A framework for conceptualising traffic safety culture

Traffic safety culture is a relatively new concept which has recently gained attention in the field of traffic safety. There is currently little consensus regarding the nature of the concept, nor how it should be defined. Preliminary definitions have typically focussed on specific road safety problems and the anticipated effect of a strong traffic safety culture. The literature to date has tended to emphasise how traffic safety culture might be created or shaped. However, without a better understanding of the nature and structure of traffic safety culture, discussions regarding changes to traffic safety culture are restricted. An examination of different conceptualisations and definitions of organisational safety culture provides a preliminary theoretical framework for traffic safety culture. Two high risk driving behaviours within the Australian context are compared to illustrate how key factors within this framework can be used to understand and improve road safety outcomes.     

Cultural foundations of safety culture: A comparison of traffic safety culture in China,Japan and the United States

Understanding how to assess the influence of culture on traffic safety is important for improving traffic safety globally. Traffic safety culture is embedded in the larger context of country’s cultural norms and values, producing different safety outcomes even when other factors are similar. The current work examines how culture influences traffic safety outcomes in three of the largest automobile countries in the world, but which have very different cultural values and which also have very different traffic safety outcomes: China, Japan and the United States. China has an emerging driver population and cultural values that result in aberrant driving behaviors and “scrambling” to gain the right of way, producing a high number of crashes. Japan has an established driver culture, but an emphasis on reducing risk, which results in a lower rate of crashes. The United States, with the most established “car culture”, has an historical and cultural view of the car as a representation of freedom, leading to choices that result in higher crash rates than many countries around the world. The current work explores these cultural underpinnings for traffic safety culture in each country by establishing the historical basis for a traffic culture, examining road, vehicle engineering and legal standards, and reviewing available crash data and data on safety attitudes. These countries are compared across the different dimensions to establish unique cultural influences on traffic safety.     

Examining behavioral and attitudinal differences among groups in their traffic safety culture

The paper explores the concept that, for a given population, there is not a single “traffic safety culture,” but rather a set of alternative cultures in which the individual driver might belong. There are several different cultures of dangerous driving behavior and each might need a separate strategy for intervention or amelioration. First, the paper summarizes the over-arching theory explored in the research, which applies Multi-group Structural Equation Modeling (MSEM) in a modification of the Theory of Planned Behavior (TPB) in the explanation of Risky Driving Behavior, based on ten observed explanatory factors. Second, we apply Latent Class Cluster (LCC) segmentation to the full sample, revealing four segments: one cluster reflecting a “Low Risk Driving Safety Group” and three clusters describing three different groups of problematic drivers. We first apply MSEM to two groups; the “Low Risk Driving Safety Group,” and the “High Risk Driving Safety Group,” defined as the members of the three problematic clusters together, revealing how a “Low Risk” culture differs from the “High Risk” culture, with the relative importance of the TPB explanatory factors varying sharply between the two groups. Finally, the three problematic clusters are profiled for demographics and their mean scores for the ten observed explanatory factors. Each of the clusters is reviewed in terms of responses to selected survey questions. Three separate and distinct dangerous traffic safety cultures emerge: first, a culture of risky driving dominated by excitement seeking and optimism bias; a second dominated by denial of societal values; and a third characterized by its propensity to find rational justifications for its speeding behavior. The paper applies two research methods together: LCC segmentation divides our sample into meaningful subgroups, while MSEM reveals both within-group analysis of variance and between-group differences in safety attitudes and outcomes. The paper concludes that the combination of the segmentation powers of the LCC and the analysis powers of the MSEM provides the analyst with an improved understanding of the attitudes and behaviors of the separate groups, all tied back to the over-arching theory underlying the research.     

Can infrastructure improvements mitigate unsafe traffic safety culture: A driving simulator study exploring cross cultural differences

This paper presents the results of a cross-cultural study to investigate the influence of traffic safety culture and infrastructure improvements on driver behaviour. To achieve this, the driving style of UK drivers was compared with that of Nigerians with and without experience of driving in the UK. A driving simulator experiment compared the actual driving style of these three groups of drivers in different safety critical scenarios. The simulated road environment varied depending on how much infrastructure was provided (low or high infrastructure). In addition, the Driver Behaviour Questionnaire was used to collect self-reported data on violations, errors and lapses. It was hypothesised that Nigerian drivers with no experience of driving in a UK road system would report and engage in more unsafe driving behaviour compared to the other two groups, and that increasing infrastructure would have little positive benefit. Overall, the results supported these hypotheses, indicating that the behaviours of drivers are interpretable in relation to their traffic safety culture, compared to changes in their driving environment.     

Multimodal traffic safety concerns in a university population

Travelers have different concerns about traffic safety, which may affect their transportation choices and risk-taking behaviors as well as the overall safety performance of multimodal transportation systems. The objective of this study was to examine factors associated with stated concerns surrounding traffic safety among travelers using multiple transport modes. The analysis used data from an online questionnaire survey completed by over 2,000 students and employees at Utah State University in Logan, Utah, US. Four latent variables—concerns about pedestrians and cyclists, auto drivers, modal interactions, and roadway conditions—were confirmed using factor analysis from 16 questions about traffic safety concerns. These four types of safety concerns were then analyzed to understand their associations with mode choice, commuting behavior, and socio-demographics using a structural equation model. Results showed that safety concern varied systematically among different mode users and demographic groups. Auto drivers perceived interactions with pedestrians and cyclists as concerning, while non-auto users felt more concerned by automobile traffic. Commuters who were recently involved in a crash were especially concerned with non-motorized modes. Women, lower-income, and non-white road users were more concerned with traffic safety overall. Findings about multimodal traffic safety concerns provide insights into people’s perceptions, which can be useful in developing designs, plans, and policies for making a safer transportation system for all road users.     

Acceptability of traffic safety measures with personal privacy implications

The aim of the present study was to examine knowledge, beliefs, and acceptability of three information and communications technology (ICT) safety measures with personal privacy implications, that is, section control, informative intelligent speed adaptation (ISA), and event data recorder (EDR). A questionnaire study was carried out among car users in Sweden, Norway, and Denmark (n = 1319). Results demonstrated that the respondents displayed a low level of knowledge of the measures, although the level of acceptability was relatively high. Notably, EDR was perceived to be a greater threat to personal privacy than section control and ISA, and acceptability was also lower for EDR than for the other measures. In regression analyses, background factors, knowledge, and general and specific beliefs were entered as predictors of acceptability (Adj R² was approx. 0.70). Awareness that speeding is a problem and evaluating the measures as fair, effective, and a less infringement on personal freedom and personal privacy, resulted in higher levels of acceptability. The effects of background factors and knowledge were limited after controlling for different beliefs.     

Identifying factors for traffic safety support in older drivers

The present study aimed at identifying factors for traffic safety support in older drivers. This was achieved by studying the co-operation between older drivers and their ordinary front seat passenger (co-driver). The knowledge emerging from such study can enhance the understanding of what kind of support an older driver needs and also help facilitate proper design of in-vehicle support systems and intervention training programs for older drivers. A within group field study was carried out, using a mixed-methods evaluation design. Four elderly couples participated in the study. The drivers included in the study requested and received on-going directional support, traffic -and driving strategic help, help with look-out and reminding of current speed limit. It was evident from comparisons between interview data and field data that how the participants themselves described their need of support differed from what support they requested (drivers) and gave (co-drivers) in real driving. Furthermore, data revealed that three out of four drivers were given a score of 2 in the Useful Field Of View test (UFOV). It was evident that there are areas in which older drivers need and request support. The results from the present study could be used in the design process, and in evaluation of, in-vehicle support systems as well as in developing intervention training programs customised for older drivers.     

Developing traffic safety interventions from conceptions of risks and accidents

By means of investigating the mental background to young male drivers’ risky traffic behaviour, this explorative qualitative study outlines a framework for the construction of interventions that could mitigate risk-taking among young male drivers. Seven males, 20–23 years of age, demonstrating excessive speeding behaviour when driving, were interviewed in-depth. Five themes, “Self-image as a good driver brings self-esteem”, “Commanding high speed – a pleasurable sensation”, “High awareness of risks, but notions of serious outcomes are not salient”, “Imagined accident scenarios evoke outcome conceptions” and “Perceived cause of accident influences anticipated affective reactions”, had central positions in their conceptions about risk-taking and accidents. The results were analysed in relation to previous literature on the concepts of Anticipated Regret and Imagining as antecedents to attitude and behaviour change, and it was concluded that interventions based on imagining the emotional aftermath of being the perpetrator of a serious accident should be developed and tested.     

Joint consideration of energy expenditure,air quality,and safety by cyclists

Public health benefits are an important motivator and justification for urban cycling promotion. The health impacts of cycling are typically evaluated using three main effect pathways: physical activity (exercise), air pollution exposure, and safety (crashes). Effects of safety on cycling behaviour have been investigated, but little is known about how energy expenditure and air quality concerns influence cycling decisions. Understanding cyclist perceptions and preferences is important for planning and designing sustainable and healthy transportation networks. As such, research providing insights into the heterogeneity of these concerns is needed to inform models of behavioural change with evolving vehicles, technology, and infrastructure. The objective of this paper is to investigate the joint consideration of energy expenditure, air quality, and safety concerns by cyclists, and their relationships with cycling frequency. A structural equation model is developed based on data from a survey of 625 intercepted real-world cyclists. Air quality and energy expenditure were considered in routing decisions by 51% and 73% of the cyclists, respectively. Model results show that traffic safety and air pollution risks are perceived differently by cyclists, which has implications for modeling urban cycling behaviour in the context of evolving motor vehicle fleets. Safety concerns were associated with less frequent cycling, but not air quality concerns. Consideration of energy expenditure varies significantly among individuals and trip types, which will emerge with different preferences related to hills, stops, speeds, and electric-assistance. Energy and air quality concerns were significantly associated, suggesting health-conscious cyclists who tended to be older, have higher educational attainment, be more physically active, and cycle more recreationally. Utilitarian and recreational cycling trips had different relationships with health-related considerations and with weekly physical activity.     

Evaluation of the FASIKI traffic safety programme for parents of cycling children

The voluntary cycling test is an important milestone in traffic education in primary school. Cycling helps to develop traffic competences and traffic sense, it increases the mobility range of children and also improves sustainable mobility. On the other hand, data shows that beginning with school age more children have accidents due to cycling (Drott, Johansson, & Aström, 2008; Funk, 2013). The aim of the paper is to show that a measure that can be easily implemented in given structures could help to enhance safe cycling behaviour of children. The voluntary cycling test for ten-year-old children in Austria was complemented with a short traffic psychological intervention for parents called FASIKI. The main aim of the FASIKI programme is to promote a safe cycling performance for children. Therefore, the programme should show parents the average developmental status of their ten-year-old children, so that they can train them in an adequate way as far as age and competence level is concerned. From a traffic psychological point of view it is important for safe cycling behaviour that parents do not over- or underestimate the traffic competences of their children. The present study aimed to verify the effectiveness of the FASIKI programme using Kirkpatrick’s four level evaluation model. Based on a pre-post design, first changes in knowledge and attitudes of parents who attended the programme as well as the impact of the programme on the practical skills of their children in the voluntary cycling test were assessed. The results show positive effects of the FASIKI programme on both, parents’ knowledge and attitudes, and on children’s practical skills. Parental intentions to do cycling exercises with their children were strengthened. Finally, practical implications and policy recommendations concerning traffic safety for children are discussed.     

The effects of message threat on psychological reactance to traffic safety messaging

Psychological reactance to persuasive messages can undermine and contradict the goals of those messages. This study examined the effect of message characteristics (forcefulness and framing) on psychological reactance to traffic safety messages that promoted safe behavior (seat belt wearing) and prohibited risky behavior (distracted driving) in terms of threat appraisal, emotional reaction, and message attitude. The study also included perceiver characteristics (reactance proneness, behavior attitude, and risk-taking propensity). Using a within-subject design, subjects completed an online experiment that presented short traffic safety messages followed by questions that measure psychological reactance. The results demonstrated that forceful messages could increase psychological reactance. However, the perceiver characteristics were often significant as covariates affecting this relationship. The study concludes that the design of effective traffic safety messages must consider both the characteristics of the message content and the characteristics of the message audience.     

Promoting traffic safety among young male drivers by means of elaboration-based interventions

Previous research in social psychology has brought about significant changes in attitudes and behaviour by merely asking respondents to imagine, or reflect, on a phenomenon and arrive at their own conclusions. To test the potential of such interventions in the traffic safety area, an experiment comprising 353 young men 18–23 years old with a driver’s licence was conducted. Two experimental groups were induced to imagine a severe accident scenario and to visualize their feelings and the consequences on their future lives. A control group was interviewed about neutral issues. Attitudes towards risk-taking were measured post-intervention and at follow-up. The experimental groups showed more “ideal” attitudes than the control group post-intervention. At follow-up the attitudes of the experimental group remained unchanged, whereas the control group had changed towards more “ideal” attitudes. Self-reported risk-taking behaviour was measured pre-intervention and at follow-up. At follow-up all groups reported significantly less risk-taking behaviour than at pre-intervention. It is suggested that answering the questionnaires increased mental elaboration concerning risky driving, and it is concluded that interventions that unobtrusively make drivers reflect on their driving should be explored further as a means to promote traffic safety.     

The interaction of culture with general job stressors in air traffic controllers

Elements of the job of Air Traffic Controllers perceived as being stressful were rated for degree of stressfulness by a group of Singaporean controllers. The results were compared with those from earlier studies in Canada and New Zealand. It was hypothesized that the international nature of the job would be reflected in findings from all three groups of controllers. It was further hypothesized, however, that environmental and cultural factors would produce differences among the groups and that these would be greater between the Asian and the two "Western" cultures than between the two earlier samples studied. Results showed that the two Western cultures share 56% common variance in their perceptions of stressfulness, but this changes to 35% between the New Zealand and Singapore groups and only 21% between Canada and Singapore. Although comparison of the factor structure of the stress ratings of the Singapore and New Zealand samples again confirmed a general pattern of underlying stressors related to air traffic control (which fits general occupational models of stress), it also revealed culturally specific components. The nature of these suggests that they are emhedded in the context of Asian environments and cultures. The conclusion is that stress in Air Traffic Controllers is related both to generic occupation stressors and to others that are both organizationally and culturally specific.     

Exploring the relationships between pedestrian behaviours and traffic safety attitudes in six countries

The majority of cross-cultural research on traffic safety has investigated driver behaviour, yet in most low- and middle-income countries, where the weight of the road fatality burden is felt, motorisation rates are significantly lower than in higher-income countries. As such, this approach necessarily excludes large parts of the populations in those settings. In order to investigate the link between traffic safety attitudes and road user behaviours, this study used a self-report measure of pedestrian behaviour, applying it in six countries; Bangladesh, China, Kenya, Thailand, the UK, and Vietnam. Focus was on the relationships between a respondent’s attitude towards risky or rule violating on-road behaviours (of other road users, or more generally, not specific to pedestrians), and the extent to which they reported performing three types of risky pedestrian behaviours (i.e., intentional rule violations, errors in judgement or memory, and aggressive behaviours). Data from a sample of 3,423 individuals was subjected to a series of regression models, revealing significant links between attitudes and pedestrian behaviours in all countries, in all three behavioural factors, after controlling for age, gender, and exposure to the road environment. Differences were found between countries in the strength of these relationships, with weaker connections between attitudes and behaviours in Kenya, and stronger connections in China (with other countries in-between the two). Results are discussed in terms of the need to understand the relationships between social cognitive constructs in the specific country in which a road safety intervention is intended to be implemented.     

Risky and anxious-aggressive drivers: A key barrier to traffic safety legislation in Germany

Traffic safety is high on the agenda of European governments. Yet, countries including Germany maintain policies that are commonly identified as increasing traffic risks, such as speed limits set too high or trends of greater car motorization and mass. To better understand some of the interrelationships of driver characteristics and car segments, this paper identifies different groups of drivers, based on a representative sample of German automobilists (n = 1211). Psychological instruments used to identify driver segments include the Driver Behavior Questionnaire (DBQ), the Multidimensional Driving Style Inventory (MDSI), and the HEXACO Personality Inventory. Based on k-means clustering, we identified four distinct groups: Risky drivers, Showy anxious-aggressive drivers, Anxious drivers and Calm drivers. Questions focused on socio-demographics, political orientation, and traffic laws are used to describe these psychographic segments. Findings suggest that Risky and Showy anxious-aggressive drivers represent a greater threat to traffic safety than other driver segments for different reasons: they drive more powerful and larger cars, deliberately violate traffic laws – creating unsafe traffic conditions for others –, and oppose legislation making traffic safer, while also voting for parties holding on to the status quo. As their political choices appear dominated by automobile interests, there are widespread implications for society.     

Safety culture,safety management and accident risk in trucking companies

The Safety ladder for goods transport describes an approach with an increasing prevalence of safety structural measures at four Safety ladder levels in trucking companies. This paper validates the Safety ladder approach in empirical research by comparing safety structure, safety culture and accident risk for trucking companies. The study has four aims: 1) To map the safety structure at the different levels of the Safety ladder, 2) Examine whether safety culture is improved with increased structural measures at each Safety ladder level, 3) Examine whether the accident risk decreases at each Safety ladder level, and 4) Discuss practical implications. The study is based on survey data (N = 533) from 17 companies at different levels of the Safety ladder, a Reference sample, and qualitative interviews (N = 30) with management and employee representatives in the companies. Based on the interviews, we describe the safety structural measures at each level of the Safety ladder. Survey results indicate increasing safety culture scores at each level of the Safety ladder, while the accident risk decreases. The safety culture level was 12 points higher at Level 4, than in the Reference sample, and the accident risk at Level 4 was half the risk of Level 2. We conclude by suggesting the concrete management practices related to each level. Thus, the current study identifies and describes management practices in trucking companies that are associated with high safety culture scores and low accident risk.     

Safety of bicyclists in roundabouts with mixed traffic: Video analyses of behavioural and surrogate safety indicators

Although converting an intersection into a roundabout has been shown to result in fewer injury accidents for both motor vehicle drivers and pedestrians, the effect on bicyclists’ safety is unclear or even negative. This study focuses on roundabouts without bicycle facilities (i.e., mixed traffic conditions) and makes use of semi-automated video observation software with the aim of analysing bicyclists’ behaviour and safety on roundabouts with different diameter. Four urban roundabouts in Belgium are observed. Interactions between bicyclists and other vehicles are analysed using speed, lateral position and five indicators to describe the closeness of interactions (TTC_min, PET, T_{2 min}, lateral overtaking proximity and minimum distance headway). Additionally, the lateral position and riding speed of bicyclists that are in interaction with other vehicles is compared with the behaviour of bicyclists that are not in interaction with other vehicles.The behavioural analysis revealed that regardless of the type of condition (free-flow bicyclists or different interactions bicyclist-car), bicyclists always ride faster on roundabouts with big diameter and slower on roundabouts with small diameter. Moreover, bicyclists ride closer to the central island on roundabouts with big diameter compared to roundabouts with small diameter for all the conditions analysed.The analysis of surrogate safety indicators (TTC_min, PET, T_{2 min}) revealed that close interactions between bicyclists and cars are relatively frequent at both small and big roundabouts. The percentages of close interactions are more or less equal for roundabouts with big diameter (7.86% of observed interactions) and roundabouts with small diameter (8.24%). The analysis of the indicators to describe the closeness of interactions also showed that the closest interactions at roundabouts are all situations where the bicyclist has a leading role. The analysis of the most common types of close interactions revealed indeed that the most common close interactions are interactions where the bicyclist is entering the roundabout. The analysis of lateral overtaking proximity showed that bicyclists who overtake a car take smaller lateral overtaking proximities compared to cars overtaking a bicyclist. The analysis of minimum distance headway finally revealed that bicyclists who ride behind a car take smaller distance headways compared to cars driving behind a bicyclist.     

Statistical consideration of mastery scores

The kind of mastery score problem often encountered in educational and psychological testing may be roughly described as follows: given that a certain unit of instruction must be mastered by a subject, a test is administered at the end of this unit and, on the basis of the observed score or an estimate of the true score, a decision is made about the grant of the mastery status. If the subject is declared master of the unit, he will be allowed to proceed to the next unit of instruction. Otherwise, remedial work will be given. Given relevant consequences of misclassification, the problem is to determine an optimum decision rule.Part of this work was completed while the author was Visiting Researcher at the Learning Research and Development Center, University of Pittsburgh, in the summer of 1973. Gratitude is extended to Robert Glaser for the invitation and to Anthony Nitko for helpful comments and suggestions.