Private Car Drivers Research Articles

Whether to enter expressway or not? The impact of new variable message sign information

SummaryThis study develops a random effect panel data logit model that identifies the factors that influence expressway users' decision behavior under a new arterial road variable message sign information service. The new information service provides travel time of both an expressway route and an alternate arterial road route. It is based on the data collected from a stated preference survey of Shanghai drivers. Correlations within repeated choices by the same respondent were addressed. The results show that the random effect model performs well in addressing repeated observations and evidences the existence of common unobserved random factors affecting route choice behaviors of the same respondent. It is shown that drivers' decisions can be significantly influenced by the new information service. Driving experience, travel time saving, and occurrence of expressway accidents serve as positive factors whereas number of traffic lights on the arterial road serves as a negative factor in choosing the arterial road. Private car drivers, employer‐provided car drivers, and taxi drivers value number of traffic lights in a different way. Female drivers are more sensitive to expressway delays. Drivers with rich driving experience and female drivers are more sensitive to number of traffic lights. Copyright © 2014 John Wiley & Sons, Ltd.

Pro-Environmental Beach Driving is Uncommon and Ineffective in Reducing Disturbance to Beach-Dwelling Birds

Vehicles on beaches cause numerous deleterious effects to coastal wildlife. These impacts may, hypothetically, be lessened if drivers act to reduce disturbance. Since it is unknown to what extent such behavior occurs, and whether it can reduce disturbance, we quantified the behavior of drivers who encountered birds on open-coast, sandy beaches in eastern Australia and the consequent bird responses. Drivers of commercial tourist buses never slowed or altered course ("evaded birds") to avoid disturbing birds; conversely, 34% of drivers of private cars did evade birds. Drivers of vehicles with fishing rod holders tended (P=0.09) to evade birds more frequently than non-fishing vehicles. Evasion, when it occurred, was modest, and did not significantly decrease the intensity of bird response or the probability of escapes on the wing. Voluntary behavioral adjustments to alleviate impacts on wildlife may be unworkable, suggesting that other solutions (e.g., beach closures) might be the only effective and feasible way to reduce disturbance to birds on ocean beaches.

Context adaptable driver information – Or, what do whom need and want when?

This study deals with a first step towards context adaptive functionality of a Driver Information System.Driving a car is a complex task for which the driver needs appropriate information to fulfil his or her goals. New technologies enable adaptability to driver state, task, personality etcetera and also to the context.The aim of this study was therefore to investigate what information people perceive that they need and want from the car in different contexts and to what extent there is consensus about the function. A new methodology was developed, and 33 private car drivers were interviewed and asked to rate a number of possible abstract functions in a car in different contexts.It was shown that people need and want different types of information in different contexts. It was furthermore indicated that there is sometimes a difference in drivers' opinions about what should be presented by the car and that there is varying consensus over different functions in different contexts. The rating result was illustrated by an easily perceived Context Function Matrix. The results may be used in the design of a context adaptive driver information system.

Why do people change routes? Impact of information services

PurposeThe aim of this study is to identify factors that influence drivers' route choice response to travel time information about both the expressway and local streets provided by variable message signs on arterial roads.Design/methodology/approachA stated preference questionnaire survey was conducted to collect behavioral data. The generalized estimating equations (GEEs) method with a logit link function was used to model driver response and account for correlations within repeated observations from the same respondent. Four GEEs‐based estimations with different working correlation structures were conducted and compared with each other as well as the conventional maximum likelihood estimation.FindingsDriving experiences, expressway delays, causes of delay, and the number of traffic lights on local streets are factors influencing route choice decisions. A new finding is that there exist differences in response behavior among employer‐provided car, taxi and private car drivers. On the modeling aspect, the exchangeable structure was the most appropriate in this study.Research limitations/implicationsThis study indicates the effectiveness and appropriateness of the GEEs method and suggests further examination of GEEs' performance.Practical implicationsThe route choice probability model established by this study will facilitate better investment, design and assessment of dynamic information services in transportation management.Originality/valueThe dynamic information this study concerns has rarely been addressed in the literature. Little literature to date has applied the GEEs method in information response modeling. This study reaches solider conclusions about the GEEs method.

The role of instrumental, hedonic and symbolic attributes in the intention to adopt electric vehicles

The aim is to understand how private car drivers’ perception of vehicle attributes may affect their intention to adopt electric vehicles (EVs). Data are obtained from a national online survey of potential EV adopters in the UK. The results indicate that instrumental attributes are important largely because they are associated with other attributes derived from owning and using EVs, including pleasure of driving (hedonic attributes) and identity derived from owning and using EVs (symbolic attributes). People who believe that a pro-environmental self-identity fits with their self-image are more likely to have positive perceptions of EV attributes. Perceptions of EV attributes are only very weakly associated with car-authority identity.

INTERGROUP BIAS AMONG JAKARTA'S ROAD USERS

The goal of this study is to examine intergroup bias among people who use roads in Jakarta. Intergroup bias refers to the tendency to prioritize, treat and perceive in-group members more favorable than out-groups. Three different groups of road users participated in this study: private drivers, motor riders, and public transportation drivers. Intergroup bias is measured as perception bias and attribution bias. The findings show that both forms of bias occur among the road users. Intergroup attribution bias that is found among the three groups are more in-group than out-group attribution bias. The private car drivers, motor riders, and public transportation drivers tend to attribute positive behavior of in-group to internal factor and negative behavior of in-group to external factors. Index of effect size in perception bias indicates substantive levels and represents large effect in the population.

Sustainable mobility in Lyon: should we hang private car drivers?

Incriminated for negative externalities such as both local and global pollution, noise, sealing extension or public space high consumption, private cars have been perceived as a factor of un-sustainable mobility since the early 80’s by urban planners and designers. In the new paradigm of the so-called “sustainable city” urban planners and designers target now a modification of social behaviour and particularly social mobility practices. The production of transport alternatives and restrictions to automobiles in city centres through car-parking limitations and fare systems as developed in urban mobility plans (Plans de Deplacements Urbains) are unfortunately too weak to generate a modal shift ripple-effect in French cities. Considering the last issue of the French national institute of statistics and economic studies’ survey (Hubert, 2009) the modal-share in favour of car-transit remains the same for the period of time between 1994 and 2008 for the biggest French cities, in spite of steady efforts for the development of public transportation alternatives such as the diffusion of the tramway’s comeback (from Grenoble 1986, to Dijon 2013). According to a series of relatively recent research papers (Kaufmann, 2002 ; Lefevre & Offner, 1990) focused on the “economically irrational” behaviour of the majority of private-car drivers concerning the question of modal shift, a research framework has been developed. This frameworks specially focuses on the disconnect between the rationalities of resistant car-driver’s social mobility practices in the metropolitan space, compared to the rationale of urban mobility masterplans has, assuming that user’s “tactics” answer planner’s “strategies” (De Certeau, 1990). This approach of identifying this disconnect between rationalities in planning and rationalities in social practices in the urban mobility context is aimed to extend to the complex perception of urban environments by car-drivers, to identify new targets of modal-split policies to be structured as new action-levers. This perception will deal with several issues orchestrated through urban design projects such as public spaces, physical distances or parking constraints. The second main issue of this conceptual framework deals with rationalities of user’s mobility practices. The axiological rationality (Boudon, 1995) seems to be heuristic to question values and practices, searching for the rationale behind the conclusions that users draw when making mobility decisions (for example “the car is faster in my situation”). This justification process needs to be finely analyzed in combination with several concepts, norms and values that “make sense” for the individual. We propose the hypothesis that the combination of perception biases and axiological rationalities could helps to explain behaviors defined as “irrational” for urban mobility planners and to delineate the major levers of social acceptation and adoption of so-called sustainable urban environments.

Configuration of Innovative Minibus Service in the Lisbon, Portugal, Municipality

The viability of implementing a new alternative intermediate transport mode in the Lisbon, Portugal, metropolitan area was examined. The intention of this new system was to combine the major strengths of both public transport and private vehicles to provide a competitive transport alternative for commuters from low and intermediate density areas, who do not create enough demand to sustain a high-quality public transport service. Conventional public transport systems can provide efficient space and energy consumption, whereas private vehicles have high levels of flexibility and are fast and always available. A comprehensive methodology is presented to encompass the generation of input data of the model on the basis of transport demand data involving spatial-temporal constraints, the possible location of the service stops, and the detailed characterization of the service operation. The global objective of the model is to design a self-sustainable system that would maximize the operator's profit, not one that would satisfy all potential demand. The developed model uses supply parameters obtained through current bus operators in the region. However, the estimated values should be refined before service deployment. This assessment was performed, as an initial test bed for Lisbon and will be expanded to the whole metropolitan area. Results suggest that this service might be significantly profitable to the operator and a good alternative for single private car drivers. Implementation of this system may relieve some congestion during peak periods.

Car drivers’ perceptions of electronic stability control (ESC) systems

As a way to reduce the number of car crashes different in-car safety devices are being introduced. In this paper one such application is being investigated, namely the electronic stability control system (ESC). The study used a survey method, including 2000 private car drivers (1000 driving a car with ESC and 1000 driving a car without ESC). The main objective was to investigate the effect of ESC on driver behaviour. Results show that drivers report that they drive even more carelessly when they believe that they have ESC, than when they do not. Men are more risk prone than women and young drivers more than older drivers. Using the theory of planned behaviour the results show that attitude, subjective norm and perceived control explain between 62% and 67% of driver's variation of intentions to take risks. When descriptive norm was added to the model a small but statistically significant increase was found. The study also shows that more than 35% erroneously believe that their car is equipped with an ESC system. These findings may suggest that driver behaviour could reduce the positive effect ESC has on accidents. It also shows that drivers who purchase a new car are not well informed about what kind of safety devices the car is equipped with. These findings highlight the need for more targeted information to drivers.

Effect of Increase in Price of Oil on Behavior of Private Car Owners in Beijing

Abstract In order to understand the short-term response of private car owners to changes in the price of oil, a survey was conducted in Beijing after the gasoline price in China rose in June 2008. It showed that private car drivers in Beijing reduced their trips in the one month period following the price adjustment. Certain trip characteristics and drivers’ demographics significantly influenced price elasticity in the short term, including the purpose of the trip, the distance covered and the income of the car driver.

Cross-boundary container truck congestion: the case of the Hong Kong-Pearl River Delta region

Ever since the Open Policy in 1979, there has been increasing socio-economic integration between Hong Kong and mainland China. The subsequent rapid export-oriented industrialization in the Hong Kong-Pearl River Delta (HK-PRD) region has given rise to rapidly growing cross-boundary container truck traffic (XBCT). From 1992 to 2003, the volume of XBCT rose from 1.5 to 4.7 million vehicles per annum. Hence, a new customs check-point, the Shenzhen Western Corridor (SWC), was built. With the development of SWC, how would XBCT drivers change their route-cum-customs (RCC) choice? What were their major considerations? How would the route choice among goods vehicle drivers differ from private car drivers? To what extent would the opening of new customs check-points change the RCC choice of goods vehicle drivers and resolve the uneven distribution problem of freight traffic? The current paper seeks to address these questions.

Safety Assessment of Taxi Drivers in Singapore

This paper presents a comprehensive safety assessment of taxi drivers in Singapore. Six years of accident records (2001 through 2006) maintained by traffic police were employed for three analyses: a trend analysis, a factor analysis, and a cause analysis. In the trend analysis, it was found that the taxi accident rates were consistently higher than the safety standard set by Singapore's Land Transport Authority, even though no evidence suggested an increasing trend in taxi accidents. In the factor analysis, 10 significant factors that have contributed to the taxi accidents were identified with two binomial logistic models. Accidents in which taxi drivers were responsible were compared with ( a) those accidents in which the taxi drivers were not responsible, and ( b) those accidents in which the drivers of private cars were responsible. Following the factor analysis, the seven most common accident causes were ranked. The relative accident propensities according to individual factors identified in the factor analysis were computed. These findings suggest that any behavior-modification training program to be developed must be unique for taxi drivers and must take into account the specific factors and causes highlighted in this study.

Compliance with Seat Belt Use in Benin City, Nigeria

Trauma is a major cause of death and disability worldwide. A quarter of all fatalities due to injury occur due to road traffic crashes with 90% of the fatalities occurring in low- and medium-income countries. Poor compliance with the use of seat belts is a problem in many developing countries. The aim of this study was to evaluate the level of seatbelt compliance in motor vehicles in Benin City, Nigeria. A five-day, observational study was conducted in strategic locations in Benin City. The compliance rates of drivers, front seat passengers, and rear seat passengers in the various categories of vehicles were evaluated, and the data were subjected to statistical processing using the Program for Epidemiology. A total of 369 vehicles were observed. This consisted of 172 private cars, 64 taxis, 114 buses, 15 trucks, and four other vehicles. The seat belt compliance rate for drivers was 52.3%, front seat passengers 18.4%, and rear seat passengers 6.1%. Drivers of all categories of vehicles were more likely to use the seat belt compared to front seat passengers (p = 0.000) and rear seat passengers (p = 0.000). Drivers of private cars were more likely to use seat belts compared to taxi drivers (p = 0.000) and bus drivers (p = 0.000). Front seat passengers in private cars were more likely to use the seat belt compared to front seat passengers in taxis (p = 0.000) and buses (p = 0.000). Rear seat passengers in private cars also were more likely to use seat belts compared to rear seat passengers in taxis (p = 0.000) and buses (p = 0.000). Compliance with seat belt use in Benin City is low. Legislation, educational campaigns, and enforcement of seat belt use are needed.

Comparison of Commuter Exposure to Particulate Matters and Carbon Monoxide by Four Transportation Tools in Taipei City

MS7-02 Introduction: This study examined in-vehicle concentration and commuter exposures of particulate matter (PM) and carbon monoxide (CO) in 4 transportation modes: bus, car, motorcycle, and mass rapid transit (MRT). Methods: Personal exposures to air pollutants (PM1.0, PM1.0–2.5, PM2.5–10, PM10, and CO) were simultaneously measured in 4 means of transportation on 4 routes during the morning and evening rush hours during weekdays from January to April 2005 in Taipei. GRIMM Dust Monitors and Draeger Miniwarn were, respectively, used to record PM concentrations with 4 size ranges and CO every minute. We used video or logbooks to record unusual events such as bus door open time, idle time at a traffic light for car and motorcycle commuters, and walking periods for MRT commuter, which could influence PM and CO concentrations. We then calculated commuters’ yearly inhaled doses of PM and CO by combining in-vehicle concentrations, commuting time, and commuters’ ventilation rate. Results: The in-vehicle mass concentration of PM1.0, PM1.0–2.5, PM2.5–10, and PM10 was highest in motorcycle followed by bus, MRT, and car. The in-vehicle concentrations of PM1.0 in motorcycle, bus, MRT, and car were 39.5 μg/m3, 28.5 μg/m3, 24.9 μg/m3, and 18.3 μg/m3. For car drivers, the concentrations of PM and CO showed little variation, even during unusual events. For motorcycle riders, the concentrations of PM and CO were higher while stopping at traffic lights than while moving. For MRT commuters, the concentrations of PM and CO were higher while walking outdoors than while riding the MRT. Adult commuters’ annual PM1.0 doses were 10.3 mg by motorcycle, 7.4 mg by bus, 3.9 mg by MRT, and 5.7 mg by car. Their annual CO doses were 2.3 g by motorcycle, 1.1 g by bus, 0.1 g by MRT, and 5.4 g by car. Discussion and Conclusion: Motorcyclists have higher PM and CO exposures than private car drivers and public transportation riders while commuting in Taipei. The vehicle exhausts seem to be the main sources of commuters’ exposure to PM and CO in Taipei.

Regarding “ACE Policy Committee Letter”

This paper presents: (i) an operational definition of risk exposure, (ii) a questionnaire developed to measure exposure, (iii) validity studies of estimates of the distance traveled and time spent driving for different permit holder categories, and (iv) a feasibility study for a telephone survey on exposure. Results show that long-distance truck drivers from one company studied estimated accurately their distance driven on the last worked day; Montreal Urban Community Transport Commission bus drivers estimated well their time behind the wheel; while a convenience sample of private car drivers (coworkers and friends) estimated well their previous week distance and time on the road. Phone surveys appear to be an efficient and costeffective method for risk exposure data collection.

Exposure for different license categories through a phone survey: Validity and feasibility studies

This paper presents: (i) an operational definition of risk exposure, (ii) a questionnaire developed to measure exposure, (iii) validity studies of estimates of the distance traveled and time spent driving for different permit holder categories, and (iv) a feasibility study for a telephone survey on exposure. Results show that long-distance truck drivers from one company studied estimated accurately their distance driven on the last worked day; Montreal Urban Community Transport Commission bus drivers estimated well their time behind the wheel; while a convenience sample of private car drivers (coworkers and friends) estimated well their previous week distance and time on the road. Phone surveys appear to be an efficient and costeffective method for risk exposure data collection.

Drivers' Behavior at Stop Signs: A Deterioration

In a 1985 observational study of 176 private car drivers at stop signs in eight locations in a town setting in Quebec, 42% came to a complete stop, 43% slowed, and 15% did not stop or slow. Relative to previous years (1979 to 1983), these data show a general deterioration in performance that cannot be accounted for by changes in the density of traffic. Further analyses showed that most of the 1985 decline in performance occurred in the absence of other vehicles, where complete stops were considerably fewer than in recent years.

Drug abuse and its social impacts in Nigeria

The extent of the drug addiction problem in Nigeria is reviewed. Drugs such as L.S.D.,morphine and heroin are not very widely abused, though amphetamines are used temporarily by the students, and more permanently by the northern labourers. Marijuana is much better known and significantly more used, especially among the marginal migrant population. The most commonly used drugs are kola nut, tobacco (chewed or snuffed), and alcohol. There is an increasing trend of alcohol consumption — although still largely limited to social drinking — among the middle and upper classes who are also the majority of private car owners and drivers. Drug and alcohol abuse are major occupational hazards among Nigerian professional drivers, which contributes to making Nigerian roads particularly murderous. There is a need for collecting accurate statistical data about drug-related accidents, crimes or diseases so that researchers might be able to document the seriousness of drug-related problems to the Government. The author also advocates intensifying drug eradication programmes and organizingleisure activities for the communities so as to eliminate drug consumption as a social activity. The Government of Nigeria already has the necessary infra-structures and only needsto recognize the seriousness of the problem and make it a national priority.

Epidemiology of road traffic accidents in Zaria, Nigeria.

A STUDY of Road Traffic Accident (RTA) was carried out in Zaria for the period of eight (8) years, from 1972 to 1979. Data was collected from the Motor Traffic Division (MTD), of the Nigeria Police Force, Zaria, Medical Records Office and Casualty Ward of Ahmadu Bello University (A.B.U.) Teaching Hospital, Zaria. It was found that there were more RTA on Tuesdays (16.10%) and Wednesdays (16.63%) than Fridays (11.52%) and Saturdays (11.87%). More cases of RTA were witnessed in the months of September (9.48%) and October (11.20%) than in February (6.82%) and June (2.82%). Reckless ness and negligence of drivers (23.58%) was found to be mostly responsible for the cause of RTA while intoxication (0.59%) was found to be the least cause. Private car drivers played more role in RTA in Zaria than any of the other participants like taxi drivers, bus drivers and motor cyclists. More males were involved in the accidents than females. Four years (1975-78) analy sis of RTAs revealed that there were six (6) cases of RTAs in Zaria everyday, and two (2) persons were injured or maimed everyday in Zaria. Recommendations aimed at enhancing road safety are highlighted.

Car owner attitudes to mass transit use: A Nigerian pilot study

The problem of traffic congestion is growing in intensity in Nigeria's urban centres. The remedy that has so often been prescribed is the introduction of mass transit modes of transportation in the cities. This suggestion presumes that when provided, private car owners will use the mass transit modes. This pilot study explores the likelihood of car owners using mass transit if provided. It finds that over half of the car owners would still stick to the use of their cars even when the best conditions of transit exist. It is contended, however, that the proportion of car owners willing to use mass transit would increase when good and well-organized mass transit modes are established. This would be more so as the inconveniences and hardships of traffic congestion become increasingly felt by the private car driver. Public policy priority in this regard should therefore be directed in the first instance towards the provision of a decent and efficiently operated municipal transit services.