Traffic Law Violations Research Articles

A Review of Yellow Dilemma Problem and a Dynamic Speed Guidance System Design based on CVIS

The existence of dilemma zone is the main reason for accidents and violation of traffic laws near signal intersections. Firstly, the concepts of the yellow interval dilemma and the reasons why there exists the yellow interval dilemma are introduced in this paper. Then, the existing solutions of the yellow dilemma problem are introduced and their drawbacks are also analyzed. The previous researches are mainly based on simulation and there is not much study on the actual system design. The design of a Dynamic Speed Guidance System under CVIS is developed, which is of vital significance in reality.

Drivers' perceptions regarding speeding and driving on urban residential streets with a 30 km/h speed limit

Previous studies have shown very little information regarding drivers' opinions, attitudes and behaviours with respect to speeding and driving on urban residential streets with a 30km/h speed limit. The present research aims to address this issue by conducting a questionnaire study with a sample of 367 Japanese drivers. The results showed that drivers tended to have positive beliefs about complying with the 30km/h speed limit and understand the negative consequences of speeding; however, a majority of the drivers considered breaking the speed limit as a way to reduce their travel time. While the extent of speeding was found to be very serious, a number of drivers still supported the use of a 30km/h speed limit on residential streets and favoured protecting the right of vulnerable street users. The logistic regression models developed in this study identified that the drivers who did not support the 30km/h speed limit were associated with those who had committed traffic-law violations, who had negative beliefs about complying with the speed limit, who did not consider residents' opinions, who believed it is acceptable for them to drive at a high speed, and who felt it difficult to refrain from speeding. With regard to anti-speeding countermeasures, under drivers' point of view, streets should be designed to make the 30km/h speed limit more credible, although this study also showed evidence supporting the application of public awareness programmes and social campaigns as speeding interventions. In addition, this research investigated drivers' speed choices in various specific driving circumstances, and six underlying factors affecting drivers' speed choices were determined. On the basic of the findings, the implications and suggestions for speeding interventions were also discussed.

Chinese immigrants’ contact with police

PurposeThe purpose of this paper is to examine Chinese immigrants’ contact with local police, uncovering the extent, nature, distribution, and consequences of police contact. Although literature on immigrants’ perceptions of the police has been accumulating during the past few years, research on immigrants’ encounters with the police remains extremely limited.Design/methodology/approachThis study relies on survey data collected from approximately 350 foreign‐born Chinese immigrants residing in New York City, Philadelphia, and Delaware. Non‐probability (both purposive and convenience) sampling methods are used.FindingsChinese immigrants report a higher rate of police contact than the general public, with the most frequent contact occurring through traffic law violations or accidents. Immigrants who are male, older, and recent arrivals to the USA, and have vicarious experience with the police are more likely to have police contact, particularly officer‐initiated contact. The mere occurrence of contact does not affect Chinese immigrants’ global satisfaction with the police. There is, however, a significant positive link between satisfaction with recent contact and global satisfaction.Originality/valueThe paper's findings improve our understanding of police‐community relations regarding Asian Americans and also contribute to the broad literature on race/ethnicity and policing by incorporating both immigration status and ecological context into analysis.

대중교통 이용자 관점의 서비스 평가 모형 개발

최근 다양한 대중교통 중심 정책의 시행뿐만 아니라 시행된 정책의 효율적 운영과 대중교통 이용자 측면에서의 서비스 품질평가를 통한 서비스 개선은 대중교통 이용을 지속적으로 활성화시키기 위해 반드시 필요한 요소이며, 제공되는 서비스 품질의 모니터링, 개선 및 새로운 정책의 시행을 위해서는 이용자에게 제공되는 서비스 품질에 대한 다양한 정량적 모니터링 방법이 필요하다. 이용자 측면에서 대중교통 서비스를 정량, 정성적으로 평가할 수 있는 효과척도는 대중교통 이용의 편의성, 정시성, 쾌적성, 안전성, 경제성 등 여러 가지 측면에서 다양한 평가지표가 있을 수 있다. 그러나 일시적이고 단편적인 설문조사나 대중교통 행정가의 경험 등을 통해 해당 지역 또는 노선의 서비스를 평가하기 보다는 대중교통 운행 상세이력, 이용자 수요 등 보다 객관적인 자료를 활용하여 이용자 측면에서 서비스수준을 평가하는 등 보다 과학적이고 정량화된 다양한 평가방법론과 평가척도 등이 필요하다. 본 연구에서는 효율적인 대중교통 서비스수준 평가를 위하여 버스운행관리시스템의 버스운행 자료와 교통카드로부터 수집되는 정류소별 승하차정보를 활용하여 노선 및 정류소별 서비스수준 평가모형을 개발하였다. 서비스 수준 평가를 위해 김원길(2009)의 버스 운행계획수립 모형을 기반으로, 서비스 평가지표 중 운행서비스 측면에서 이용자 접근시간, 대기시간, 차내 혼잡, 교통 혼잡, 돌발 상황, 교통법규위반, 운행규정 등을 고려하여 이용자 접근시간, 구간 통행시간, 차내 혼잡수준, 교통법규 및 운행규정 위반여부 등으로 인한 승객불편 등을 비용함수로 정량화하여 노선 및 정류소별 대중교통 이용자 서비스 수준을 상세 평가하는데 그 목적이 있다. 대중교통 운행이력자료, 노선 및 정류소 기반의 대중교통 수요 자료의 객관적이고 과학적인 분석과 활용을 통해 노선 및 정류소별 이용자 서비스 평가를 함으로써 해당 노선이나 정류소의 서비스 현황분석, 개선사항 도출 등에 활용할 수 있으며, 다양한 대중교통 정책 수립, 시행 정책의 모니터링 목적 등 다양한 목적과 용도로 활용될 수 있을 것으로 기대된다. The evaluation of public transit service quality is more complicated than evaluating other aspects of transportation service. Although various measures of effectiveness [MOEs] for transit service have been studied and applied, a more comprehensive and accurate MOE is still required. In the past, either data from user surveys or the experience of bus agency administrators and/or engineers used to measure the quality of service. However, recently, with reliable and accurate real time data from BMS(Bus Management System) and BIS(Bus Information System), more reliable and accurate MOEs are available. This study develops a service evaluation model from users' perspectives, which is based on user' cost models that consider passenger access time, riding time, waiting time, and discomfort due to in-vehicle overcrowding, violation of traffic laws, and accident rate. For validating proposed model, data from the BMS and transit-fare cards (T-Money Card) for Seoul's No. 472 main bus line were used. Models developed in this study provided reliable results.

Race and Ethnicity Missingness in the Traffic Stop Data Reported by 308 Massachusetts Police Agencies

Data reported by police agencies were at the core of most analyses of Driving While Black in the 1990s and 2000s. There is, however, no previous macro-level research directed exclusively at the accuracy of the Driving While Black traffic stop data reported by police agencies. This article remedies that omission by reaching back across a little more than 10 years to examine data reported by 308 Massachusetts police agencies during April and May of 2001, a time when collection of driver race and ethnicity data was still relatively new. The baseline data show that race and ethnicity missingness is nonrandom on several important dimensions. The article concludes that the Driving While Black data reported by most of the 308 Massachusetts police agencies during April and May of 2001 appear to underestimate the frequency with which police stopped Black and African American drivers for traffic law violations.

The Role of the Public Prosecutor with Treatment of Suspects Involving Suspended Prosecution Disposition in Accordance with the Crime Investigation Policy of Police in Japan

This study aims to assess the effectiveness of the prosecution system granted only to public prosecutors (PPs), in regard to prosecution proceedings in accordance with the crime investigation policy of police in Japan. Using data generated by the Ministry of Justice (MoJ) and the National Police Agency (NPA) in Japan during the last half century, the trends of numbers of suspects referred and the rate of disposition, prosecution, summary trial procedure, suspended prosecution (details of which are described in the text), were calculated by type of offence including non-traffic penal code offences (NTPC), negligence in the pursuit of social activities on the occasion of traffic accidents (NPSATA), special law offences (SLO) excluding violations of road traffic related laws (VRTRL) and VRTRL. The results of the study indicated that there are three major issues about prosecution policies and practices by the PPs, namely: crime investigation activities; monopolising discretionary decisions with prosecution and suspended prosecution; and disposition of traffic related crimes. Practical implications of the present results are discussed in the context of crime investigation policy by police.

Investigation of traffic law violations among middle school students in Hunan province and the influencing factors

To determine the incidence of traffic law violations among middle school students of Hunan province and to identify the influencing factors. Stratified sampling and cluster sampling were used to randomly select students from 96 classes of 16 middle schools. Road traffic law violations were measured through recalling the occurrence of 5 common violations in the prior year. Most of influencing factors were collected by self-designed questionnaire except for family support function and parenting that were measured by the family assessment device (FAD) and the parenting locus of control scale (PLOC), respectively. Kruskal Wallis H test and multinomial logistic regression were used to analyze the data. The overall incidence rate of five common traffic law violations among middle school students in Hunan province fell between 16.6%-43.3%. Except for running against traffic light or not using pedestrian crossings (8.2%), students with the other 4 traffic law violations merely accounted for less 4%. The rates of students with 1, 2, 3, 4 and 5 kinds of traffic law violations were 25.3%, 17.8%, 10.2%, 6.2% and 3.4%, respectively. Logistic regression showed that there were 3 factors (area, junior or senior high school, and single child or not), 5 factors (area, junior or senior high school, sex, single child or not, and class leader or not) and 6 factors (type of school, junior or senior high school, sex, class leader or not, family support function, and type of family education) significantly associating with the occurrence of 1, 2, and 3 or more traffic law violations, respectively. Only a small proportion of students often or almost always break traffic law or break several traffic laws at the same time. Students with serious traffic law violations should be targeted by school safety education and intervention.

Sleep deficit and conduct disorder before and after us driving age as risk factors for adult risky driving behaviour and problematic alcohol use

Risk factors for vehicular collisions include driver error and inattention, sleep deficit/drowsy driving, speeding, traffic law violations and substance use. Little research has explored the complex interplay among these risk...

Will announcing seat-belt checkpoints reduce the non-use of seat-belts or increase other violations?

Abstract Road side interviews have been conducted in order to evaluate the use of a sign “Seat-belt enforcement” at seat-belt checkpoints of the Norwegian Public Roads Administration. Currently the checkpoints are usually well visible, but no information is given to the drivers about what kind of enforcement is being conducted. The results of the interviews show that more drivers become aware of both the checkpoints and the fact that seat-belt enforcement is being conducted when the checkpoints are announced with the sign. However, the results do not indicate that the subjective risk of detection for not using seat-belts increases, as has been the intention. Self-reported future seat-belt use increases when the sign is used, but since seat-belt use seems to be somewhat overreported, especially when the sign is used, it cannot be concluded that seat-belt use actually will increase. An undesired effect of the sign that has been found is reduced uncertainty and fewer drivers who assume or suspect that other violations than non-wearing of seat-belts are being enforced. The deterrence against other types of traffic law violations may therefore be reduced when the sign is used.

An integrated approach to evaluate policies for controlling traffic law violations

Modeling dynamics of the driver behavior is a complex problem. In this paper a system approach is introduced to model and to analyze the driver behavior related to traffic law violations in the Emirate of Abu Dhabi. This paper demonstrates how the theoretical relationships between different factors can be expressed formally, and how the resulting model can assist in evaluating potential benefits of various policies to control the traffic law violations Using system approach, an integrated dynamic simulation model is developed, and model is tested to simulate the driver behavior for violating traffic laws during 2002–2007 in the Emirate of Abu Dhabi. The dynamic simulation model attempts to address the questions: (1) “ what” interventions should be implemented to reduce and eventually control traffic violations which will lead to improving road safety and (2) “ how” to justify those interventions will be effective or ineffective to control the violations in different transportation conditions. The simulation results reveal promising capability of applying system approach in the policy evaluation studies.

Officer Race and Citizen-Reported Traffic Ticket Decisions by Police in 1999 and 2002

Does officer race affect the frequency with which citizens report receiving a ticket for a traffic law violation? According to citizens, is the effect of officer race on traffic tickets the same in 1999 and 2002 despite the increased attention given what has come to be called driving while Black? The present research answers these questions using citizen reports of their traffic stop encounters with police in 1999 and 2002. Net of important control variables, citizens report changes in the ways officer race affects traffic ticket decisions, most notably when viewed through the lens of intersections of officer race and driver race and ethnicity. Specifically, citizens report that Black police officers are less likely to ticket Black traffic law violators in 2002 than in 1999. In important contrast, White police officers are more likely to ticket all drivers of color in both 1999 and 2002.

Are individual preferences always a legitimate basis for evaluating the costs and benefits of public policy?: The case of road traffic law enforcement

This paper discusses if it is appropriate to include the benefits that offenders get by violating the law in cost-benefit analyses of police enforcement, in the form of a loss of benefits from violations. The discussion is cast in the context of traffic law violations, a very common type of crime, which is usually not very strongly condemned from a moral point of view. Three options for cost-benefit analysis of traffic police enforcement are compared. The three options differ with respect to the treatment of (a) violator benefits from violations, and (b) outlays for traffic tickets given to violators. The implications of the choice of option are shown by means of four case illustrations, all referring to different types of traffic police enforcement in Norway. It is shown that every type of enforcement becomes less cost-effective when violator benefits are included in cost-benefit analyses. The legitimacy of including violator benefits as a benefit to society is discussed. It is concluded that, as far as traffic violations are concerned, benefits obtained by committing violations of the law cannot be treated as a legitimate societal benefit.

Risky behavior of drivers of motorized two wheeled vehicles in India

Introduction Motorized two-wheeled vehicles (MTV) account for a large proportion of road traffic in India and the riders of these vehicles have a high risk of road traffic injuries. We report on the availability of drivers licenses, use of a helmet, driver behavior, and condition of vehicles for MTV drivers in Hyderabad, a city in India Methods Drivers of a MTV aged > 16 years were interviewed at petrol filling stations Results There were 4,183 MTV drivers who participated in the study. Four hundred sixty one (11%; 95% CI 9.7–12.3%) drivers had not obtained a drivers license and 798 (21.4%) had obtained a license without taking the mandatory driving test. Two thousand nine hundred twenty (69.8%; 95% CI 67.9–71.7%) drivers reported no/very occasional use of a helmet, the significant predictors of which included that those driving borrowed a MTV (odds ratio 7.90; 95% CI 3.40–18.40) or driving moped/scooterette/scooter as compared with motorcycle (3.32; 2.76–3.98), lower education (3.10; 2.66–3.61), age > 45 years (2.41; 1.63 – 3.57), and males (1.57; 1.16 – 2.13). Two thousand five hundred and eight (59.9%) drivers reported committing a traffic law violation at least once within the last 3 months. Overall, 1,222 (29.2%) drivers reported ever being caught by traffic police for a traffic law violation with data on violations available for 1,205 of these drivers, of whom 680 (56.4%) paid a fine, 310 (25.7%) paid by bribe, and 215 (17.8%) made no payment. The proportion of those who did not make payment for committed violation was significantly higher among females (46.8%) than males (16.3%). Two thousand fifty two (49%) of all MTVs had no rearview mirror Conclusions These data suggest the need to enact and enforce policy interventions for improving the drivers license system, mandatory use of a helmet, effective traffic law enforcement, and ensuring good vehicle condition to reduce the risk factors that potentially contribute to mortality and morbidity in road traffic crashes in MTV drivers in Indian cities.

Speeding drivers’ attitudes and perceptions of speed cameras in rural England

There is evidence that excessive speed leads to an increased frequency and severity of road traffic accidents, but it is not clear how speeds may be reduced. To increase understanding of why drivers exceed the speed limits, the views of a sample of road users who had been prosecuted for exceeding the speed limit in the rural county of Norfolk England were sought. Respondents were categorised into a four group driver typology comprising conformers (those who report they never exceed limits) deterred drivers (those put off speeding by the presence of cameras), manipulators (those who slow only at camera locations) and defiers (those who exceed limits regardless of cameras), and the consistency of opinions was compared between the groups. Speeding was perceived as widespread and normal, and many drivers resented camera enforcement. Indeed, some respondents considered that cameras in themselves caused dangerous driving. For many drivers, the prosecution experience resulted in distress, anger and anti-camera sentiments, predominantly because they expressed the belief that they were more skilled than other drivers. It was also apparent that many respondents displayed a lack of awareness of the link between speed and collisions. Conformers were the least likely to state that the prosecution had deterred them from further speeding behaviour, possibly because they perceived themselves as already law-abiding. The deterred drivers were most likely to express intentions to avoid further speeding and their speeding incident was found to be most likely to be accidental. Manipulators and defiers tended to report that they had deliberately chosen to infringe the speed limits. Manipulators often acknowledged that their style of driving was dangerous; however, they failed to link this to their own behaviour. It was evident that many defiers and manipulators did not perceive speeding as a serious traffic law violation. Possible implications for road safety initiatives are discussed and recommendations are given for specifically targeting different driver types.

Traffic law enforcement in Hyderabad, India

The aim of the study was to understand traffic law enforcement (TLE) carried out by the police to reduce non-compliance with traffic laws on the roads of Hyderabad city in India for 2001 – 2003. The Traffic Police database of citations issued to drivers who violated traffic laws in Hyderabad was analysed for the years 2001 – 2003 to describe the TLE activities of the police, to describe and compare the TLE activities for the different types of vehicles and to compare the TLE activities for the 3 years. The violations were classified in five categories – those related to driving, parking, vehicle, document and others; and TLE into safety and other TLE. A total of 646 161 traffic-law violations were registered in 2001, 904 447 in 2002 and 964 275 in 2003 for Hyderabad. Driving and parking violations were the most common violations registered in all 3 years, with parking violations slightly higher in 2001 (43.5%) and driving violations slightly higher in 2002 (35%) and 2003 (36.4%). Auto-rickshaws (three-wheel commercial passenger vehicles) accounted for the highest violations registered in 2001 (41.4%) whereas motorized two-wheelers had the highest registered violations in 2002 (35.5%) and 2003 (33.2%). Safety TLE activity (detecting and registering driving violations) was only one-third of all the TLE activity performed by the police in the 3 years, and disobeying traffic signals was the most common violation registered under safety TLE. Indian rupees 50 (US$1.1) were collected by way of a fine in 87% of the cases registered. Age and gender of the violators were not recorded in the database. These data can be used for planning, monitoring and evaluating TLE in Hyderabad. These can help identify traffic control and human factors that could lead to traffic non-compliance, and help identify priorities for improving road safety. These data indicate a need to enhance the safety TLE activity of the police, to make TLE more visible in Hyderabad, and to assess the effectiveness of the current legal action as deterrence to improve road safety. Recommendations to enhance TLE within the given resources of the police are made. More effort is needed towards systematic collection and analysis of data on TLE in India to facilitate long-term improvements in TLE for safer roads.

Student drivers: A study of fatal motor vehicle crashes involving 16-year-old drivers

Motor vehicle crashes are the leading cause of death for US teenagers, accounting for 40% of fatalities. The purpose of this study was to compare novice (aged 16 years) and experienced (aged 25 to 49 years) drivers involved in fatal motor vehicle crashes with respect to crash characteristics and driver behaviors. This cross-sectional study of fatal motor vehicle crashes in Colorado used data from the Fatality Analysis Reporting System (1995 to 2001). Driver and crash variables were compared in the 2 age groups using separate logistic regression models, adjusted for sex, geographic locale, and year. Two thousand four hundred twenty fatal motor vehicle crashes were included; 158 fatalities (6.5%) were novice drivers. Novice drivers were more likely to have been speeding (odds ratio [OR] 1.87, 95% confidence interval [CI] 1.34 to 3.08); driving recklessly (OR 4.78, 95% CI 3.31 to 6.92); charged with a traffic violation (OR 3.08, 95% CI 2.20 to 4.31); in a single-vehicle (OR 1.84, 95% CI 1.32 to 2.57), rollover (OR 1.36, 95% CI 0.97 to 1.91) or run-off-the-road (OR 1.54, 95% CI 1.03 to 2.30) crash; and carrying 2 (OR 4.52, 95% CI 2.75 to 7.41) or more (OR 4.07, 95% CI 2.49 to 6.55) passengers. Safety belt nonuse was high for novice (48%) and experienced (42%) drivers (OR 1.19, 95% CI 0.86 to 1.67). Novice drivers had older cars (mean difference 1.5 years, 95% CI 0.37 to 2.57 years). Novice drivers were less likely to be involved in crashes caused by alcohol (OR 0.24, 95% CI 0.14 to 0.41) or adverse weather (OR 0.37, 95% CI 0.19 to 0.75) and to be driving a sport utility vehicle (OR 0.62, 95% CI 0.39 to 0.97). Fatal motor vehicle crashes involving novice drivers are characterized by speeding, recklessness, single-vehicle and rollover crashes, and traffic law violations, suggesting that novice drivers bear considerable responsibility for their fatal crashes. Moreover, almost half of 16-year-old drivers involved in fatal motor vehicle crashes were not wearing their safety belts. These data may prove useful in strengthening graduated licensing laws and in improving drivers' education courses and public safety campaigns.

Criminality in Drug Addicts: A Follow-Up Study over 25 Years

Background/Aims/Method: 214 drug addicts were included in a 25-year study on criminality using data from the National Register of Convictions, and 84% of those still living in Oslo attended a follow-up examination. Results: 89% of the 214 had committed offences, compared to 25% in a control group without drug use. 83% had been imprisoned. Males showed more criminal behavior than females and committed the most serious crimes. Male gender and more than two convictions were risk factors for reduced survival. At the follow-up examination 65% had abandoned illegal drugs and the majority had simultaneously stopped their criminal activities. There were significantly less drug offenders, thieves and people committing fraud or violations of traffic laws among the former drug addicts, but not less violent criminals. Criminality diminished with increasing age. Conclusions: Drug addicts were heavily involved in criminal affairs. Abandonment of illegal drugs and increasing age were associated with discontinuation of criminality.

DRIVING WHILE BLACK: EFFECTS OF RACE, ETHNICITY, AND GENDER ON CITIZEN SELF‐REPORTS OF TRAFFIC STOPS AND POLICE ACTIONS*

Are African‐American men, compared with white men, more likely to report being stopped by police for traffic law violations? Are African‐American men and Hispanic drivers less likely to report that police had a legitimate reason for the stop and less likely to report that police acted properly? This study answers these questions using citizen self‐reports of their traffic stop encounters with the police. Net of other important explanatory variables, the data indicate that police make traffic stops for Driving While Black and male. In addition, African‐American and Hispanic drivers are less likely to report that police had a legitimate reason for the stop and are less likely to report that police acted properly. The study also discusses the validity of citizen self‐report data and outlines an agenda for future research.

Seeking a Reduction in Aggressive Driving Through Different Strategies

Reducing the likelihood of aggressive driving can provide a safer and less demanding travel environment for all road users. However, attempts to develop appropriate responses have been thwarted by a number of issues. Most prominent has been the need for an adequate and consistent definition. With a definition in place, measuring occurrences of aggressive driving, linking the behavior to crashes, and designing interventions are made easier. However, a better understanding of a definition is needed. Efforts undertaken to reach a consensus of what constitutes aggressive driving are discussed, and general responses that can be taken are indicated. Highway safety experts responded to a series of scenarios, identifying those they believed to be aggressive behavior. The findings from the survey show that most respondents agree that aggressive driving is behavior that is selfish or unsafe. It also directly affects other road users, or is directed against those users or traffic control devices. While traffic law violations can be part of the behavior, they are not necessarily a key indicator. Respondents then were asked to identify long-term corrective action. Education and engineering actions sometimes were more important than enforcement. This does not exclude enforcement and prompt punishment to stop acts in progress, but places them in a wider context of actions. A basis for designing countermeasures is provided. An important overall strategy is the need to have an interdisciplinary approach to aggressive driving that combines enforcement, engineering, and education to seek appropriate solutions.

Recorded Traffic Offenses of Graduates of Traffic Safety School, Cook County, Illinois

The retraining of drivers who have received their first traffic citation has been examined for effectiveness. Unlike most other driver-intervention programs that focus on problem drivers, this one focuses on all drivers the first time they violate a traffic law and are convicted. The measure used for assessment was subsequent violations of traffic laws. For the study of subsequent violations, potential students for a traffic safety school 4-h training course were divided into a control group and an experimental group. The former received a letter waiving them from having to attend because of “scheduling conflicts.” The latter attended the course. Examined were the number of traffic-law violations and the number of times drivers were stopped for a violation (because drivers may receive one or more traffic citations on a traffic stop), comparing both groups before and after the training. Also, survival analysis was applied to determine whether those receiving training were as likely to fail in the same period as the control group. Those who had the training received significantly fewer traffic citations after training up to the first 6 months. After that period, both groups received citations at approximately the same rate, although the gap between the experimental group and the control group continued to widen, even after 12 months. For traffic stops, the differences were not as pronounced, although the individuals in the control group continued to be stopped for violations at a higher rate than those in the experimental group. The survival analysis showed a strong difference for the first 90 days after training. As a result, the traffic safety school is going to experiment with a follow-up intervention at the 90-day period.