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Road traffic crashes (RTCs) are influenced by a driver's awareness and attitude toward road safety, as well as the socio-economic status, infrastructure development level, traffic status, social system, and traffic safety culture of the area to which the driver belongs. In this study, based on the results of a questionnaire survey conducted in seven countries, the characteristics of each country concerning tolerance for traffic violations, dangerous driving, and acceptance for road safety measures were studied. It was suggested that a high tolerance for traffic violations and dangerous driving might affect traffic violations and RTCs in each country. Additionally, to reduce the tolerance for traffic violations and dangerous driving, the promotion of road safety education, especially among young and male drivers, and stricter regulations and enforcement were suggested.

Young drivers are generally associated with risky driving behaviors that can lead to crash involvement. Many self-report measurement scales are used to assess such risky behaviors. This study is aimed to understand the risky driving behaviors of young adults in Qatar and how such behaviors are associated with crash involvement. This was achieved through the usage of validated self-report measurement scales adopted for the Arabic context. A nationwide cross-sectional and exploratory study was conducted in Qatar from January to April 2021. Due to the Covid-19 pandemic, the survey was conducted online. Therefore, respondents were selected conveniently. Hence, the study adopted a non-probability sampling method in which convenience and snowball sampling were used. A total of 253 completed questionnaires were received, of which 57.3% were female, and 42.7% were male. Approximately 55.8% of these young drivers were involved in traffic accidents after obtaining their driving license. On average, most young drivers do have some risky driving behavior accompanied by a low tendency to violate traffic laws, and their driving style is not significantly controlled by their personality on the road. The older young drivers are more involved in traffic accidents than the younger drivers, i.e., around 1.5 times more likely. Moreover, a young male driver is 3.2 times less likely to be involved in traffic accidents than a female driver. In addition, males are only 0.309 times as likely as females to be involved in an accident and have approximately a 70% lower likelihood of having an accident versus females. The analysis is complemented with the association between young drivers' demographic background and psychosocial-behavioral parameters (linking risky driving behavior, personality, and obligation effects on crash involvement). Some interventions are required to improve driving behavior, such as driving apps that are able to monitor and provide corrective feedback. 2022 by the authors. Licensee MDPI, Basel, Switzerland. Funding: This research and APC was funded by the Qatar National Research Fund (QNRF), grant number NPRP12S-0129-190017. Scopus

This paper examines traffic violations and cooperative intentions among a sample of commercial vehicle drivers in Ghana. Results show that personal and vicarious corruption experiences independently predict self-reported violations of traffic laws. We found no evidence that perceived police fairness influenced self-reported violations of traffic laws. However, perception of fairness correlates with self-reported violation of traffic laws only when it interacts with personal or vicarious corruption experiences. We also found that perceived police fairness significantly increased the likelihood of cooperation with police, lending support to evidence from prior studies. Personal experience of police corruption decreased the likelihood of cooperative intention. Perceived fairness remained relevant for cooperative intention even among drivers who report personal corruption experience. The implications of these findings are discussed.

Background: Iran has serious problems with traffic-related injuries and death. A major reason for traffic accidents is cognitive failure due to deficits in attention. In this study, we investigated the associations between traffic violations, traffic accidents, symptoms of attention-deficit/hyperactivity disorder (ADHD), age, and on an attentional network task in a sample of Iranian adults. Methods: A total of 274 participants (mean age: 31.37 years, 80.7% males) completed questionnaires covering demographic information, driving violations, traffic accidents, and symptoms of ADHD. In addition, they underwent an objective attentional network task (ANT), based on Posner&rsquo, s concept of attentional networks. Results: More frequent traffic violations, correlated with lower age and poorer performance on the attentional network tasks. Higher symptoms of ADHD were associated with more accidents and more traffic violations, but not with the performance of the attentional tasks. Higher ADHD scores, a poorer performance on attentional network tasks, and younger age predicted traffic violations. Only higher symptoms of ADHD predicted more traffic accidents. Conclusions: In a sample of Iranian drivers, self-rated symptoms of ADHD appeared to be associated with traffic violations and accidents, while symptoms of ADHD were unrelated to objectively assessed performance on an attentional network task. Poor attentional network performance was a significant predictor of traffic violations but not of accidents. To increase traffic safety, both symptoms of ADHD and attentional network performance appear to merit particular attention.

Resumo Este estudo teve como objetivo analisar o comportamento do condutor, o lócus de controle no trânsito e os estilos de condução. Participaram 326 motoristas, com idades entre 19 a 75 anos (M = 38,27; DP = 11,54), sendo 55,5% do sexo feminino e tempo de habilitação de 1 a 49 anos (M = 15,69; DP = 10,80). Os instrumentos utilizados foram o Questionário de Comportamento do Condutor (QCM), a Escala de Lócus de Controle para o trânsito (T-LOC-BR) e a Escala Multidimensional dos Estilos de direção (MSDI). Os resultados indicaram que os erros, lapsos e violações do condutor se mostraram positivamente correlacionados com a atribuição da ocorrência de acidentes a motivos internos e ao acaso, bem como aos estilos de condução agressivo e negligente. As análises dos escores dos três instrumentos revelaram, ainda, diferenças significativas relativas às variáveis sociodemográficas. Acredita-se que os achados deste trabalho contribuem para a ampliação do conhecimento sobre o comportamento do condutor, contudo há a necessidade da realização de novos estudos. Abstract This study aimed to analyze driver's behavior, the locus of control in traffic and driving styles. Three hundred and twenty six drivers participated in the present study, aged 19-75 years (M= 38.27;SD= 11.54), 55.5% being female and with years of driving between 1 and 49 (M= 15.69;SD= 10.80). The instruments used were the Driver Behavior Questionnaire (QCM), the Traffic Locus of Control (T-LOC-BR) and the Multidimensional Driving Style. In ventory (MSDI). Results indicated that errors, lapses and drivers' violations were positively correlated with causal attributions of accidents to internal reasons and chance, as well as with aggressive and careless driving styles. The analysis of scores obtained from the three instruments also revealed significant differences with regard to sociodemographic variables. We believe these findings contribute to a better understanding of drivers' behavior, however, further studies are needed. Resumen Este estudio tuvo como objetivo analizar el comportamiento del conductor, el locus de control en el tráfico y estilos de conducción. Participaron 326 conductores, edad 19-75 años (M =38.27; DE=11.54), 55,5% mujeres y el tiempo de habilitación 1-49 años (M = 15.69; DE = 10.80). Los instrumentos utilizados fueron el Cuestionario de comportamiento del conductor (QCM), la Escala de Locus de control de tránsito (T-LOC-BR) y la Escala Multidimensional de Estilos de dirección (MSDI). Los resultados errores, lapsus y violaciónes del conductorse encuentran correlacionados positivamente, con la asignación de los accidentes a razones internas y por acaso, y también a los estilos de conducción agresiva y descuidados. El análisis de las puntuaciones de los tres instrumentos también reveló diferencias significativas en las variables sociodemográficas. Se cree que los resultados de este estudio han contribuido a la expansión del conocimiento sobre el comportamiento del conductor, pero la necesidad de nuevos estudios.

This paper examines traffic violations and cooperative intentions among a sample of commercial vehicle drivers in Ghana. Results show that personal and vicarious corruption experiences independently predict self-reported violations of traffic laws. We found no evidence that perceived police fairness influenced self-reported violations of traffic laws. However, perception of fairness correlates with self-reported violation of traffic laws only when it interacts with personal or vicarious corruption experiences. We also found that perceived police fairness significantly increased the likelihood of cooperation with police, lending support to evidence from prior studies. Personal experience of police corruption decreased the likelihood of cooperative intention. Perceived fairness remained relevant for cooperative intention even among drivers who report personal corruption experience. The implications of these findings are discussed.

Sol·licitant de l’informe: Barcelona de Serveis Municipals, S.A. (BSM)

Objective: To explore high-risk behaviors and experiences with traffic law among night drivers in Curitiba, Brazil. Method: Data from 398 drivers on sociodemographic parameters, high-risk behaviors, experiences with traffic law, and traffic law violations were collected through interviews conducted at sobriety checkpoints. Exploratory-descriptive and analytical statistics were used. Results: The mean age of the participants was 32.6±11.2 years (range, 18 to 75 years). Half of the drivers reported having driven after drinking in the last year, predominantly single men aged 18 to 29 years who drive cars and drink alcohol frequently. Only 55% of the drivers who had driven after drinking in the last year self-reported some concern about being detected in a police operation. Conclusions: A significant association was found between sociodemographic variables and behavior, which can help tailor public interventions to a specific group of drivers: young men who exhibit high-risk behaviors in traffic, such as driving after drinking alcohol, some of whom report heavy alcohol consumption. This group represents a challenge for educational and enforcement interventions, particularly because they admit to violating current laws and have a low perception of punishment due to the low risk of being detected by the police.

The main objective of this study was to calculate the total amount of traffic infringements in Belgium for drunk driving, speeding, not wearing a seatbelt and handling a phone while driving. This includes both the observed as the non-observed infringements. The latter is the dark number. Calculations were based on three methodologies: self-reports and two types of observations (data collected by researchers and data collected by official authorities). The results show that the risk of being caught for speeding is much higher compared to other behaviour. For drunk driving, a Belgian driver can drive 58,000 km while being drunk. The calculations for not wearing a seatbelt are even worse: a Belgian driver can drive 80,000 unbelted km in Belgium. The results of the present study conclude that extra efforts are needed in Belgium to increase the probability of detection for all kinds of unsafe behaviour on the road.

Mahasarakham International Journal of Engineering Technology, 4, 2, 56-67

Sol·licitant de l’informe: Barcelona de Serveis Municipals, S.A. (BSM)

In 2010 the United Nations General Assembly adopted resolution 64/255 declaring 2011-2020 the Decade of Action for Road Safety with the main goal of stabilizing and then reducing the level of road traffic fatalities (United Nations, 2010). Support for this action from the world's governments reflects the growing awareness that road traffic accidents and fatalities constitute a global public health problem. In short, the fact that 1.24 million people lost their lives on the roads in 2010 (World Health Organization [WHO], 2013a) and that traffic injuries were the eighth leading cause of death globally (Lozano et al., 2012) can no longer be overlooked.

The present study examined the contribution of impulsiveness and aggressive and negative emotional driving to the prediction of traffic violations and accidents taking into account potential mediation effects. Three hundred and four young drivers completed self-report measures assessing impulsiveness, aggressive and negative emotional driving, driving violations, and accidents. Structural equation modeling was used to assess the direct and indirect effects of impulsiveness on violations and accidents among young drivers through aggressive and negative emotional driving. Impulsiveness only indirectly influenced drivers' violations on the road via both the behavioral and emotional states of the driver. On the contrary, impulsiveness was neither directly nor indirectly associated with traffic accidents. Therefore, impulsiveness modulates young drivers' behavioral and emotional states while driving, which in turn influences risky driving.

Road safety is a global health problem and its severity in developing countries highlights the need for research to address its causes. We explore the effect of institutional variables on road safety, redressing the literature’s failure to consider political institutions as road safety determinants. Specifically, we analyze the effect on traffic accidents and fatalities of different political regimes, electoral rules and forms of government and we control for other factors. By drawing on an international sample of countries taken over a long time-span, we find that democratic institutions are associated with better road safety. The beneficial effects of democratization become apparent after about four years in countries undergoing a regime transition and are also discernible in established democracies that are consolidating their political institutions. Finally, our results suggest that road safety can be characterized as a local public good and that its provision is greater in parliamentary systems.

Crowdsourcing is a promising approach for Human Factors survey research. We explored the use of a relatively new crowdsourcing platform called CrowdFlower. Our survey focused on the relationship between self-reported traffic accidents and violations measured with the Driver Behaviour Questionnaire (DBQ). We obtained 1,862 responses within 20 hours at a cost of $247. The demographic correlates of DBQ violations were consistent with those of traditionally recruited samples. The correlation between DBQ violations and self-reported accidents was ρ = .28. Self-reported accidents at the national level (N = 18 countries) correlated strongly (ρ = .68/.79) with accident statistics published by the World Health Organization. Large international differences were observed, with horn honking being relatively common in India and Indonesia and speeding being common in some Western countries. We conclude that CrowdFlower is an efficient tool for conducting international surveys.

Con este trabajo se mide el impacto de las cámaras de fotodetección implantadas en el año 2011 en la ciudad de Medellín sobre los accidentes -- Para ello se calculó el estimador de Diferencia en Diferencias, comparando 65 puntos en los cuales se generaron multas electrónicas y otros 95 puntos de control donde nunca se ha instalado un radar de detección electrónica -- Los resultados indican que la magnitud del efecto es negativa, a pesar de que no se contó con la cantidad información de deseada para obtener resultados con mayor contundencia

Several studies have shown that personality traits and attitudes toward traffic safety predict aberrant driving behaviors and crash involvement. However, this process has not been adequately investigated in professional drivers, such as bus drivers. The present study used a personality-attitudes model to assess whether personality traits predicted aberrant self-reported driving behaviors (driving violations, lapses, and errors) both directly and indirectly, through the effects of attitudes towards traffic safety in a large sample of bus drivers. Additionally, the relationship between aberrant self-reported driving behaviors and crash risk was also assessed. Three hundred and one bus drivers (mean age=39.1, SD=10.7 years) completed a structured and anonymous questionnaire measuring personality traits, attitudes toward traffic safety, self-reported aberrant driving behaviors (i.e., errors, lapses, and traffic violations), and accident risk in the last 12 months. Structural equation modeling analysis revealed that personality traits were associated to aberrant driving behaviors both directly and indirectly. In particular altruism, excitement seeking, and normlessness directly predicted bus drivers' attitudes toward traffic safety which, in turn, were negatively associated with the three types of self-reported aberrant driving behaviors. Personality traits relevant to emotionality directly predicted bus drivers' aberrant driving behaviors, without any mediation of attitudes. Finally, only self-reported violations were related to bus drivers' accident risk. The present findings suggest that the hypothesized personality-attitudes model accounts for aberrant driving behaviors in bus drivers, and provide the empirical basis for evidence-based road safety interventions in the context of public transport.

Our primary research question was whether teens obtaining their intermediate-level provisional operators permit (POP) in a graduated driver licensing (GDL) environment through driver education differed in crashes and traffic violations from teens who obtained their POP by completing a supervised driving certification log without taking driver education. A descriptive epidemiological study examining a census of all teen drivers in Nebraska (151,880 teens, 48.6% girls, 51.4% boys) during an eight year period from 2003 to 2010 was conducted. The driver education cohort had significantly fewer crashes, injury or fatal crashes, violations, and alcohol-related violations than the certification log cohort in both years one and two of driving following receipt of the POP. Hierarchical logistic regression was conducted, controlling for gender, race/ethnicity, median household income, urban–rural residence, and age receiving the POP. In both year one and two of driving, teens in the certification log cohort had higher odds of a crash, injury or fatal crash, violation, or alcohol-related violation. Findings support that relative to a supervised driving certification log approach, teens taking driver education are less likely to be involved in crashes or to receive a traffic violation during their first two years of driving in an intermediate stage in a graduated driver licensing system. Because teen crash and fatality rates are highest at ages 16–18, these reductions are especially meaningful. Driver education appears to make a difference in teen traffic outcomes at a time when risk is highest.

Police officers are more like judges than machines. Their room for manoeuvering — their so-called "discretionary power" — is quite real. In handling traffic violations (20 million tickets a year), they must observe, record, report, transmit and thus select and make decisions. On the basis of ethnographic observations and a longitudinal analysis of cohorts of violations, it is shown that writing out a ticket always entails using discernment and, ultimately, making a judgment. But what does "fair" mean to police officers ? How do they make choices ? Who will be given the benefit of a doubt ? This study of the work of the traffic police adopts a theoretical position that sees the bottom up approach as a way for renewing thought about how public policy is implemented. This general position lays emphasis on analyzing in detail the actual autonomy that those whom Lipsky has called "street-level bureaucrats" have in doing their jobs. This article provides an outline for the indispensable combination of a sociology of police activities and a sociology of the production of traffic safety., Le gendarme tient plus du juge que de l'automate. Sa marge de manœuvre, appelée aussi «pouvoir discrétionnaire » est bien réelle. Face aux infractions routières -contentieux de masse avec ses vingt millions de PV par an -il lui revient de «voir », de constater, d'enregistrer, de transmettre, bref, de sélectionner et de prendre des décisions. Mêlant observations ethnographiques de terrain (neuf cents heures) et analyses longitudinales (de cohortes de contraventions), l'auteur montre que verbaliser c'est toujours choisir, faire preuve de discernement et, en définitive, rendre un jugement. L'examen du travail de police-route est ici mis au service d'une position théorique plus générale qui voit dans l'approche «bottom up » une façon de renouveler la réflexion sur la mise en œuvre des politiques publiques., Zauberman Renée. La répression des infractions routières : le gendarme comme juge. In: Sociologie du travail, 40ᵉ année n°1, Janvier-mars 1998. pp. 43-64.

Despite extensive research, preventive efforts and general improvements in road safety levels, the accident risk of young male drivers remains increased. Based on a standardized survey of a random sample of 2,018 male drivers at the age of 18 and 28, this study looked into attitudes and behaviours related to traffic violations of male drivers. More specifically, the role of peer influence on speeding was examined in both age groups. In regression analyses it could be shown that the descriptive subjective norm, i.e. the perception of friends’ speeding, was the most important predictor of speeding in both age groups. Other significant factors were: negative attitude towards speed limits, injunctive subjective norm, and the perceived risk of having an accident when speeding. In the older age group it was more common to drive faster than allowed and their speeding was largely in line with the perceived level of their friends’ speeding. In the younger age group a higher discrepancy between own and friends’ speeding was found indicating that young male drivers are socialized into increased speeding behaviour based on peer pressure. By contrast for the 28-year-olds peer pressure mainly seems to maintain or justify individual speeding behaviour. It is suggested that preventive measures should take these different influences of peer pressure into account by using a peer-based approach for the 18-year-olds and a more individual approach for the 28-year-olds.

Risky driving behavior is regarded as being one of the best predictors of traffic accidents. Traffic violations certainly signal risky driving behavior, but the analysis of the linkage of traffic violations, individual and vehicle characteristics and annual mileage has so far been hampered by the difficulty of gaining access to appropriate disaggregate data. The contribution of this paper is that it sets out and explores a rich data set in order to study traffic violations, including both accident involved and accident-free individuals. The data set comprises all insurance policies from Sweden’s largest automobile insurance company covering several years, in total 9.3 million observations, as well as information on fines and convictions for traffic violations. This implies that the methodological issues associated with self-reported violations and only accident involved individuals are disused. The first purpose is to establish the role of age and gender in traffic violations. The second purpose is to make a first attempt to establish whether vehicle owners of status brands are more likely to commit traffic violations. The results support previous findings as well as confirm the association between owners of status brands and traffic violations. The main conclusion is that insurance data provides a viable option when studying behavior, but it also raises new methodological issues

The connection between road traffic safety and criminal behavior has recently become a topic of interest in the literature, although little emphasis placed on the relationship with road accidents. Evidence worldwide shows that people who commit other offences characteristic of antisocial attitudes, are more prone to suffer road traffic accidents and infringe traffic laws. Here we examine the records of the 28 current member states of the European Union over the period 1999 - 2010. Our aim is to test the hypothesis that crime rates (and specifically, motor vehicle-related crimes) may be considered as predictors of fatal road traffic accidents. If they may, this could justify, at least prima facie, the tendency in several countries to consider traffic offences as crimes in their penal codes and to toughen the punishment imposed on those who commit them. We also analyze the effect of the severity of the legal system applied to traffic offences. Our results reveal that road traffic fatality rates are higher in countries whose inhabitants have more aggressive behavior, while the rates are lower in countries with more severe penal systems.

O presente estudo teve dois objetivos a pesquisar, através da Teoria da Ação Racional (TAR): (1) testar a adequação da TAR no que diz respeito à predição da intenção para adotar o comportamento do não uso de bebidas alcoólicas e direção em estudantes universitários; (2) testar a influência de três tipos de comunicações persuasivas (positiva, negativa e irrelevante), baseadas também na TAR, sobre a intenção de adotar ainda o mesmo comportamento preventivo citado. Para tanto, considerou-se uma amostra de 163 universitários, sendo 99 mulheres e 64 homens, com 18 a 42 anos de idade, do campusUFPE. Os resultados demonstraram que, segundo a TAR, existiu uma rendição para os grupos experimentais; consideráveis percentuais de variância da variável dependente explicados pelas independentes dos grupos experimentais e controle-placebo; correlações satisfatórias e significativas para variáveis. Coube à estratégia persuasiva negativa maior variância da variável dependente. Correlações confirmaram validade teórica e metodológica à TAR. Evidenciaram-se diferentes fatores influenciando o comportamento estudado, apontando possíveis caminhos para o planejamento de programas, cujo objetivo seja estimular o não uso de álcool e direção, e estratégias preventivas, bem como congregar novos modelos (mídia, por exemplo) que elucidam com maior realismo a complexidade desse comportamento nessa significativa população. The present study had two goals to research, through Theory of Reasoned Action (TRA): (1) testing the adequacy of TRA with regards to predicting intent to adopt behavior of non-use of alcoholic beverages and driving in university students; (2) testing the influence of three types of persuasive communication (positive, negative and irrelevant), based also on TRA, about the intention of adopting the aforementioned preventive behavior. For such, we considered a sample of 163 university students, 99 women and 64 men, with 18 to 42 yielding to experimental groups; considerable percentage variance of the dependent variable explained by the independent of the experimental and control-placebo groups; satisfactory and significant correlations for variables. The largest variance happened with the negative persuasive strategy of the dependent variable. Theoretical and methodological validity confirmed correlations to TRA. It became evident that different factors influenced the studied behavior, pointing out possible paths for planning programs whose aim is to stimulate no drinking and driving, and preventive strategies, as well as to bring new models (media, for example) to elucidate with greater realism the complexity of this behavior in this large population. El presente estudio tuvo dos objetivos a pesquisar, a través de la Teoría de la Acción Racional (TAR): (1) comprobar la adecuación de la TAR en lo que dice respecto a la predicción de la intención para adoptar el comportamiento de no consumir bebidas alcohólicas y la conducción en estudiantes universitarios; (2) comprobar la influencia de tres tipos de comunicaciones persuasivas (positiva, negativa e irrelevante), basadas también en la TAR, sobre la intención de adoptar todavía el mismo comportamiento preventivo citado. Para tanto, se consideró una muestra de 163 universitarios, siendo 99 mujeres y 64 hombres, con entre 18 y 42 años de edad, del campus UFPE. Los resultados demostraron que, según la TAR, existió una rendición para los grupos experimentales; considerables porcentuales de variancia de la variable dependiente explicados por las independientes de los grupos experimentales y control-placebo; correlaciones satisfactorias y significativas para variables. Cupo a la estrategia persuasiva negativa mayor variancia de la variable dependiente. Correlaciones confirmaron validez teórica y metodológica a la TAR. Se evidenciaron diferentes factores influenciando el comportamiento estudiado, apuntando posibles caminos para la planificación de programas, cuyo objetivo sea estimular o no el consumo de alcohol y conducción, y estrategias preventivas, así como congregar nuevos modelos (medios, por ejemplo) que elucidan con mayor realismo la complejidad de ese comportamiento en esa significativa población.