FACTORS INFLUENCING DRIVERS’ SPEEDING BEHAVIOUR Henriette Wallén

”This must never happen again!” Coroner, 1896

Speed The power model (Nilsson, 2000) U-shaped relationship (Solomon, 1964)

Risk Perception

ISA - Intelligent Speed Adaptation Technical systems that are intended to help drivers keep the right speed

Different typs of ISA informative warning intervening overtaking

ISA - in Sweden  Swedish National Road Administration   4500 vehicles  4 cities

Borlänge vehicles km of roads  Informed  Warned  Logged

Theory of Planned Behaviour (TPB) Behaviour Normativa Beliefs Subjective Norm Intention Perceived Behavioural Control Attitude ControlBeliefs BehaviouralBeliefs (Ajzen, 1991)

Results Attitude SubjectiveNorm Self-ReportedBehaviour ObservedBehaviour LISREL R 2 =.39 R 2 = Perceived Behavioural Control.23 χ2 [df = 2, N = 112 ] = 2.01; p =.37; RMSEA =.008

Conclusion The study demonstrated that the TPB, with some modifications, can be used to predict and understand drivers’ intention and everyday speeding behaviour

Results - obstructing (N= ) Urban Fast traffic rythm Drivers close behind Being in a hurry Rural Fast traffic rythm Drivers close behind Good roads

Results - facilitating (N= ) Urban Increased accident risk People along the roads Speed reducing measures (humps) Rural Serious consequences People living along the roads Large penalties

Results -intention (N= ) Urban Shorter travel times Increased risk of losing driving licence People along the roads Passing a speed sign Rural Shorter travel times Easier to over take Contribute to a stressful traffic environment Relatives and friends People living along the roads Passing a speed sign Being in a hurry

Countermeasures information/education enforcement (negative or positive) physical measures (road or invehicle)

Speeding on streets with 50 km/h speed limit %

Conclusions Initially the informing ISA speed-warning device reduces the amount of time drivers spend speeding - but this effect decreases with time

Driving Experience Feeling controlled *** Safety in traffic Attention of pedestrians Travel time in urban areas * Irritation in traffic ** Stress in traffic

Driving Behaviour Feeling of being in the way Looking at the speedometer *** Need for paying attention Feeling of frustration Feeling of time pressure Need for effort Need for accelerating/braking Being a better driver **

Acceptance of ISA (van der Laan, 1997) Usefulness Satisfaction

Where is ISA most desirable? at schools and day nurseries with 30 km/h at schools and day nurseries with 50 km/h housing estates with 30 km/h in urban areas with 30 km/h in housing estates with 50 km/h in rural areas with 70 km/h in urban areas during night time in rural areas with 90 km/h in rural areas with 110 km/h on highways with 110 km/h

For Whom is ISA most desirable? drivers who have repeatedly been convicted for speeding drivers who recently received their driving licence young private drivers commercial drivers transporting children to school bus drivers taxi drivers truck drivers all commercial drivers elderly private drivers all private car drivers

Speed Reducing Measure Urban areas * Rural areas

Global Perspective (WHO, 2004) Globally 2004: 1.2 million killed Vulnerable road users (especially elderly, children and disabled) in low- and middle- income countries shoulder a large proportion High income countries 27% decrease of road traffic deaths between 2004 and 2020 Low and middle income countries 83% increase of road traffic deaths between 2004 and 2020

Sweden (n=37) -25 : : : men; 6 women Nigeria (n=28) -25 : : : 4 28 men; 0 women

Sweden Extensive training New taxis (00-06; M=05) Nigeria 25% lacks training Older taxis (84-04; M=93) Drivers and Taxis

Index Sweden mean (SD) Nigeria mean (SD) t-value Hindered: urban areas1.19 (0.32) 1.15 (0.19) ns Hindered: rural areas1.55 (0.33) 1.49 (0.34) ns Driving is: 1=safe; 2=dangerous 1.32 (0.32) 1.98 (0.07) Traffic environment

Sweden Speeding Alcohol or drugs Reckless driving Nigeria Bad roads Reckless driving Speeding Accidents

Sweden Nigeria 22% 83% Fate

Index Sweden mean (SD) Nigeria mean (SD) t-value A (1=not acceptable; 5=totally acceptable) 2.41 (1.28) 1.14 (0.45) SN (1=not acceptable; 5=totally acceptable) 2.06 (0.98) 1.08 (0.27) PBC (Comply: 1=very hard; 5=very easy) (0.27) - Intention (1=never/hardly ever; 5=all the time) 2.14 (1.13) 1.71 (0.86) n.s. Speeding

Index Sweden mean (SD) Nigeria mean (SD) t-value A (1=not acceptable; 5=totally acceptable) 1.14 (0.48) 1.00 (0.00) n.s. SN (1=not acceptable; 5=totally acceptable) 1.00 (0.00) 1.04 (0.19) n.s PBC (Comply: 1=very hard; 5=very easy) (0.00) - Intention (1=never/hardly ever; 5=all the time) 1.00 (0.00) 1.13 (0.45) n.s. Drinking and driving

Index Sweden mean (SD) Nigeria mean (SD) t-value A (1=not acceptable; 5=totally acceptable) 1.59 (1.09) 1.25 (0.58) n.s. SN (1=not acceptable; 5=totally acceptable) 1.36 (0.64) 1.27 (0.60) n.s PBC (Comply: 1=very hard; 5=very easy) (0.49) - Intention (1=never/hardly ever; 5=all the time) 1.41 (0.90) 1.58 (0.88) n.s. Not using seat-belts

Index Sweden mean (SD) Nigeria mean (SD) t-value A (1=not acceptable; 5=totally acceptable) 1.65 (0.68) 1.00 (0.00) SN (1=not acceptable; 5=totally acceptable) 1.51 (0.74) 1.04 (0.20) PBC (Comply: 1=very hard; 5=very easy) (0.00) - Intention (1=never/hardly ever; 5=all the time) 1.22 (0.48) 1.17 (0.48) n.s. Driving a car with bad tyres

Conclusion The focus of traffic safety research has to shift from the road users in high-income countries to the road users in low- and middle-income countries

FRÅGOR?? Henriette Wallén