Road safety mass media campaigns: Why are results inconclusive, and what can be done?

Hutchinson, T. P.; Wundersitz, Lisa N.

doi:10.1080/17457300.2010.540330

Cited by 10 publications

(6 citation statements)

References 5 publications

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“…Generic program evaluation strategies (Hamblin, 1974;Owen, 2007;Posavac and Carey, 1997;Stufflebeam, 2001;Stufflebeam and Shinkfield, 1985) can be augmented by specific guidance on evaluating driver training (Clinton and Lonero, 2006a, b;Lonero and Clinton, 2006;OECD, 1986;Queensland Government, 2009). However, establishing the effectiveness of campaigns using crash data has been considered flawed due to the low frequency and random variability of crash numbers (Hutchinson and Wundersitz, 2011), as well as research design problems (Tay, 2001). Limited evaluation research has determined that, whilst offering the promise of reduced deaths and serious injuries from young drivers' MVCs, the efficacy of road safety campaigns has generally been low (Atkin, 2001;Delaney et al, 2004;Delhomme et al, 1999;Lund and Aaro, 2004;Mendelsohn, 1973;Phillips et al, 2011;Senserrick, 2007;Strecher et al, 2006;Vaa et al, 2004), including traditional and schoolbased driver education programs (Hirsch, 2003;Mayhew, 2007;Senserrick et al, 2009;Vernick et al, 1999).…”

Section: Introductionmentioning

confidence: 99%

Evaluating a novice driver and pre-driver road safety intervention

Glendon

McNally

Jarvis

et al. 2014

Accident Analysis & Prevention

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Intervention or evaluation studies represent a small proportion of traffic psychology research. The current study evaluated the effectiveness of a road safety intervention by measuring attitudes toward unsafe driving behaviors and risk perception. A sample of high school students (n=133) participated in a road safety intervention program focusing on attitudes and risk perceptions of young people as novice drivers, pre-drivers, and passengers. This sample was compared with a matched sample of students who did not take the program (n=172) on their attitudes and perceived risk toward unsafe driving, both prior to the program (T1), immediately after the program (T2), and at 6-week follow-up (T3). While no changes in attitudes toward unsafe driving were found for the control group, the intervention group reported riskier attitudes toward unsafe driving behaviors from T1 to T2 and T3. No differences were found from T1 to T3 in perceived risk toward unsafe driving for either the intervention or control groups. Implications of the study include encouraging a higher rate of road safety program evaluations, leading to better understanding of the effectiveness of road safety intervention programs and how they may be designed and delivered to ensure lower engagement in unsafe driving behaviors by young drivers.

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Section: Introductionmentioning

confidence: 99%

Evaluating a novice driver and pre-driver road safety intervention

Glendon

McNally

Jarvis

et al. 2014

Accident Analysis & Prevention

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“…One of the most effective interventions can mobilize the media and sharing some information regarding the prevention of RTIs. Nowadays, this strategy is used in different countries [60][61][62][63]. Designing and implementing this mobilization appropriately will lead to less-cost accessibility to a larger group of audience receiving educational messages.…”

Section: Discussionmentioning

confidence: 99%

Barriers to and Facilitators of Road Traffic Injuries Prevention in Iran; A Qualitative Study

Azami-Aghdash

Gorji

Derakhshani

et al. 2019

BEAT

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Objective:To identify the barriers to and facilitators of the prevention of road traffic accidents (RTIs) in Iran.Methods:In this qualitative study 42 key stakeholders and experts in the field of traffic injuries in Iran were selected based on purpose and theoretical sampling to reach informational saturation. Their views concerning barriers to and facilitators of the prevention of traffic injuries in Iran were studied using semi-structured interviews. Data were analyzed using Content Analysis method.Results:Five themes were identified: structural barriers, organizational barriers and planning, socio-cultural barriers, scientific barriers, and inter-sector barriers and 22 sub-themes were extracted. The lack of lead agency, which was among structural barriers, was selected as the main barrier. The five general facilitators included: sensitization of society and authorities, improving the resources and infrastructure (software and hardware), increasing the attention to safety of vehicles and roads, increasing the information and awareness, and use of expert manpower. The sensitization of society and authorities was selected as the most important facilitator.Conclusion:According to the key experts, the barriers of policy changes to prevent the RTIs are more numerous than its facilitators. Therefore, planning and paying more attention to removing these barriers and promoting the facilitators seems necessary to reduce RTIs. Having a lead agency in this regard should be the highest priority.

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“…As such, the variation of driving behavior over time can be used as an easy way to evaluate a driver's performance on the repeated trips over the same route. Thus, driver's risky behaviors can be explored using metrics derived from GPS data, such as speed variation or speeding, as proxies for driving risk assessment [3], [4].…”

Section: Introductionmentioning

confidence: 99%

Driving Performances Assessment Based on Speed Variation Using Dedicated Route Truck GPS Data

2019

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It was hypothesized that a driver is not safe when travel speed is too high and also not necessarily safe when travel speed is too low. Based on this hypothesis, this paper studied the risky driving performances by measuring speed variations of a driver's recurrent trips in two perspectives: 1) driver profiles, which scored the risk on-road driving of each driver and 2) driving patterns, which reflected the risk speed patterns of a type of drivers. The proposed method was tested on a 30-day global positioning system (GPS) dataset, collected from 100 trucks. The study first split the raw dataset into trips and finds the most repeatedly traveled route. Next, the frequency and amplitude of the speed variations from trips of each truck are calculated to establish driver profiles. A risk score is used to rank the truck drivers, i.e., a higher score indicates that the truck driver is more likely to conduct risky driving performances. All trucks are featured in four pre-defined driving patterns according to the different types of speed variations. The geospatial speed distribution of several trucks is manually examined from the raw dataset to verify the results. The contribution lies in providing a method to evaluate a driver's risk performance through mass truck GPS data. The proposed method would help for monitoring on-road risky driving performances in large fleet management and also providing knowledge about driving styles among drivers which would be beneficial in study driver assistant system. INDEX TERMS Driving pattern, dedicated route, global positioning system, trajectory, speed variation, risky driving performance.

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Road safety mass media campaigns: Why are results inconclusive, and what can be done?

Cited by 10 publications

References 5 publications

Evaluating a novice driver and pre-driver road safety intervention

Evaluating a novice driver and pre-driver road safety intervention

Barriers to and Facilitators of Road Traffic Injuries Prevention in Iran; A Qualitative Study

Driving Performances Assessment Based on Speed Variation Using Dedicated Route Truck GPS Data

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