This paper develops a common, theoretically grounded definition of traffic safety culture within a Safe System perspective. It provides the first triangulated, expert-informed, theoretically grounded unified definition of traffic safety culture applicable across actors in the transport system. Despite increasing use of the concept in research and policy, traffic safety culture is defined, measured and used in different ways, which may limit its usefulness for measurement and implementation. To address this gap, the study applies a three-step mixed-methods approach combining systematic literature reviews, two Delphi studies with international experts, and complementary focus group discussions. The literature reviews identified recurring conceptual elements across definitions of organisational safety culture and traffic safety culture, including shared values, beliefs, attitudes, norms, and patterns of behaviour. Two Delphi studies demonstrated strong expert consensus on the importance of these elements for both organisational contexts (e.g., drivers at work) and societal traffic contexts. Focus group discussions further highlighted the need for definitions that are practically applicable, sensitive to social context, and suitable for different actors within the transport system. Based on these findings, the paper proposes a unified definition of traffic safety culture that applies across meaningfully defined groups of actors, including road users, organisations, authorities, and other stakeholders. The definition emphasises shared cultural elements that shape how traffic safety is understood and enacted, while allowing for group-specific aspects in measurement and intervention.

Background: Sundbyberg municipality (part of greater Stockholm) has reconstructed a traditional two-lane road, with an allowed speed limit of 30 km/h, into a road with one car lane and two bicycle lanes, one on either side of the car lane (a "two minus one road"). The aim was to increase traffic safety and accessibility, especially for bicyclists and pedestrians Method: The design used was a before- an after-study including both subjective and objective measures. To collect subjective data a survey measuring quality of life was used by asking residents and travellers how they experienced the road and their neighbourhood. The collection of objective data was done with the help of video cameras recording traffic conflicts, vehicle speed and position on the road Results: The reconstruction of the road had positive effects on quality of life in general, specifically safety, security, and accessibility for bicyclists and pedestrians. Something which was achieved without reducing car drivers' experience of accessibility. Subsequent analyses were conducted to increase the understanding of different 'sub-groups'. Specifically, analyses assessed: if responses could be linked to modal choice; whether the reconstruction of the road resulted in a modal shift; and whether it was any differences between respondents who had or had not a child attending any of the local schools. Overall, the responses from the 'sub-groups' were not significantly different from each other (except for respondents with children). The video analyses on traffic safety showed no differences in conflicts before and after the reconstruction. The only negative result was that car drivers' speed increased by 3 km/h Conclusion: The reconstruction of roads with a traffic intensity, equivalent to the selected road is suitable for a two minus one road. Traffic safety, security, and accessibility will increase, but not at the expense of car drivers' accessibility.

The need to predict and understand drivers ' intention to violate emphasizes the importance of developing a model based on the motives behind the action. This study aims to develop a model to predict a taxi driver s intention to speed in an urban area using variables including psychological factors, demographic information, and exposure. Aggregate (factor-based) and disaggregate (item-based) models of input variables will also be compared. In this study, the self-reported data on Tehran taxi drivers was collected in the form of a scenario-based questionnaire which is inspired by the Theory of Planned Behaviour (TPB). The intention to commit violations was predicted and modelled using stepwise regression and decision tree regression models. The results, based on the stepwise regression model showed a higher value of fitting score for an itembased linear model (R 2 = 0.695), but the final model using the tree-based regression presented a better fit for the factored model (R 2 = 0.746) considering the cross-validated model with the lowest deviation criteria (RMSD = 0.26). Furthermore, in this model attitude made the greatest contribution to the prediction of intention. The results obtained from the two different modelling approaches showed that exposure and age did not have much effect on the models. A main advantage of the current study is that the variables were compared and refined in two stages of exploratory factor analysis and stepwise regression before being entered into the tree regression model. In addition, the results of the factor-based model were compared with the item-based model.

Walking is a primary mode of transport in urban Africa, yet it remains unsafe, challenging, and unpleasant. In contrast, several European countries have implemented systematic policies to promote walking through Safe System principles. This study compares pedestrian safety in three African countries (Tanzania, Ghana, Zambia), with three European countries with excellence in road safety and Safe System implementation (Norway, the Netherlands, Sweden). Data includes focus group interviews with African road users and stakeholders (n = 48), fieldwork, and surveys of pedestrians in the African (n = 753) and the European countries (n = 1109). The aims are to examine: (1) pedestrians' perceptions of infrastructure, traffic situation, and traffic safety culture, (2) pedestrians' accident involvement and (3) factors influencing pedestrians' accident involvement. Our results show that pedestrian safety in the studied African countries is not only related to material factors (e.g. safe system infrastructure); it is also related to cultural factors (e.g. societal status of pedestrians, traffic safety culture). We discuss how policy strategies should address both types of factors. Our results indicate that Safe System implementation in the studied African countries is likely to improve pedestrian safety. However, working with infrastructure is not sufficient; cultural factors, including the sociocultural position of pedestrians, must also be addressed. We also discuss how infrastructure, traffic situation and traffic safety culture are related to larger framework conditions, like urban planning, public transport systems, and economy.

The study compares national road safety culture (RSC) in three European countries-Norway, Sweden, and the Netherlands-which are widely recognized as leaders in Safe System implementation and have maintained the world's best road safety records for several years, with three African countries with poorer road safety records-Ghana, Tanzania, Zambia. The primary focus is on continental-level comparisons, to identify the elements of RSC where we see the biggest differences between the African and the European countries. The study is based on survey data collected from car drivers and pedestrians (n = 3772), interviews (n = 46) and fieldwork. The study is explorative, as it examines four different RSC elements. This is important, as there are few other studies comparing RSC across African and European countries, including several transport modes. The elements of RSC where we see the biggest differences between the African and the European countries are: (a) fatalistic beliefs about road safety and (b) the social valuation of walking as a mode of transport, compared with motorized transport. The fatalistic beliefs are related to road safety violations, which in turn are related to accident involvement. Thus, influencing fatalistic beliefs regarding road safety, and increasing the cultural valuation of walking and pedestrians are likely to improve road safety in the African countries. Finally, interviewees in the African countries pointed to corruption as a potential factor impeding the efficiency of enforcement. We have not measured this, but future studies of RSC should also include beliefs and practices related to corruption, as these are likely to be related to the level of road violations.

Thirty-four interviews were carried out with drivers in four countries to elicit their understanding about pollutants, specifically nitrogen dioxide (NOX) and particulate matter (PM). The results showed that most of the participants knew that cars emitted carbon dioxide (CO2), but they were less aware of the emission of NOx and PM. Also, being aware of the negative impacts of pollutants did not necessarily lead to eco-friendly vehicle choices. Most of the drivers were aware of pollutant friendly behaviours such as avoiding harsh acceleration/deceleration and maintaining smooth speed but were unaware of behaviours such as efficient gear use, avoiding engine idling, or anticipation of traffic ahead. Only a few mentioned pre-trip or strategic level behaviours (e.g., vehicle size/weight or the selection of appropriate routes and avoidance of traffic congestion). The results could be used to design educational material to raise awareness and provide drivers with tips to reduce their pollutant emissions.

This study aims to evaluate seat belt usage in buses and to understand travellers' incentives of seat belt usage. Methods used are observational studies (10 cities, with 328 bus observations), focus group discussion (7 groups with a total of 32 participants) and a web survey (n = 1737 respondents). The results show that the seat belt use among bus passengers can be improved especially in regional and commercial bus traffic. It is more common to buckle up on long trips than on short trips. However, even though observations show high usage during long trips, travellers report that they remove the seat belt after a while if they want to sleep or for comfort reasons. For the bus drivers it is not possible to control passengers' usage. Dirty seat belts and technical malfunction might deter some passengers from using them and therefore systematic cleaning and control of seats and belts are recommended. On short trips one reason for not using the belt is related to worries about getting stuck and not being ready to get off in time. In general, it is most important to increase the usage on high-speed roads (>60 km/ h), in lower speed it might be more important to provide a seat for each passenger. Based on the results a list of recommendations is presented.

Adolescents do not have adequate safe traffic behaviors. This cross-sectional study investigated safe traffic behaviors of 414 male high school students of Hamadan, Iran, randomly selected using the multistage sampling method in 2020. This study used a researcher-made questionnaire based on the theory of planned behavior about safe traffic behaviors with Cronbach's alpha coefficient of 0.95, content validity ratio of 0.70, and content validity index of 0.85. There was a strong positive correlation between safe traffic behaviors with perceived behavioral control and intention. Adolescents can be influenced to internalize behavioral safety precursors that can lead to a sustained increase in safe traffic behaviors and the prevention of road traffic injuries.

Children generally do not meet the recommendation of 60 min of daily physical activity (PA); therefore, active school transportation (AST) is an opportunity to increase PA. To promote AST, the involvement of parents seems essential. Using the theory of planned behavior (TPB), the aim was to develop and validate the PILCAST questionnaire to understand parents’ intentions to let their child cycle or walk to school. Cross-sectional sampling was performed, where 1024 responses were collected from parents. Confirmatory factor analysis indicated acceptable fit indices for the factorial structure according to the TPB, comprising 32 items grouped in 11 latent constructs. All constructs showed satisfying reliability. The regression analysis showed that the TPB explained 55.3% of parents’ intentions to let the child cycle to school and 20.6% regarding walking, increasing by a further 18.3% and 16.6%, respectively, when past behavior was added. The most influential factors regarding cycling were facilitating perceived behavioral control, positive attitudes, subjective and descriptive norms, and for walking, subjective and descriptive norms. The PILCAST questionnaire contributes to a better understanding of the psychological antecedents involving parents’ decisions to let their child cycle or walk to school, and may therefore provide guidance when designing, implementing and evaluating interventions aiming to promote AST.

Foreliggande studie analyserar delar av en internationell trafiksakerhetsenkat E-survey of Road Users Attitudes, ESRA. Enkaten mater sjalvrapporterat beteende, attityder och normer inom trafiksaker ...

The aim of this study was to increase our understanding of what motivates young people to take risks in traffic but also why young men are more likely to get involved in road crashes. The participants aged 16-19 years (N=945) completed an online survey. The questions were influenced by the Theory of planned behaviour (TPB) and the Prototype willingness model (PWM) and included a scenario describing a person riding a moped at 65 km/h in an urban area, in which the speed limit was 50 km/h. The results, using a regression analysis, showed that a model which explained their willingness to speed was slightly better than a model explaining their intention. The best predictor, according to the beta weights in both models, was that it was "fun". However, this variable was more important in explaining their willingness than their intention. Other similar factors describing emotions with immediate rewards were also significantly more important in the prediction of willingness than intention. When analysing the willingness to speed amongst young men and women, the results presented both similar and different results. Both were heavily influenced by a belief that it would be "fun". However, only young men also believed that it would impress others and that it would make them popular. Young women on the other hand did not believe that the behaviour was particularly boylike which could explain why they could identify with a person who sped. The conclusion, from this study, is that speeding can be described as a reactive behaviour, but it could not be ruled out that it also can be planned. Based on the results from this study it is concluded that TPB would benefit from the inclusion of PWM variables.

Business travel contributes to significant greenhouse gas emissions, and there is a need for measures that reduce the demand for trips made with energy-intensive means of transport. In this study, a mobility service application (MSA) introduced in 13 Swedish organisations was tested and evaluated to facilitate booking and handling of business trips, in particular public transport. A before and after study consisting of surveys and interviews with employees at the organisations were conducted. The results show that the MSA was mostly used for regional and local public transport trips, and the users stated that the MSA made it easier to travel by public transport, although this particular result should be seen as tentative due to the small sample size. Three factors that influence the success of a new MSA as a means to increase sustainable business trips were identified: management control and proactiveness; perceived improvement of intervention; functions and technical sufficiency. The results also highlight the need to establish organisational conditions that facilitate sustainable business travel, such as coherent travel policy, accessibility to sustainable modes of transport, and a culture that encourages environmentally friendly behaviour. The study suggests improvements that can be made to similar interventions and strategies that can be introduced to promote sustainable business travel.

To assess and explain finely drivers' a priori acceptance of highly automated cars, this study used the Theory of Planned Behaviour (TPB) and the Unified Theory of Acceptance and Use of Technology (UTAUT). Further, the current study sought to extend upon previous research to assess if intentions to use highly automated cars in the future differed according to country (i.e., Australia, France, & Sweden). These three countries were selected to enable comparisons of a priori acceptance between countries of differing levels of exposure to highly automated cars. Participants (N = 1563; 62.1 % male) were recruited in Australia (n = 558), France (n = 625), and Sweden (n = 380) to complete a 20 min online questionnaire. The findings differed according to country of residence. Individuals residing in France reported significantly greater intentions to use highly automated cars when they become publicly available compared to individuals residing in Australia and in Sweden. Of the TPB constructs entered at step 1 in the hierarchical regression, attitudes, subjective norms, and perceived behavioural control (capability and controllability) were significant predictors of intentions to use highly automated cars for participants residing in Australia and France. For participants residing in Sweden, only attitudes and PBC-capability were significant predictors of intentions. Of the UTAUT constructs entered at step 2, performance expectancy and effort expectancy were significant predictors of intentions for participants residing in France and only performance expectancy a significant predictor of intentions for participants residing in both Australia and Sweden. Age and gender did not add to the prediction of intentions when entered at step 3. However, preexisting knowledge was a significant negative predictor of intentions when entered at step 3 for participants residing in Australia. Overall, the findings found some support for applying the TPB and UTAUT to assess intentions to use highly automated cars in different countries. The findings also highlight differences in a priori acceptance across countries and the factors which predict such acceptance.

This chapter defines what road safety advertising campaigns are and the objectives that they typically seek to achieve. The argument put forward in this chapter is that when theoretically informed in their design and sensitive to the array of potential personal, social, and cultural influences which may be at play, road safety advertising can contribute to both reinforcing and transforming contemporary traffic safety culture. This chapter offers guidance to researchers and practitioners in the field regarding relevant theory which may be applied to inform message design and evaluation.

To reduce car usage, several strategies are needed, one of which focuses on social psychological factors. The aim of this study was to predict and explain bus usage using the theory of planned behaviour and the transtheoretical model of change in a sample of 983 residents. The study also evaluated the effect of providing a group of regular car users (n = 34) with a free travel pass, to be used on busses and trains in the region. A regression analysis showed that the theory of planned behaviour (TPB) explained 26% of the variance in intention to use the bus, increasing to 59% when past behaviour was added. The use of the free travel pass resulted in a more positive attitude towards bus usage, with a large number having either changed or having started to change their behaviour. When the same people were contacted three months later, 50% still used public transport. The conclusion is that negative attitudes and travel habits can be altered by experience. Although, a reduction of car use can only be achieved if several measures are implemented that make car driving less attractive and sustainable modes of transport more attractive.

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