed-reducing measures indeed considerably reduce the speed of motorized traffic, both the mean speed and 85th percentile values, both the number and severity of serious conflicts are reduced, and the actual number of accidents has decreased. It appears that Nilsson’s power law for the relation between a difference in mean speed and the change in the number of accidents also applies to LMICs.Speed management measures as common in high-income countries appear to be also effective in LMICs. For evaluation purposes of road safety impacts, a Traffic Conflicts Technique approach (also developed in high-income countries) seems valid and effective as well for application in LMICs.As there are thousands of traffic black spots with similar characteristics as the three intervention locations in Bangladesh, this integrated approach may well offer similar road safety improvements elsewhere.     

The role of values in road safety culture: Examining the valuation of freedom to take risk,risk taking and accident involvement in three countries

National focus on individual freedom versus paternalistic values is a fundamental theme, which defines the status of traffic safety in different countries. The present study examines the role of such values in road safety culture based on survey data from car and bus drivers from three countries with distinctly different road safety records: Norway (N = 596), Israel (N = 129) and Greece (N = 386). While Norway has the highest road safety level in Europe, and Israel also performs better than the EU average, the road safety level in Greece was far below the EU average. As these positions reflect differences in policies and national regulations in drivers’ freedom to take risk, we hypothesize a higher focus on individual freedom to take risk and lower focus on paternalism among the Greek drivers. Results indicate, in accordance with our hypothesis, that the Greek drivers value freedom to take risk in traffic higher than drivers from Norway and Israel. Greek drivers also expect higher levels of risk taking from other drivers in their country, they report higher levels of risky driving themselves, and are more often involved in accidents. Thus, it seems that values have an important role in Road Safety Culture (RSC), legitimizing and motivating risky driving, which are related to accidents. We found, however, contrary to our hypotheses, that the Greek drivers also had the most paternalistic attitudes among the drivers in the three countries. In the present paper, we try to solve this Greek paradox.     

Similarities between self-reported road safety behavior of teenage drivers and their perceptions concerning road safety behavior of their parents

The study investigated 401 19-year-olds, who were licensed car drivers in Lithuania. The focus of the survey was on the self-reported road safety behaviors of teenage drivers and their perceptions of their parents’ road safety behaviors, in order to assess behavioral similarities between teenagers and their parents. The survey also investigated whether parents and teenagers discuss issues of driving safely, and whether there is an association between these conversations and driving restrictions.According to teenagers’ reporting, road safety behavior of teenage drivers and their parents often is similar: most of them break the speed limit, drive when feeling fatigued, use a cell phone when driving, and do not fasten the seat belt as a passenger in the back seat. The study indicated that there is a positive moderate correlation between road safety behaviors of teenagers and their parents, as reported by the teenagers. A majority of teenagers report that they discuss road safety factors, driving safely and driving behavior with their parents. Based on teenager reports, the parents, who discuss road safety issues with their children, are more likely to apply restrictions on teenagers’ driving.     

Visual exploration and hazard search strategies in a simulated road crossing task among primary and secondary school students in Tanzania

Pedestrians, cyclists, motorcyclists, and other vulnerable road users represent more than half of all road fatalities globally. In Tanzania, pedestrians account for a significant proportion of the death toll, accounting for 30% of all traffic fatalities (WHO, 2018) and a 2016 study conducted in Dar Es Salaam found that 87% of school-aged children walk to school (Draisin, 2016), highlighting that school-aged children are exposed to a high level of risk.The present work reports the results of a study conducted in primary and secondary schools in the Arusha Region of Tanzania which investigates the students’ road crossing mental representation, as well as their level of hazard perception awareness, through their declared gaze behaviour. The students were asked to identify and tell the areas where hazards could come from within three road crossing scenarios, thus exploring the mental representation of the visual exploration strategies applied by children and teenagers when crossing the road. Results showed the tendency to apply the “compliant gaze behaviour” pattern in a flexible manner and to integrate it with the exploration of other areas in the visual field, particularly by the senior students. Practical implications for planning effective pedestrian road safety training programs are discussed.     

Road safety knowledge and policy: A historical institutional analysis of the Netherlands

This paper explores the institutional development of Dutch road safety policy over the last century and the role of knowledge therein. After a theoretical exploration of the concept of institutionalization, the article sketches an overview of the institutionalization of road safety policy in the Netherlands between 1900 and 2010. In particular, it reports on the rise of knowledge organizations and national policy departments since the 1960s. Furthermore, it indicates an increasing importance of the regional and local level of governance since 1990 in road safety, while knowledge relevant at that level is hardly produced. This recent mismatch between knowledge production and policy making results in two barriers for knowledge utilization in road safety policy: Dutch road safety knowledge is neither well tailored to regional and local governments, nor does it pay sufficient attention to the needs of regional and local governments to weigh various interests with road safety. This study presents an example of an investigation on how institutional patterns may enable and constrain knowledge utilization.     

Investigating the individual and organisational predictors of work-related driving crash involvement in Ethiopia

The rate of road traffic injury and death in Ethiopia is at a critical level when compared to rates in high-income countries. Considering the enormity of this issue, research is to identify groups of high-risk road users and the factors contributing to their crash involvement. This study focuses on work-related drivers. This study explores driving behaviour as a mediator of the relationship between organisational and individual attribute factors and self-reported crashes in a sample of 213 work-related drivers in Addis Ababa, Ethiopia. The hypothesised framework identifies driving behaviour as the most proximal determinant of self-reported crashes, and safety values, role overload and self-efficacy as antecedents of driving behaviour. With the exception of the relationship between self-efficacy and driving behaviour, all the hypothesised relationships were supported. We make recommendations for intervention approaches that are theoretically focused and sensitive to the cultural context.     

Sensitivity to reward and risky driving,risky decision making,and risky health behaviour: A literature review

Young driver road safety has persisted as a global problem for decades, despite copious and diverse intervention. Recently the influence in reward sensitivity, which refers to the individual’s personal sensitivity to rewards, has received attention in health-related research, including more generally through decision making in risky circumstances, and in risky driving behaviour specifically. As such, a literature review and synthesis of the literature regarding reward sensitivity in relation to risky driving, risky decision making, and risky health behaviour, with a focus on literature in which adolescents and young adults feature, is timely. Thirty-one papers were identified, and the literature revealed that young drivers with greater reward sensitivity engage in more risky driving behaviours including speeding, crashes and traffic violations; and that individuals with greater reward sensitivity engage in more risky decision making and other risky health-related behaviours (such as drinking and drug use). Adolescents and young adults exhibit heightened sensitivity to rewards in the presence of peers, which has considerable implications for young driver road safety as research consistently demonstrates that carrying peer passengers places all vehicle occupants at greater risk of being involved in a road crash. Consideration of the influence of reward sensitivity in young driver road safety, and other adolescent/young adult health-related safety, appears to be a promising avenue of intervention, with gain-framed messages more likely to be accepted by young drivers with greater reward sensitivity. Future research in jurisdictions other than Australia and Europe will increase our understanding of the influence of reward sensitivity, and exploration of the differential impacts of reward-responsiveness and fun-seeking specifically are warranted.     

Predictors of perceived road collision/incident risk among horse users: A survey study from Norway

Although horse users in traffic are a vulnerable road user group, traffic safety problems among them are scantly examined by previous research. The main aim of the present study was to examine the role of some demographic variables, traffic safety attitudes, and level of knowledge about rules and regulations applying to horse use in traffic for predicting perceived road collision/incident risk in a sample of horse users in Norway. An online survey was conducted to collect data from a total of 1733 horse users including horse riders and drivers of horse-drawn sulky, wagon or sled. The respondents accessed the survey via a link put to the website of the Norwegian Horse Centre, which is in contact with many different horse user environments in Norway. The majority of the respondents were female and between the ages of 18–30. A multiple regression analysis was conducted to examine the predictors of the perceived collision/incident risk involving other motor vehicles. Results showed that traffic safety attitudes among horse users were the strongest predictor of the perceived collision/incident risk. In particular, horse users reported a negative attitude towards the other road users (e.g. drivers) indicating that they perceive the other road users’ actions and approaches as the biggest source of risk in road traffic. The level of knowledge about the rules and regulations applying to horse use, especially in walking and cycling lane, was relatively low among the respondents. However, knowledge about rules and regulations did not appear as a strong predictor of the perceived collision/incident risk. Results indicate the need to increase road users, especially drivers’, awareness about the problems and needs of horse users in traffic.     

The effect of widening longitudinal road markings on driving speed perception

Road markings may influence driver behavior, and therefore road safety. An increase in the width of road markings might lead drivers to perceive lanes to be narrower than they really are, creating the illusion of traveling faster. The objective of this paper is to analyze whether wider longitudinal road markings can affect the perception of lane width and thus induce drivers to slow down. To this end, three curves with reduced visibility were selected for a field experiment. The road markings were painted wider than normal, and video recordings were made with narrow and wide markings by a camera installed in a vehicle. A total of 14 videos were shown to each of the 185 participants; then a survey was carried out to analyze in which video the participants perceived higher speed. The results showed that if the participants perceived differences in speed, the higher speed was perceived with the wide markings. This perception of higher speed increased if the participant was female, or if the participant had ever had an accident. In view of the obtained results, it can be said that the use of wider road markings could help reduce vehicle speed, thus contributing to improved road safety.     

A novel conceptual framework investigating the relationship between roadside advertising and road safety: The driver behaviour and roadside advertising conceptual framework

This paper proposes a conceptual framework to understand the relationship between roadside advertising signs, driver behaviour, and road safety outcomes. Roadside advertising signs are external distractions that may take a driver's attention away from safety-critical driving tasks, potentially increasing crash risk through driver distraction and inattention. Although studies report safety concerns, as a whole, the body of research in the field is inconclusive with inconsistent quality, making it difficult to draw firm conclusions. Definitive links between roadside advertising and road trauma are not yet evident, which has major consequences for road regulators' capacity to develop evidence-based policy to safely administer public roads. However, a lack of consistent evidence does not indicate an absence of risk but underscores its complexity. To address this problem, the Driver Behaviour and Roadside Advertising Conceptual Framework (DBRA framework) was developed to strategically investigate and conceptualise the phenomena of roadside advertising. A new term – “extended engagement” – has also been proposed to account for situations of prolonged attentional engagement with a roadside advertising sign. Further, it is posited that important variations in driving performance may be associated with a driver's extended engagement with a roadside advertising sign. Built on extant theories of driver behaviour and empirical research, the DBRA framework is designed to be a robust tool that encourages a common agenda for future roadside advertising research.     

How to nudge drivers to reduce speed: The case of the left-digit effect

To decrease the negative consequences of a road crash, even a small reduction in driving speeds can make a significant difference. We examined the possible application of the left-digit effect as a nudge to reduce road speed. In the marketing field, this effect is based on reporting price tags that are characterized by a low leftmost number and a high rightmost number (e.g., a price tag of €14.99 rather than €15.00). We applied the same strategy to improve road safety. Participants were college students (43.75% female, mean age = 24.06 years in Study 1; 50% female, mean age = 23.53 years in Study 2) who were asked to drive in a simulator on a route that had both usual unmodified road signs (e.g., 50 km/h) and the same road signs increased or decreased by one unit (e.g., 49, 51 km/h). We compared the average median speeds in road segments with unmodified road signs with those in road segments with the corresponding modified signs. The average median speeds in the presence of a sign modified by the reduction of 1 km/h were significantly lower compared with the median average speeds recorded with unmodified signs. We showed that the application of psychological insights can reduce driving speeds and therefore increase road safety.     

The failure to respond to changes in the road environment: Does road familiarity play a role?

Road signs do not necessarily lead to the right response. Especially when signs are changed, drivers may not always detect new signs and may therefore fail to respond correctly to the situation indicated. The present driving simulator study investigated whether road familiarity (increased exposure to the same road) influenced failure to respond to a change in road signs. In order to study the failure to respond, participants were presented with a change in the road lay-out (as indicated by a road sign) in the last of a series of simulated drives. The change introduced was the conversion of a normal road into a No-Entry road. Results show that several participants failed to respond to this change. However, the failure to respond was not simply the result of familiarity with the road or prior exposure to precisely the same road, but seemed to be influenced by expectations induced by the road design. Additional safety measures such as the placement of additional road signs reduced the failure to respond. An auditory in-vehicle message gave the best results. Interestingly, both in the case of additional signs and of the in-vehicle message, a general warning was sufficient, without the need to specify the precise traffic situation.     

Public health consequences of road traffic injuries – Estimation of seriously injured persons based on risk for permanent medical impairment

Despite the fact, that Sweden has one of the safest traffic environments in the world, a large number of people are still injured in road traffic accidents in Sweden. The core concept of the Vision Zero that was adopted by the Swedish parliament in 1997 is to decrease the number of deaths and serious injuries caused by traffic. The vision has been followed-up in terms of decreased mortality, but there was not a consensus on how the concept “seriously injured” should be measured at that time. The aim of this paper is to describe how to develop a measure to estimate the number of seriously injured people in Sweden. The results show that it is possible to estimate the health impact of road traffic accidents based on the definition of medical impairment. According to the results, 8389 people were seriously injured (permanently medical impaired more then 1%) in the road transport area in Sweden in 2013. If the number of people who had slipped or fallen down without any vehicle being involved is excluded, the number of seriously injured was around 4700. The result of the study has been included in the road safety goal for Sweden with the aim to have 25% less seriously injured people in 2020 than the average for the years 2006–2008. The results also showed that 91% of the seriously injured were transported by car, bike or by foot. The relatively high proportion of pedestrian fall accidents happening within the transport system irrespective of whether a vehicle was moving or not raises the question whether these types of accidents should be included in the reporting of formal road traffic accidents.     

Crossing road intersections in old age—With or without risks? Perceptions of risk and crossing behaviours among the elderly

Pedestrians aged over 65 are known to be a critical group in terms of road safety because they represent the age group with the highest number of fatalities or injured persons in road accidents. It is widely recognized that the latter is due to the physical vulnerability of this age group in case of injury. However, physical and cognitive decline come into play during the action of crossing a street. Various studies have attempted to connect the crossing behaviours of the elderly with variables such as age, gender, sensory acuity, level of attentiveness, physical decline and the design of intersections. In demonstrating the complexity of the relationship between people and their environments, the literature suggests that age, physical ability, and the spatial configuration of roads are major components of road safety. Moreover, people’s knowledge and mastery of their environments, as well as their ability to adapt to change affects how they move through space. Taking these factors into account, this study examines the perceptions of elderly pedestrians with regards to the quality and risks of road crossings in the context of Montréal, Québec, in Canada. The analyze are based on observations and questionnaires in order to bring to light a better understanding of the relationship between the crossing behaviours, characteristics and perceptions of the elderly. While previous studies have examined perception and observation separately, this study is unique in having looked at both angles simultaneously. Five profiles of elderly people in both urban and suburban environments were established. A sample of 181 elderly pedestrians (65–93 years of age, AVG = 74) were surveyed using a questionnaire. In addition to close-ended questions, respondents were asked to evaluate 17 environmental ambiance and risk behaviours according to various scales. Using principal component analysis (PCA) and hierarchical cluster analysis (HCA), the data was grouped into 6 categories that define and distinguish 7 profiles of elderly people. These profiles were explored according to the socioeconomic status and crossing behaviours of respondents. The probabilities of adopting different crossing behaviours were tested by employing logistic regression models. The results reveal greater variability in the perceptions of the elderly in terms of risk related to crossing behaviours and type of signalisation at intersections. Even among seniors, the perceptions of risk varied greatly, which may have had an impact on their behaviours. While some of the behaviours observed coincided with the perceptions of respondents, the results of this study suggest that they only play a marginal role.