study on unsafe and aggressive driving habits of light passenger-vehicle drivers in dhaka city

Study on
Unsafe and Aggressive Driving Habits of Light Passenger-Vehicle Drivers in Dhaka City
by
Department of Civil Engineering
December 2013
STUDY ON
VEHICLE DRIVERS IN DHAKA CITY
SURAJIT SAHA
DECEMBER 2013
Study on
Unsafe and Aggressive Driving Habits of Light Passenger-Vehicle Drivers in Dhaka City
by
Surajit Saha
A Project Report submitted in partial fulfillment of the requirements for the degree
of
Department of Civil Engineering
December 2013
The Project titled “Study on Unsafe and Aggressive Driving Habits of Light
Passenger-Vehicle Drivers in Dhaka City” submitted by Surajit Saha, Roll No.
100704410F, Session: October 2007 has been accepted as satisfactory in partial
fulfillment of the requirements for degree of Master of Engineering in Civil
Engineering (Transportation) on December 18, 2013.
BOARD OF EXAMINERS
1. ………………………. Dr. Tanweer Hasan Chairman Professor (Supervisor) Department of Civil Engineering BUET, Dhaka
2. ………………………. Dr. Moazzem Hossain Member Professor Department of Civil Engineering BUET, Dhaka
3. ………………………. Dr. Md. Mizanur Rahman Member Professor Department of Civil Engineering BUET, Dhaka
i
DECLARATION
I do hereby declare that the Project Report submitted herewith was performed by me as
a Study Project in partial fulfillment for the degree of Master of Engineering in Civil
Engineering (Transportation) from Bangladesh University of Engineering and
Technology (BUET), Dhaka.
This Project Report contains no materials which have been accepted award of any other
degree from any other institution. Further, to the best of my knowledge and belief the
Project Report contains no materials previously published or written by any other
process, except where specific reference is made.
December 2013 ……………… (Surajit Saha)
The author has immense pleasure to acknowledge his gratefulness, sincere appreciation,
deep regards and indebtedness to Dr. Tanweer Hasan, Professor, Department of Civil
Engineering, Bangladesh University of Engineering and Technology (BUET), Dhaka
under whose keen supervision, continuous encouragement, constant guidance,
invaluable instructions and remarkable comments helped him to complete the Project.
The author is grateful to the Department of Civil Engineering, Civil Engineering
Library, Accident Research Institute (ARI) Library and BUET Central Library
authorities for their facilities those were enjoyed by me.
The author is also grateful to his all family members and friends for their continuous
inspiration and encouragement to complete the Project.
The author also wishes to acknowledge the kind of cooperation of many light passenger
vehicle drivers of Dhaka City who spared their important time from their busy
schedules ignoring their personal leisure or rest to participate in this study Project. This
study Project would not be possible without their unconditional help and support.
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ABSTRACT
The objectives of this study were to identify light passenger vehicle drivers’ perception about
unsafe and aggressive driving habits and to determine light passenger vehicle drivers’
perception on cause of accident due to unsafe and aggressive driving and on remedial
measures to control unsafe and aggressive driving as well as to minimize accident due to
unsafe and aggressive driving in Dhaka City. The study used survey questionnaire, which
were conducted on randomly selected 500 light passenger vehicle drivers throughout the
whole area of Dhaka City. The questionnaire consists of four sections - Personal Information
(12 questions), Driving Hours and Methods of Employment and Payment (5 questions),
Drivers’ Habits (14 questions) and Drivers’ Opinion (2 questions).
The study reveals that 52% of the drivers’ family monthly income is Taka 10,000-
15,000. Most of the drivers (78%) receive their wages on monthly basis though their
jobs are temporary. 73% drivers do not have any formal written contracts for their jobs
with their employers. Most of the drivers (97%) drive the vehicles everyday normally
beyond the normal driving hours and about 26% drivers cannot afford to maintain
sufficient rest-break while driving. Some of the drivers (25%) responded that their
average driving speeds are more than the average driving speed in the City. Most of the
drivers (71%) follow speed meter and almost all the drivers follow traffic signs/signals
while driving. About 86% drivers never interrogated or interrogated a few times a year
by police. Most of the drivers (84%) never use mobile phone while driving.
As regards driver’s feelings about own driving, drivers’ responses indicated that their
driving in Dhaka City is considerably unsafe (21%) and considerably aggressive (67%)
but considerably defensive (44%). Light passenger vehicle drivers in their opinion
strongly responded that habitual driving is the main cause of aggressive driving
behavior (68%) followed by other causes like irregular driving (50%), competition on
the road (46%), pressure of passengers (35%) and being in hurry/time pressure (33%).
Light passenger vehicle drivers in their opinion strongly responded that the main
immediate measure to control aggressive driving as well as to minimize aggressive
driving related accident is to double or triple fine for traffic violations (53%), followed
by other measures like more police officer assigned to traffic (38%), encouraging
passengers to object/advise when their drivers are not driving safely (33%) and taking
away drivers license more often (27%).
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1.3 Outline of the Study Methodology 3
1.4 Organization of the Project Report 4
CHAPTER-2: LITERATURE REVIEW
2.1 Introduction 5
2.3 The Human 7
2.5 Literature Review 9
3.1 Structure of the Questionnaire 25
3.2 Collection of Information 25
3.3 Sample Size 25
3.4.1 Pilot survey 26
3.4.5 Numbering of questionnaire 27
3.4.6 Identification of respondents and keeping track of status 27
3.5 Carrying out the Survey 27
3.6 Analyzing the Data 28
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4.1 Introduction 29
4.4.1 Types of valid driving license 34
4.4.2 Status of valid driving license 34
4.4.3 Licensing experience of drivers 34
4.4.4 Means of getting driving license 35
4.5 Types of Driving Vehicles 36
4.6 Drivers Mode of Employment and Payment 37
4.7 Drivers Fatigue or Illness While Driving 38
4.7.1 Driving in fatigue or illness with respect to age of drivers 40
4.7.2 Driving in fatigue or illness with respect to drivers’ experience 41
4.7.3 Driving in fatigue or illness with respect to drivers’ education 42
4.7.4 Driving in fatigue or illness with respect to drivers’ family monthly income
4.7.5 Driving in fatigue or illness with respect to types of vehicle 44
4.8 Relationship between Drinking and Driving 45
4.8.1 Drinking and driving with respect to age of drivers 46
4.8.2 Drinking and driving with respect to drivers’ experience 47
4.8.3 Drinking and driving with respect to drivers’ education 48
4.8.4 Drinking and driving with respect to drivers’ family monthly income 49
4.8.5 Drinking and driving with respect to types of vehicle 50
4.9 Drivers Attitude Towards Driving in Heavy Traffic 51
4.10 Drivers Attitude Towards Overtaking 52
4.11 Drivers Average Driving Speed 52
4.11.1 Average driving speed with respect to age of drivers 53
4.11.2 Average driving speed with respect to drivers’ experience 54
4.11.3 Average driving speed with respect to drivers’ education 56
4.11.4 Average driving speed with respect to drivers’ family monthly income 57
4.11.5 Average driving speed with respect to types of vehicle 59
4.12 Relationship between Driving and Disobeying of Traffic Rules 60
4.12.1 Time of police interrogation with respect to age of drivers 60
4.12.2 Time of police interrogation with respect to drivers’ experience 62
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4.12.3 Time of police interrogation with respect to drivers’ education 63
4.12.4 Time of police interrogation with respect to drivers’ family monthly income
4.12.5 Time of police interrogation with respect to types of vehicle 66
4.13 Drivers’ Habitual Activities While Driving 67
4.13.1.1 Following speed meter with respect to age of drivers 69
4.13.1.2 Following speed meter with respect to drivers’ experience 70
4.13.1.3 Following speed meter with respect to drivers’ education 71
4.13.1.4 Following speed meter with respect to drivers’ family monthly income 72
4.13.1.5 Following speed meter with respect to types of vehicle 73
4.13.2.1 Following traffic signs/signals with respect to age of drivers 74
4.13.2.2 Following traffic signs/signals with respect to drivers’ experience 75
4.13.2.3 Following traffic signs/signals with respect to drivers’ education 76
4.13.2.4 Following traffic signs/signals with respect to drivers’ family
monthly income 77
4.13.2.5 Following traffic signs/signals with respect to types of vehicle 78
4.13.3.1 Hearing music with respect to age of drivers 79
4.13.3.2 Hearing music with respect to drivers’ experience 80
4.13.3.3 Hearing music with respect to drivers’ education 81
4.13.3.4 Hearing music with respect to drivers’ family monthly income 82
4.13.3.5 Hearing music with respect to types of vehicle 83
4.13.4.1 Using mobile phone with respect to age of drivers 84
4.13.4.2 Using mobile phone with respect to drivers’ experience 85
4.13.4.3 Using mobile phone with respect to drivers’ education 86
4.13.4.4 Using mobile phone with respect to drivers’ family monthly income 87
4.13.4.5 Using mobile phone with respect to types of vehicle 88
4.13.5.1 Wearing seat belt with respect to age of drivers 89
4.13.5.2 Wearing seat belt with respect to drivers’ experience 90
4.13.5.3 Wearing seat belt with respect to drivers’ education 91
4.13.5.4 Wearing seat belt with respect to drivers’ family monthly income 92
4.13.5.5 Wearing seat belt with respect to types of vehicle 93
4.14 Drivers’ Opinion 94
4.14.1 Drivers’ feelings about their own driving 94
4.14.1.1 Drivers’ feelings about their own driving with respect to age of drivers
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4.14.1.2 Drivers’ feelings about their own driving with respect to drivers’
experience 97
4.14.1.3 Drivers’ feelings about their own driving with respect to drivers’
education 98
4.14.1.4 Drivers’ feelings about their own driving with respect to drivers’ family
monthly income 100
4.14.1.5 Drivers’ feelings about their own driving with respect to types of vehicle
4.14.2 Drivers’ opinion about symptoms of aggressive driving behavior 102
4.14.2.1 Drivers’ opinion about symptoms of aggressive driving with respect to
age of drivers 104
drivers’ experience 105
drivers’ education 106
drivers’ family monthly income 107
types of vehicle 109
4.14.3 Drivers’ Opinion about Normal Driving Behaviors of Others 110
4.14.3.1 Drivers’ opinion about normal driving behaviors of others with respect
to age of drivers 111
to drivers’ experience 112
to drivers’ education 113
to drivers’ family monthly income 114
to types of vehicle 116
4.14.4 Comparison between Drivers’ Opinion about Symptoms of Aggressive Driving
Behaviors and Normal Driving Behaviors of Others 117
4.14.5 Drivers’ Opinion about the Causes of Aggressive Driving Behaviors 119
4.14.5.1 Drivers’ opinion about the causes of aggressive driving behaviors with
respect to age of drivers 121
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4.14.5.2 Driver’s opinion about the causes of aggressive driving behaviors with
respect to drivers’ experience 122
respect to drivers’ education 123
respect to drivers’ family monthly income 124
respect to types of vehicle 126
4.14.6 Drivers’ Opinion about the Measures to Control Aggressive Driving as well as
to Minimize Aggressive Driving Related Accident 127
4.14.6.1 Drivers’ opinion about the measures to control aggressive driving as
well as to minimize aggressive driving related accident with respect to
age of drivers 129
drivers’ experience 130
drivers’ education 132
drivers’ family monthly income 135
types of vehicle 137
CHAPTER-5: CONCLUSIONS AND RECOMMENDATIONS
ix
Appendix – B: Complete Results of Survey Responses 159
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LIST OF TABLES
Table 3.1 List of Locations where the Questionnaire Survey was carried out 26
Table 4.1 Summary of Age, Driving Experience, Marital Status and Education
Level of Drivers Participating in the Survey 31
Table 4.2 Summary of Socio-economic Factors 32
Table 4.3 Summary of Physical Problems of Drivers 33
Table 4.4 Summary of Licensing Experience of Drivers Participating in the Survey
Table 4.5 Types of Vehicle Drivers Participating in the Survey 36
Table 4.6.1 Driving in Fatigue or Illness with respect to Age Groups 40
Table 4.6.2 Driving in Fatigue or Illness with respect to Drivers’ Experience 41
Table 4.6.3 Driving in Fatigue or Illness with respect to Drivers’ Education 42
Table 4.6.4 Driving in Fatigue or Illness with respect to Drivers’ Family Monthly
Income 43
Table 4.6.5 Driving in Fatigue or Illness with respect to Types of Vehicle 44
Table 4.7.1 Drinking and Driving with respect to Age Groups 46
Table 4.7.2 Drinking and Driving with respect to Drivers’ Experience 47
Table 4.7.3 Drinking and Driving with respect to Drivers’ Education 48
Table 4.7.4 Drinking and Driving with respect to Drivers’ Family Monthly Income
Table 4.7.5 Drinking and Driving with respect to Types of Vehicle 50
Table 4.8.1 Average Driving Speed with respect to Age Groups 53
Table 4.8.2 Average Driving Speed with respect to Drivers’ Experience 55
Table 4.8.3 Average Driving Speed with respect to Drivers’ Education 56
Table 4.8.4 Average Driving Speed with respect to Drivers’ Family Monthly Income
Table 4.8.5 Average Driving Speed with respect to Types of Vehicle 59
Table 4.9.1 Time of Police Interrogation with respect to Age Groups 61
Table 4.9.2 Time of Police Interrogation with respect to Drivers’ Experience 62
Table 4.9.3 Time of Police Interrogation with respect to Drivers’ Education 63
Table 4.9.4 Time of Police Interrogation with respect to Drivers’ Family Monthly
Income 65
Table 4.9.5 Time of Police Interrogation with respect to Types of Vehicle 66
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Table 4.10.1.1 Following Speed Meter with respect to Age Groups 69
Table 4.10.1.2 Following Speed Meter with respect to Drivers’ Experience 70
Table 4.10.1.3 Following Speed Meter with respect to Drivers’ Education 71
Table 4.10.1.4 Following Speed Meter with respect to Drivers’ Family Monthly Income
Table 4.10.1.5 Following Speed Meter with respect to Types of Vehicle 73
Table 4.10.2.1 Following Traffic Signs/Signals with respect to Age Groups 74
Table 4.10.2.2 Following Traffic Signs/Signals with respect to Drivers’ Experience
Table 4.10.2.3 Following Traffic Signs/Signals with respect to Drivers’ Education 76
Table 4.10.2.4 Following Traffic Signs/Signals with respect to Drivers’ Family
Monthly Income 77
Table 4.10.2.5 Following Traffic Signs/Signals with respect to Types of Vehicle 78
Table 4.10.3.1 Hearing Music with respect to Age Groups 79
Table 4.10.3.2 Hearing Music with respect to Drivers’ Experience 80
Table 4.10.3.3 Hearing Music with respect to Drivers’ Education 81
Table 4.10.3.4 Hearing Music with respect to Drivers’ Family Monthly Income 82
Table 4.10.3.5 Hearing Music with respect to Types of Vehicle 83
Table 4.10.4.1 Using Mobile Phone with respect to Age Groups 84
Table 4.10.4.2 Using Mobile Phone with respect to Drivers’ Experience 85
Table 4.10.4.3 Using Mobile Phone with respect to Drivers’ Education 86
Table 4.10.4.4 Using Mobile Phone with respect to Drivers’ Family Monthly Income 87
Table 4.10.4.5 Using Mobile Phone with respect to Types of Vehicle 88
Table 4.10.5.1 Wearing Seat Belt with respect to Age Groups 89
Table 4.10.5.2 Wearing Seat Belt with respect to Drivers’ Experience 90
Table 4.10.5.3 Wearing Seat Belt with respect to Drivers’ Education 91
Table 4.10.5.4 Wearing Seat Belt with respect to Drivers’ Family Monthly Income 92
Table 4.10.5.5 Wearing Seat Belt with respect to Types of Vehicle 93
Table 4.11 Summary of Drivers’ Feelings about own Driving 95
Table 4.11.1 Summary of Drivers’ Feelings about own Driving with respect to Age
Groups 97
Table 4.11.2 Summary of Drivers’ Feelings about own Driving with respect to
Drivers’ Experience 98
Drivers’ Education 100
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Drivers’ Family Monthly Income 101
Table 4.11.5 Summary of Drivers’ Feelings about own Driving with respect to Types
of Vehicle 102
Table 4.12 Summary of Drivers’ Opinions about Symptoms of Aggressive Driving
Table 4.12.1 Drivers’ Opinions about Symptoms of Aggressive Driving with respect
to Age Groups 105
to Drivers’ Experience 106
to Drivers’ Education 107
to Drivers’ Family Monthly Income 108
to Types of Vehicle 109
Table 4.13 Summary of Drivers’ Opinions about Normal Driving Behaviors of
Others 110
Table 4.13.1 Drivers’ Opinions about Normal Driving Behaviors of Others with
respect to Age Groups 112
respect to Drivers’ Experience 113
respect to Drivers’ Education 114
respect to Drivers’ Family Monthly Income 115
respect to Types of Vehicle 116
Table 4.14 Comparison between Drivers’ Opinions about Symptoms of Aggressive
Driving Behaviors and Normal Driving Behaviors of Others 118
Table 4.15 Summary of Drivers’ Opinions about the Causes of Aggressive Driving
Behaviors 120
Table 4.15.1 Drivers’ Opinions about the Causes of Aggressive Driving Behaviors
with respect to Age Groups 121
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with respect to Drivers’ Experience 123
with respect to Drivers’ Education 124
with respect to Drivers’ Family Monthly Income 125
with respect to Types of Vehicle 126
Table 4.16 Summary of Drivers’ Opinions about the Measures to Control
Aggressive Driving as well as to Minimize Aggressive Driving Related
Accident 128
Table 4.16.1 Drivers’ Opinions about the Measures to Control Aggressive Driving as
well as to Minimize Aggressive Driving Related Accident with respect
to Age Groups 130
to Drivers’ Experience 132
to Drivers’ Education 134
to Drivers’ Family Monthly Income 136
to Types of Vehicle 138
xiv
Figure 4.1 Distributions of Physical Problems of Drivers 34
Figure 4.2 Ways by which Drivers get their Driving Licenses 36
Figure 4.3 Distributions of Drivers according to Types of Driving Vehicles 37
Figure 4.4 Frequency of Drivers Mode of Employment and Payment 38
Figure 4.4.1 Drivers’ Responses towards Method of Employment 38
Figure 4.4.2 Drivers’ Responses towards Method of Appointment 38
Figure 4.4.3 Drivers’ Responses towards Method of Payment 38
Figure 4.5 Distributions of Drivers’ Driving Time 39
Figure 4.6 Distributions of Drivers’ Driving in Fatigue or Illness 40
Figure 4.6.1 Driving in Fatigue or Illness with respect to Age Groups 41
Figure 4.6.2 Driving in Fatigue or Illness with respect to Drivers’ Experience 42
Figure 4.6.3 Driving in Fatigue or Illness with respect to Drivers’ Education 43
Figure 4.6.4 Driving in Fatigue or Illness with respect to Drivers’ Family Monthly
Income 44
Figure 4.6.5 Driving in Fatigue or Illness with respect to Types of Vehicle 45
Figure 4.7 Distributions of Drivers’ Drinking and Driving 46
Figure 4.7.1 Drinking and Driving with respect to Age Groups 47
Figure 4.7.2 Drinking and Driving with respect to Drivers’ Experience 48
Figure 4.7.3 Drinking and Driving with respect to Drivers’ Education 49
Figure 4.7.4 Drinking and Driving with respect to Drivers’ Family Monthly Income
Figure 4.7.5 Drinking and Driving with respect to Types of Vehicle 51
Figure 4.8 Drivers’ Driving Habit in Heavy Traffic 51
Figure 4.9 Drivers’ Driving Habit during Overtaking 52
Figure 4.10 Distributions of Drivers’ Average Driving Speed 53
Figure 4.10.1 Average Driving Speed with respect to Age Groups 54
Figure 4.10.2 Average Driving Speed with respect to Drivers’ Experience 55
Figure 4.10.3 Average Driving Speed with respect to Drivers’ Education 57
Figure 4.10.4 Average Driving Speed with respect to Drivers’ Family Monthly Income
Figure 4.10.5 Average Driving Speed with respect to Types of Vehicle 59
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Figure 4.11 Distributions of Drivers’ Driving and Disobeying of Traffic Rules 60
Figure 4.11.1 Time of Police Interrogation with respect to Age Groups 61
Figure 4.11.2 Time of Police Interrogation with respect to Drivers’ Experience 62
Figure 4.11.3 Time of Police Interrogation with respect to Drivers’ Education 64
Figure 4.11.4 Time of Police Interrogation with respect to Drivers’ Family Monthly
Income 65
Figure 4.11.5 Time of Police Interrogation with respect to Types of Vehicle 66
Figure 4.12 Frequency of Drivers’ Habitual Activities in different Driving Situations
Figure 4.12.1 Drivers’ Responses towards Following Speed Meter 68
Figure 4.12.2 Drivers’ Responses towards Following Traffic Signs/Signals 68
Figure 4.12.3 Drivers’ Responses towards Hearing Music 68
Figure 4.12.4 Drivers’ Responses towards Using Mobile Phone 69
Figure 4.12.5 Drivers’ Responses towards Wearing Seat Belt 69
Figure 4.12.1.1 Following Speed Meter with respect to Age Groups 70
Figure 4.12.1.2 Following Speed Meter with respect to Drivers’ Experience 71
Figure 4.12.1.3 Following Speed Meter with respect to Drivers’ Education 72
Figure 4.12.1.4 Following Speed Meter with respect to Drivers’ Family Monthly
Income 73
Figure 4.12.1.5 Following Speed Meter with respect to Types of Vehicle 74
Figure 4.12.2.1 Following Traffic Signs/Signals with respect to Age Groups 75
Figure 4.12.2.2 Following Traffic Signs/Signals with respect to Drivers’ Experience 76
Figure 4.12.2.3 Following Traffic Signs/Signals with respect to Drivers’ Education 77
Figure 4.12.2.4 Following Traffic Signs/Signals with respect to Drivers’ Family
Monthly Income 78
Figure 4.12.2.5 Following Traffic Signs/Signals with respect to Types of Vehicle 79
Figure 4.12.3.1 Hearing Music with respect to Age Groups 80
Figure 4.12.3.2 Hearing Music with respect to Drivers’ Experience 81
Figure 4.12.3.3 Hearing Music with respect to Drivers’ Education 82
Figure 4.12.3.4 Hearing Music with respect to Drivers’ Family Monthly Income 83
Figure 4.12.3.5 Hearing Music with respect to Types of Vehicle 84
Figure 4.12.4.1 Using Mobile Phone with respect to Age Groups 85
Figure 4.12.4.2 Using Mobile Phone with respect to Drivers’ Experience 86
Figure 4.12.4.3 Using Mobile Phone with respect to Drivers’ Education 87
Figure 4.12.4.4 Using Mobile Phone with respect to Drivers’ Family Monthly Income
xvi
Figure 4.12.4.5 Using Mobile Phone with respect to Types of Vehicle 89
Figure 4.12.5.1 Wearing Seat Belt with respect to Age Groups 90
Figure 4.12.5.2 Wearing Seat Belt with respect to Drivers’ Experience 91
Figure 4.12.5.3 Wearing Seat Belt with respect to Drivers’ Education 92
Figure 4.12.5.4 Wearing Seat Belt with respect to Drivers’ Family Monthly Income 93
Figure 4.12.5.5 Wearing Seat Belt with respect to Types of Vehicle 94
Figure 4.13.1 Drivers’ Feelings about Own Driving 96
Figure 4.13.2 Drivers’ Opinions about Symptoms of Aggressive Driving behaviors 104
Figure 4.13.3 Drivers’ Opinions about Normal Driving behaviors of Others 111
Figure 4.13.4 Comparison between Drivers’ Opinions about Symptoms of
Aggressive Driving Behaviors and Normal Driving Behaviors of
Others 119
Figure 4.13.5 Drivers’ Opinions about the Causes of Aggressive Driving behaviors 120
Figure 4.13.6 Drivers’ Opinions about the Measures to Control Aggressive Driving
as well as to Minimize Aggressive Driving Related Accident 128
1
CHAPTER-1
INTRODUCTION
1.1 Background
Road safety in Bangladesh has been rapidly deteriorating; this is amply manifested in
the number of road accident deaths, largely as direct consequences of rapid growth in
motorization, urbanization and population. Road Safety in Bangladesh is at present
very low by international standards. These findings clearly suggest the acute urgency of
the need to address the problems of traffic accidents for improving road safety in
Bangladesh by implementing a technically and cost effective road safety policy and
programs in a coordinated and integrated manner. Accident Research Institute (ARI),
Bangladesh University of Engineering & Technology (BUET), Dhaka carried out an
intensive research to identify the causes of traffic accidents, develop pragmatic cost-
effective traffic engineering solutions and thus contribute to the safer road movements
and environment for all road users and vehicle operators. As a part of ARI’s strategic
research program a detailed study was initiated to investigate the profiles (Physio-
psychological as well as personal) of heavy vehicle drivers and to understand their
behavioral habits and attitudes towards driving of vehicles and road safety. A
comprehensive questionnaire survey title “Study on Heavy Vehicle Drivers and Their
Understanding of Road Safety” and “Profiles of Heavy Vehicle Drivers and their
Behavioral Habits and Attitudes” were conducted at strategically located and randomly
selected buses and truck terminals encompassing the whole country. The report
described the findings focusing on unsafe and aggressive driving habits, understanding
of road safety and their opinions about the causes of unsafe and aggressive driving and
remedial measures to control unsafe and aggressive driving as well as to minimize
aggressive driving related accident in different road-traffic-vehicle conditions
prevailing in whole the country. An improved attempt was made to understand the level
of their road safety awareness, depth of formal or informal training and to asses the
needs for drivers’ training, skill, behavior and education to inspire safe driving on
roads. But so far no such study was conducted on light vehicle drivers. It is believed
that a comprehensive behavioral study and its findings based on questionnaire surveys
on light passenger vehicle drivers in Dhaka City will immensely help to identify and
understand drivers’ behavioral attributes towards unsafe and aggressive driving and to
2
assess the causes of aggressive driving and remedial measures to control aggressive
driving as well as to minimize aggressive driving related road traffic accidents. The
nascent knowledge that will be gathered from the study on light passenger vehicle
driver’s behavioral habits, attitudes, opinions and suggestions is expected to have
significant bearing on to promote safe driving measures which have definite policy
implications regarding safe driving, safe drivers and safe vehicles in the context of
prevailing road-traffic vehicle conditions in Dhaka City.
1.2 Objectives of the Study
The overall objectives of this study is to understand the behavioral habits, attitudes and
other Physio-psychological, personal and technical characteristics of light passenger
vehicle drivers towards road safety as well as to know their limitations and training
needs for further skill development. The specific objectives of the study project are to:
Obtain field data for understanding the personal and behavioral characteristics
of light passenger vehicle drivers’ towards road safety, the circumstantial
factors for their involvement in unsafe and aggressive driving related road
traffic accidents, their method of employment, method of appointment and
salary situations as well as their professional characteristics, skills, capabilities
and limitations by conducting a comprehensive questionnaire survey titled
“Study on Unsafe and Aggressive Driving Habits of Light Passenger Vehicle
Drivers in Dhaka City”.
Find correlation between light passenger vehicle drivers’ age groups, driving
experience, education, income level and such specific type of vehicle with
speeding, overtaking, drinking habits, normal driving habits, feelings about
own driving, fatigue related behaviors and drivers unsafe and aggressive
driving as a mean to measure the performance of drivers at different driving,
vehicular, roadway and environmental situations.
Obtain information regarding the cause of unsafe and aggressive driving and
remedial measures to control unsafe and aggressive driving and drivers’
responses, opinions and points of view about the countermeasures to minimize
unsafe and aggressive driving related accident.
3
The outcome of the research project will be utilized and be immensely helpful to
identify the extent of drivers involvement in unsafe and aggressive driving as well as
unsafe and aggressive driving related road traffic accidents and to devise and
implement remedial measures. This will have definitive influence on future policy
planning and on the formulation of effective policy by the decisions makers.
1.3 Outline of the Study Methodology
The Study is to be performed by conducting a questionnaire survey among light
passenger vehicle drivers strategically throughout the whole Dhaka City. A multiple
choice type questionnaire used to achieve the objectives of the Study. The
questionnaire contains a list of questions related to drivers’ personal information,
driving hours and methods of employment and payment, drivers’ habits and drivers’
opinion.
1.4 Organization of the Project Report
The Study Report consists of five chapter and two appendices, which are outlined
below:
Chapter 1: This chapter contains general background to the Study Project, objectives
and outline of study methodology.
Chapter 2: This chapter contains definitions, comprehensive review of previous
research literature done both locally and abroad.
Chapter 3: This chapter contains study design of the Project and its methodology and
several steps in implementing the questionnaire survey.
Chapter 4: This chapter contains data analyses and results.
Chapter 5: This chapter contains conclusion and recommendation for immediate and
further future improvement and remedial action regarding control of unsafe and
aggressive driving habits and accident due to unsafe and aggressive driving of light
passenger-vehicle drivers in Dhaka City.
4
Appendix A: This appendix contains Questionnaire Survey Form both in Bangla and
English.
Appendix B: This appendix contains complete results of survey responses.
5
CHAPTER-2
Aggressive driving is manifested through a combination of willful traffic offenses or
unsafe driving behaviors such as running red lights, traffic weaving, tailgating, or
“forced” merging (National Highway Traffic Safety Administration; Neuman et al.,
2003; Tasca, 2000). It is seen as any driving behavior stimulated by impatience/time
pressure, frustration, or anger that psychologically and physically endangers others
(Shinar, 1998).
A distinction can be made between state and trait aggressiveness. State aggressiveness
refers to aggressive behavior that is provoked by events such as traffic conditions (e.g.
congestion, length of red light interval, etc.) or behavior of other drivers (such as
honking and tailgating). The trait aggressiveness refers to aggressive driving behaviors
those results from a driver who is aggressive by nature.
Studying aggressive driving behavior is important for a number of reasons. First, from
a safety point of view, aggressiveness has been shown to be a major cause of traffic
accidents (AAA Foundation for Traffic Safety, 2009). Quantifying aggressive driving
behavior, its determinants, and its contribution to traffic accidents can help design
programs that aim at reducing aggressive driving behavior (ranging from traffic
enforcement, to education, and to engineering solutions such as better coordinating
traffic signals, lowering speed limits, or providing information to drivers about the
causes of traffic delay). Second, a better understanding of aggressive driving behavior
can lead to more behaviorally realistic representations of traffic in microsimulator
models, which are essential components of the evaluation of Intelligent Transportation
System strategies. The core of these microsimulators is driving behavior models that
move individual vehicles according to lane changing, gap acceptance, and car-
following models, and these driving maneuvers are likely to be affected by
aggressiveness levels (e.g. more lane changes, shorter gaps accepted for lane changes,
and following other cars more closely).
6
Studying aggressive driving behavior can be done based on field observations, surveys
and driving simulators. Field studies have the advantage of capturing realistic driving
behavior but often lack data about the drivers. Studies based on surveys rely on self-
reported measures of aggressiveness as opposed to inferences based on actual driving.
Within this class of studies, a number of questionnaires have been developed to
measure driving aggressiveness, including the driving anger scale. Studies using
driving simulators allow observations of driving behavior as well as measurement of
drivers’ characteristics through surveys. Even though the representation of driving
behavior in simulators is less realistic than that measured in the field, they allow greater
experimental control and simpler data collection procedures.
2.2 Elements of Road Traffic Safety System
Road traffic safety professionals can only help prevent or alleviate or minimize traffic
accidents and injuries if they clearly understand what causes underlying them.
Traditionally, this understanding is achieved through systematic investigations and
technical research on road traffic accident which usually results from failure in the
interaction of human, the vehicle and the road environment. These three elements
constitute the tri-dimensional ecology system. An accident is an event representing a
failure in the interaction among these three components. For example, the pedestrian
may fail to understand the traffic signs or signals or the driver may fail to obey a red
light or to adhere to speed considered safe in a set of prevailing conditions; the brakes
or the steering system of a vehicle may fail; a road may fail to drain properly or a traffic
signal may malfunction. In all of these cases, the direct cause of the accident appears to
be a clear failure in one of the three above mentioned components. As such, an
integrated, multi-disciplinary approach is required to reduce road accidents and
consequential fatalities, injuries and property damage with huge implications in the
national economic situation.
Rather than simplistic structure that highlights only the driver, the vehicle, and the road
as separate entities, this model stresses the driver; the vehicle and the road constitute an
inseparable and integrated system that may be subject to whole range of influences,
varying from road planning-design-construction to faulty vehicle design and vehicle
marketing. Prior to the driver error that may be the direct cause of an accident, there is
a long sequence of events and influence as advocated in the PIEV (Perception-
7
Intellection-Emotion-Volition) theory that can be manipulated to reduce the risk of an
accident in a given situation.
Transportation Planning
Source: (Zein 2002)
2.3 The Human
As discussed earlier, the road traffic system may be considered as comprising of three
elements the human, the vehicle, and the road. This system is inherently unstable, and is
maintained in equilibrium only by frequent intervention of the human (usually as a driver
of a vehicle, but also as a pedestrian or cyclist).
Knowledge of human performance, capabilities and behavioral characteristics is thus a
vital input to much of the road engineer and the traffic engineer task as a prerequisite to
understanding how human behavior may be influenced. The road safety engineer is
concerned with various aspects of traffic control, but such control is often implemented
through or relies heavily upon influencing of the human behavior. For example, traffic
Vehicle Driver
Road
8
signs, road marking, traffic signals etc. are useless if drivers fail to see, interpret,
respond to and obey them.
The safe vehicle operation in a road system, consequently, depends fundamentally upon
the road users and drivers, riders and pedestrians making a series of sequential
decisions, which need to be corrected, if incorrect, implemented in a forgiving
environment. The road engineer and traffic engineer have an important role in guiding
drivers in the normal human behavior to make correct decisions taking into
consideration the human capability and by providing information in warning, guiding,
leading and facilitating travelers and pedestrians to make correct decision.
2.4 Human Factors as Related to Vehicle Drivers
As a principal controlling element, drivers are the primary determining factors in the
road traffic system’s successful operation. Skillful driving and maneuvering, proper
control of vehicle, safe and efficient guidance and proper navigation encompass the
ways in which drivers can complete their operations with safety.
While both road and traffic engineers have considerable knowledge about vehicle
characteristics, load factors, environmental effects on pavement etc. they often lack in
correctly understanding drivers behaviors in unfavorable conditions (Alexander and
Lunenfeld, 1986). They fail to accommodate driver errors that are unusual, unexpected
and overly complex.
Drivers’ errors and mental anxieties or physical sickness or mental stresses are leading
contributors to accidents and inefficient traffic operations, and these must be minimized
for proper functioning of a highway system as well as for the safe and efficient
movement of people. Drivers errors occur for a wide variety of reasons such as
unavoidable situations that take place, situations that need clear vigilance, information
displays that are deficient and valueless in content, misplaced information; blocked or
obscured information; information that does not fulfill requirements in relation to size,
contrast, visibility etc of road signs and pavement markings, mental and physical
fatigue of drivers, driving under influence of drugs and alcohol (Michaels, 1961 and
Versace, 1960: cross reference from Alexander and Lunenfeld, 1986).
9
Accident Research Centre, Bangladesh University of Engineering and technology
conducted a study titled “Profiles of Heavy Vehicle Drivers and Their Behavioral
Habits and Attitudes” in 2004.
The specific objectives of the research project were to:
Obtain field data for understanding the personal and behavioral characteristics
of heavy vehicle drivers towards road safety, the circumstantial factors for their
involvement in road traffic accidents, their work method of employment and
salary situations as well as their professional characteristics, skills, capabilities
and limitations by conducting a comprehensive questionnaire survey titled
“Study on Heavy Vehicle Drivers and Their Understanding of Road Safety”.
Find correlation between occurrence of road traffic accidents involving heavy
vehicle drivers and such specific of vehicle as speeding, headways, overtaking,
overloading, drinking habits and drivers aggressive driving, fatigue related
behaviors of drivers as a mean to measure the performance of drivers at
different driving vehicular, roadway and environmental situations.
Get information regarding the training needs for skill development and
professional requirements of the drivers and to obtain drivers responses,
opinions and points of view about their involvement in traffic accident.
To perform that research project survey questionnaire entitled “Study on Heavy
Vehicle Drivers and Their Understanding of Road Safety” was conducted at randomly
selected bus and truck terminals located strategically throughout Bangladesh. The
survey sampled 500 heavy vehicle drivers (279 buses and 221 trucks). The
questionnaire sheet consisted of ninety nine questions which were divided into seven
sections as Personal Information (22 questions), Drivers Training and Experience (8
questions), Drivers Understanding (28 questions), Drivers Habits (7 questions), Driving
(work) Hours and Conditions and the Methods of Employment (4 questions),
Additional Information if any (11 questions) and Drivers Opinion (19 questions).
10
Drivers’ Involvement in Accident:
Nearly 60 percent of the total drivers interviewed where involved in one or more major
accidents. That clearly indicated over-involvement of heavy vehicle drivers (bus and
truck drivers) in road traffic accidents. The age group of drivers that was found mostly
involved in accidents was 31-40 years cohort, which accounted for over 41 percent of
total accident prone drivers. According to information given by the drivers, when
describing their personal experience, the accidents in which they were involved were
due directly to vehicular failure or mechanical faults of vehicles, aggressive overtaking
maneuver of the trailing drivers and, most importantly, due to the unexpected behavior
of the pedestrians.
Drivers’ Difficulties
The study revealed that the average monthly income of the drives interviewed was
around Taka 6000.00 and a majority (85%) of the bus and truck drivers had no
alternative means of income except driving i.e. the drivers had to depend solely upon
their earnings as a driver. A common feeling of dissatisfaction prevails drivers a result
of worries of the members of their families due to marginal economic conditions. Most
of the drivers (45 out of 100) received their wages on trip basis and therefore their jobs
are temporary. Most importantly, drivers did not have any formal written contracts for
their jobs with their employers, rather they were employed only verbally which made
them suffer from a feeling of job uncertainty and that lack of self-contentment, though
personal might affect them unconsciously while driving. Besides, on occasions drivers
were compelled by the vehicle owners to drive faulty vehicles with high risks on the
lives of both the drivers and passengers.
Drivers Impediments (Insufficient rest and fatigue)
Most drivers (54%) could not afford to maintain sufficient rest-break while driving and
continuous long duration driving increases fatigue particularly at night. It also appeared
that drivers who drive for extended hours suffer more from fatigue and are more likely
to be involved accidents. About 46 percent of the drivers opined that if they were
allowed profit sharing with the vehicle owners, they would drive the vehicle more
cautiously and responsibly. About 36 percent of the drivers thought that if a franchise
11
of two or three companies managed bus trips scheduled, timely service would be
ensured and the competitive attitude among companies would be reduced.
Drivers Risky Actions
Driver’s maneuvering performances had proven to be somewhat unsatisfactory. Nearly
61 percent of the drivers performed their overtaking maneuvers wrongly and was rate
as “Bad”. Moreover, drivers failed to follow the priority rules at the major/minor road
intersections, particularly when entering from the low volume side roads to the heavily
traveled main roads and were rated as ‘Fairly bad’. In general, it appeared that most
drivers were not fairly familiar with the proper way of performing the maneuvers.
However, drivers’ right turning performance proved to be somewhat good. Regarding
the attitude of drivers under variety adverse conditions, it was found that most drivers
(55%) drove with “little caution” in foggy weather. Furthermore, even though
overloading is an offence, a vast majority of the drivers (74%) acknowledged that they
were “not at all cautions” while driving overloaded vehicles.
Drivers Speeding Behavior
It was evident that buses practice much higher speeds than those of trucks while in the
highways (modal speed for buses is 75 km/h and for trucks is 48 km/h according to
driver’s response). This is because of technological advancement in the design of buses.
Also as most of the times trucks were badly overloaded, drivers fail to speed up so
much as they desire. For finding the reasons for over-speeding tendencies, 76 percent
of the drivers expressed “intention to reach earlier to their destination with perishable
products within the stipulated time boundary” as the primary reason for their over-
speeding behaviors and over-speeding tendency made them drive aggressively which
they considered as the most important reason for the occurrence of accidents. Over-
speeding was also inspired by vehicle owners and senders of the perishable goods.
Infrastructural Impediments
Dangerous overtaking by drivers poses serious problems indeed. Most of the nations
highly traveled high-speed roads were undivided highways. About 59 percent of the
drivers pointed out the necessity of installation of road dividers provide to pragmatic
possible solution to prevent serious overtaking offenses. As regards the reason for
occurrences of strange accidents by falling down of vehicles by breaking railings of
12
bridges/culverts, considerable number of drivers (54%) pointed out that “attempting
dangerous overtaking in the narrow approaches to bridges/culverts” was the main
reason. This problem could be solved by constructing properly designed speed breakers
(road humps) within a defined length on both approaches to the ‘bridges/culverts’ and
installing and enforcing proper signs ‘Narrow Bridge/Culvert Ahead’. By this way
death of thousands of passengers could thus be alleviated or minimized.
Drivers Poor Understanding and Ignorance to the Traffic Control Devices
In general, the majority of the drivers did not know the basic aspects of safe driving and
often they failed to recognize the meaning or implications of triangular, circular,
rectangular signs and hardly recognize or understand pavement makings. The survey
revealed that 69 percent of drivers failed to recognize the differences of triangular,
circular, rectangular signs i.e. they do not even know that circular signs are mandatory
and triangular signs are of the warning type in nature. Also those drivers who have
serious lack of knowledge of road signs, road markings etc. got involved in accidents
more often than those who were fairly acquainted with them (65.5% vs. 34.5%).
Tendency to Obtain Fake Licenses
A substantial number of drivers (27%) opined that they were rather forced to obtain
fake licenses due to considerable difficulties involved in getting normal and formal
licenses form the license-issuing authorities. Moreover, most drivers reported that they
often were harassed by licensing authorities and their agents. This illegal habit often
compelled drivers to go for fake licenses instead of authentic ones.
Inadequate Training
About 92% of the drivers interviewed in the survey responded that they received their
driving training informally from their ‘ustaad’ and associates (master/guru). It is
important that, 79 percent of the drivers were eagerly willing to undertake formal
training in registered training centres to improve of their driving skill and
professionalism. A majority (56%) of the drivers were willing to undertake basic
training about road signs, road making and traffic signals which they considered to be
immensely helpful for their safe driving while on the road.
13
Kaysi and Abbany (2007) modeled aggressive driving behavior at un-signalized
intersections in Beirut. They observed gap acceptance and merging at U-turns and
developed a probit model that predicts the probability that a driver merges in an
aggressive manner. Their classification of aggressive driving behavior was based on the
observation of whether the merging driver forced himself in the main traffic or not.
They found that age, car performance, and average speed of the major traffic were
important predictors of aggressive merging maneuvers.
Choudhury (2007) estimated models of freeway lane changing using disaggregate
trajectory data without driver-related data. Driving aggressiveness was modeled as a
random variable and included in a target lane choice model. The estimation results
indicated that compared to timid drivers, aggressive drivers are less likely to choose the
right lane over the left lane.
Hamdar et al. (2008) developed a propensity index for aggressive driving behavior at
signalized intersections with the aim of determining the factors that make certain
intersections more prone to aggressive driving behavior. They conceptualized
aggressive driving behavior as being manifested through start-up delay when the signal
indication turns green, acceleration when the signal indication turns yellow, gap
acceptance, and lane changing. In an application to signalized intersections in
Washington DC using structural equation modeling, they found that a number of
factors contribute to aggressive driving including the surrounding moving traffic,
pedestrians, the intersection geometry, the red timing and the presence of law
enforcement agencies.
Paleti et al. (2010) modeled the effect of a number of variables on injury severity in
traffic crashes through the moderating effect of aggressiveness. Using a US database of
crashes, their measure of aggressiveness was based on the determination of a group of
trained researchers who classified a crash as involving aggressive behavior or not.
Using structural equation modeling, they found that a number of factors affect driving
aggressiveness, including driver characteristics (such as gender, age, seat belt usage,
etc.), environmental and situational factors (such as time of day, weather, and company
14
in the car), vehicle characteristics (such as type of vehicle), and roadway characteristics
(such as speed limit). They also found that aggressiveness impacted the severity of
injuries in crashes.
Studies Based on Surveys:
Within this class of studies, a number of questionnaires have been developed to
measure driving aggressiveness, including the driving anger scale (Deffenbacher et al.,
1994) whereby respondents rate the degree of anger they would experience if faced
with certain driving situations; the aggression questionnaire (Buss and Perry, 1992)
whereby respondents rate several statements that measure to what extent they are
aggressive (in general) by nature; and other questionnaires that measure aggressive
driving attitudes and the self-reported frequency of certain aggressive driving behaviors
(Miles and Johnson, 2003).
Other studies have examined the extent to which driving aggressiveness is a trait
(Lajunen and Parker, 2001), or the extent to which self-reported driving aggressiveness
is a predictor of self-reported car crashes (Chliaoutakis et al., 2002).
Studies Using Driving Simulators:
The study of driving aggressiveness using driving simulators has been more limited. A
number of transportation studies have utilized driving simulators, including studies of
fatigue and distraction and more generally human factors research (Mehler et al., 2009;
Reimer et al., 2006), safety and traffic accidents (Fiorentino and Parseghian, 1997; Lee
et al., 2002, 2003), traffic engineering studies (Klee and Radwan, 2005), and gap
acceptance studies (Alexander et al., 2002; Farah et al., 2009; Yan et al., 2003).
Al-Shihabi and Mourant (2003) presented a conceptual framework for making the
driving patterns of autonomous vehicles within a simulator more realistic; they
implemented models in the simulator that can represent various types of driving
behavior, including aggressive driving. Along the same lines, in Cai et al. (2007),
subjects driving a simulator were subjected to aggressive driving by surrounding
vehicles (e.g. flashing headlights, weaving in and out of traffic, etc.), and their driving
performance and physiological reactions were recorded.
15
Harder et al. (2008) classified research subjects by their level of self-reported hostility,
and then compared the driving performance of subjects by hostility level and gender as
a reaction to various events in a driving simulator. The events were blocking of the
subject’s path by two vehicles moving slowly ahead of the subject, cutting off in front
of the subject vehicle, and tailgating the subject vehicle. Their main findings were that
compared to subjects in the low hostility group, subjects in the high hostility group kept
a significantly smaller distance to the vehicles moving slowly ahead and started braking
sooner when they were cut off by another vehicle.
Philippe et al. (2009) examined the relationship between “obsessive” passion for
driving and aggressive driving behavior using a driving simulator. They used both self-
reported measures of aggressive driving behavior and observed measures based on
judges’ evaluations of the reactions of the subjects undergoing the simulator
experiments. They found correlations between obsessive passion for driving and
aggressive driving behavior when subjects are instigated to drive aggressively in the
simulator, as well as a mediating effect of anger in the passion-aggressiveness
relationship.
Aggressive driving behavior is defined as behavior performed while driving that is
intended to cause physical or psychological harm to any sentient being (Dula & Geller,
2003). This can involve tailgating, horn blowing, flashing headlights, cutting in and
out, swearing and hostile gestures, as well as threatening and assaulting other drivers.
Such behaviors are increasingly present on our roads. Indeed, between 1996 and 2000,
reported cases of aggressive driving behavior increased by a factor of 15 in Canada
(Smart & Mann, 2002) and in the U.S. (James & Nahl, 2002).
A recent study showed that the prevalence rate of perpetrators of aggressive driving
behavior in Ontario, Canada, was more than 30% (Smart, Mann, Zhao, & Stoduto,
2005). It is also a widespread phenomenon, as aggressive driving behavior has been
reported in many countries, including Canada (Smart & Mann, 2002), the United States
(Batten, Penn, & Bloom, 2000), Australia (Harding, Morgan, Indemann, Ferrante, &
Blagg, 1998), and the United Kingdom (Joint, 1995), among others. Clearly, aggressive
driving behavior has become a common occurrence and a serious social and public
health problem (Asbridge, Smart, & Mann, 2006). Indeed, aggressive driving behavior
16
has been shown to be associated with higher reports of car collisions (Wells-Parker et
al., 2002).
Past research on aggressive driving behavior has basically looked at how anger can
predict aggressive driving behavior, especially under frustrating conditions
(Deffenbacher, Filetti, Lynch, Dahlen, & Oetting, 2002; Galovski & Blanchard, 2002;
James & Nahl, 2000; Naatanen & Summala, 1976; Shinar, 1998; Vallières, Bergeron,
& Vallerand, 2005). Furthermore, such research has looked at the relationship between
aggressive driving behavior and some individual differences, such as trait anger (e.g.,
Deffen-bacher, Deffenbacher, Lynch, & Richards, 2003) and susceptibility to driving
stress (e.g., James & Nahl, 2000).
Leo Tasca Study, 2000:
This review suggests that a more precise definition of aggressive driving would focus
on deliberate and willful driving behaviors that while not intended to physically harm
another road user show disregard for their safety and well-being. These behaviors are
motivated by impatience, annoyance, hostility and/or an attempt to save time. The
following formal definition is offered: A driving behavior is aggressive if it is
deliberate, likely to increase the risk of collision and is motivated by impatience,
annoyance, hostility and/or an attempt to save time. The specific behaviors which
constitute aggressive driving would include:
• Tailgating
• Weaving in and out of traffic
• Improper passing (eg. cutting in too close in front of vehicle being overtaken)
• Passing on the road shoulder
• Improper lane changes (failure to signal)
• Failure to yield the right of way to other road users
• Preventing other drivers from passing
• Unwillingness to extend cooperation to motorists unable to merge or change
lanes due to traffic conditions
• Driving at speeds far in excess of the norm which results in frequent
tailgating, frequent and abrupt lane changes
• Running stop signs
• Running red lights
Displays of annoyance or hostility which are not intended to physically harm other
road users but likely to intimidate, irritate, anger or provoke them may accompany
these behaviors and serve as indicators of the underlying motivation. These
behaviors would include:
• yelling
• gesturing
The traffic safety and psychological literature specifically on aggressive driving is
limited to twenty-one studies. While insufficient from the standpoint of traffic safety
research, these studies have suggested several factors which increase the likelihood of
aggressive driving behaviors. Drivers are more likely to engage in these behaviors if
they are:
• relatively young
• male
• in traffic situations which confer anonymity and/or where escape is highly likely
• generally disposed to sensation-seeking or aggressiveness in other social situations
• angry (possibly due to events unrelated to traffic situation)
• believe they possess superior driving skills
• obstructed by unexpected traffic congestion
Mizell (1997) offers a more dramatic and specific definition. For the purposes of his
study, aggressive driving is defined as an incident in which an angry or impatient
motorist or passenger intentionally injures or kills another motorist, passenger or
pedestrian or attempts to injure or kill another motorist, passenger or pedestrian, in
response to a traffic dispute, altercation or grievance. This definition focuses
exclusively on behavior intended to physically harm, or indeed, fatally injure another
road user.
18
The Mizell definition is extremely narrow and differs substantially from that offered by
the U.S. National Highway and Traffic Safety Administration (NHTSA). From
NHTSA's standpoint, Mizell has provided a definition of "road rage" - an extreme form
of aggressive driving behavior. For NHTSA, the behaviors associated with road rage
are criminal offences while the unsafe driving practices associated with aggressive
driving consist of traffic offences.
The American Automobile Association defines aggressive driving as the operation of a
motor vehicle without regard to others' safety. The AAA definition also excludes
behaviors associated with road rage, which is defined as "assault with the intent to do
harm arising from the use of a motor vehicle (Goehring, 2000).
The exclusion of road rage from definitions of aggressive driving is reasonable. Using
Mizell's own statistics, it is clear that road rage is a relatively rare phenomenon on U.S.
roads. He reports that violent traffic disputes resulting in homicide and assault are
increasing at the rate of 7 per cent per year. Mizell's study is based on 10,037 media
and police reports of violent traffic disputes over a six year period. These incidents
resulted in 218 deaths.
Mizell reported that the majority of drivers who use weapons and/or their motor
vehicle to intentionally kill or injure another driver are relatively young, poorly
educated males with criminal histories and/or histories of drug/alcohol abuse. Many of
these individuals had recently suffered an emotional set back due to a divorce, the loss
of a girlfriend, an injury or the loss of a job.
A focus group study conducted in the Washington D.C. area indicates that drivers who
think of themselves as aggressive certainly drove at speeds faster than the general
driving population (NHTSA, 1998a). The general consensus among all participants
was that "excessive speed" is an action which should be included in a definition of
aggressive driving. Driving at excessive speeds, at least occasionally, was reported by
about two-thirds of respondents to a nationwide NHTSA survey on aggressive driving
behavior. These drivers reported exceeding what they consider to be the maximum safe
speed on roads they regularly travel (NHTSA, 1998b). It is important to note that these
drivers are not reporting exceeding the posted limit, but rather exceeding the limit
19
which they perceive to be safe on a given road.
The NHTSA survey also provides some additional insight into speeding behavior and
its place in any definition of aggressive driving behavior by the U.S. driving public
(NHTSA, 1998b). NHTSA survey respondents viewed certain types of speeding as
more dangerous than others. Only 14 per cent rated driving 10 miles per hour over the
posted limit on an interstate as "extremely dangerous" while 44 per cent rated this
behavior as "somewhat dangerous." When asked about someone driving 20 miles per
hour faster than traffic, however, 57 per cent and 35 per cent rated this behavior as,
respectively, extremely dangerous and somewhat dangerous.
Drivers' views on speeding within the context of aggressive driving can also gauged by
considering the recently released results of a nationwide survey of 1,008 Canadian
residents aged 18 and over (Steel Alliance - Canada Safety Council, 2000). The survey
results indicate that two-thirds of respondents viewed driving at twenty kilometers per
hour above the speed limit as aggressive. Behaviors deemed to be even more aggressive
seem to be those that are more likely to involve another driver. Drivers who tailgate or
pass on the road shoulder are more likely to be perceived as an immediate threat by a
driver. Someone who speeds by in the left lane and quickly disappears on the horizon
may be viewed as foolhardy, but not as an immediate threat. The following behaviors
were identified by respondents as aggressive:
Behavior % Response Yes
Passing on the shoulder of the road 87
Making rude gestures 87
Pulling into a parking space someone else is waiting for 82
Changing lanes without signaling 73
Flashing high beams at the car in front of you 72
Driving through yellow lights that are turning red 69
Waiting until the last second to merge with traffic on highway 66
Driving 20 km per hour or more over the speed limit 65
20
It is likely that an even higher percentage of respondents would have chosen the
speeding item if it had read driving 30 kilometres per hour over the speed limit. This is
probably because such a speed would be must faster than that of most other vehicles
on the road and more likely to result in traffic conflicts.
The NHTSA survey sought to measure this type of speeding behavior by asking
drivers about their tendency to pass other vehicles on the road. About 30 per cent of all
respondents indicated they tend to pass other cars more than other cars tend to pass
them. This behavior decreased with age: 60 per cent of those aged 16-20 reported a
tendency to pass other vehicles compared to 9 per cent of those aged 65 and over.
Positive feelings about speeding as measured by three statements ("I enjoy the feeling
of speed", "I often get impatient with slower drivers" and "I try to get where I am
going as fast as I can") also decreased with age. Males were more likely to report
positive feelings about speed than females.
Unfortunately, the NHTSA survey did not construct a profile of drivers who tend to
both pass other vehicles and report positive feelings about speeding. These drivers,
however, are engaging in speeding behavior that is qualitatively different from that of
most drivers. One would expect them to engage in tailgating, weaving in and out of
traffic and improper lane changes more frequently. Their impatience with slower
drivers would also imply that they are more likely to experience frustration and anger
on the road.
Most definitions of aggressive driving offered to date have included a list of specific
behaviors. The lists of specific behaviors can vary substantially in length and
precision. The behaviors which should be considered would include:
• Tailgating
• Improper passing
• Cutting in too close in front of vehicle being overtaken
• Passing on the road shoulder
• Improper lane changes (failure to signal)
• Failure to yield the right of way to other road users
21
• Preventing other drivers from passing
• Unwillingness to extend cooperation to motorists unable to merge or change
lanes due to traffic conditions
• Driving at speeds far in excess of the norm which result in frequent tailgating,
frequent and abrupt lane changes
• Running stop signs
• Running red lights
Displays of annoyance or hostility that are not intended to physically harm other road
users but are likely to intimidate, irritate, anger or provoke them may accompany these
behaviors and serve as indicators of the underlying motivation. These behaviors would
include:
• yelling
• gesturing
The list of specific behaviors is also meant to spur broader discussion. There is
definitely a need to describe some of these behaviors and the circumstances under
which they would occur in greater detail. The preceding discussion on speeding
serves as a good example of why this can be both helpful and necessary.
There is evidence from public opinion surveys that many people believe aggressive
driving is on the rise. The Steel Alliance-Canada Safety Council survey indicates that
73 per cent of Ontario respondents believe aggressive driving is increasing, while only
22 per cent believe the amount of aggressive driving is unchanged (Steel Alliance -
Canada Safety Council, 2000). The survey was conducted on a nationally proportionate
random sample of 1,008 Canadian residents. Surveys on the subject, however, are
relatively recent. It will interest to see how these estimates vary in the future.
The survey also provides estimates of the incidence of self-reported aggressive driving
behavior. The table below lists the reported distribution of aggressive driving acts
22
Behavior % Response Yes
Driven through yellow lights that are turning red 69
Driven 20 km per hour or more over the speed limit 60
Changed lanes without signaling 30
Tailgated or driven too closely behind another car 21
Flashed high beams at car in front of you 16
Made rude gestures 15
Waited until last second to merge with traffic on highway 14
Pulled into parking space someone else is waiting for 9
Passed on the shoulder of the road 7
Unfortunately, the survey does not provide results on frequency of occurrence, but
only asks whether they behaved in this way at least once during the past year. About
two-thirds of the Ontario drivers surveyed report running amber lights and driving 20
kilometres per hour above the limit within the past year. Other behaviors associated
with aggressive driving are reported less frequently. About one in five drivers reports
tailgating, while about one in six reports making a rude gesture.
Thirty-three per cent of the respondents in the NHTSA survey reported they felt
driving were more dangerous than it was in the year preceding the survey (NHTSA,
1998b). Only six per cent felt it was safer, while 54 per cent reported there was little
change. Most drivers (65 per cent) reported no differences in the aggressiveness of
drivers in their area. Thirty per cent reported aggressive driving was increasing. This
stands in marked contrast to the Canadian survey in which 73 per cent of respondents
(the same percentage as that reported for the Ontario subsample) reported an increase
in aggressive driving (the same percentage as that reported for the Ontario
subsample). Similarly, in a 1995 British survey, 62 per cent of the respondent drivers
agreed that the behavior of motorists changed for the worse in recent years (Joint,
1995).
Over half the NHTSA respondents reported they see vehicles travelling at unsafe speeds all or most of the time. Sixty-two per cent of the respondents reported the
23
behavior of another driver had been a threat to them or their passengers in the past year. The most frequently cited threatening behaviors were:
Behavior Reported By Respondent % Response Yes
Another driver had cut very closely in front me 36
Another driver drove very closely behind me 19
Another driver passed me in a dangerous manner 15
Another driver cut me off at an intersection or exit 13
Another driver made an obscene or threatening gesture 5
Another driver wove in and out of traffic 4
A more precise definition of aggressive driving would focus on deliberate and willful
driving behaviors that while not intended to physically harm another road user shows
disregard for their safety and well-being. This review suggests the following definition
of aggressive driving: A driving behavior is aggressive if it is deliberate, likely to
increase the risk of collision and is motivated by impatience, annoyance, hostility
and/or an attempt to save time.
More observational studies of actual driving behavior are needed to develop a precise
list of aggressive driving behaviors. For example, more precise definitions of terms
such as driving at excessive speed and tailgating.
Survey research indicates that most drivers report engaging in aggressive driving
behaviors, but there is some evidence that survey responses reflect a tendency to
provide socially desirable responses. It is unclear if the lower incidence of certain
behaviors associated with higher collision risks such as tailgating is due to this
tendency rather than to an actual low incidence of such behavior.
Factors which seem to increase the likelihood of aggressive driving behaviors are:
• being relatively young
• being male
• being in a traffic situation which confers anonymity and/or where escape is highly
likely
24
• being generally disposed to sensation-seeking or aggressiveness in other social
situations
• being in an angry mood (likely due to events unrelated to traffic situation)
• belief that one possesses superior driving skills
• traffic congestion, but only if drivers do not expect it
Several causal factors have been identified in studies of aggressive driving behavior.
• Age and Gender
3.1 Structure of the Questionnaire
To perform this Project a questionnaire survey entitled “Study on Unsafe and
Aggressive Driving Habits of Light Passenger-Vehicle Drivers in Dhaka City” was
conducted at randomly selected parking lots located strategically throughout the Dhaka
City. The questionnaire sheet consisted of thirty three questions which were divided
into four sections as stated below:
Section 1: Personal Information; consisting of twelve questions
Section 2: Driving Hours and Methods of Employment and Payment; consisting
of five questions
3.2 Collection of Information
Information needed for this survey was collected mainly through face-to-face interview
by field personnel. Alternative means of collecting information such as internet,
newspaper, telephonic conversations etc. were not adjudged as suitable because the
psychological characteristics of the drivers were a major parameter.
3.3 Sample Size
A sample of five hundred drivers was selected. The questionnaire survey was aimed at
covering drivers at major official parking lots, taking into consideration that they
mostly represent the light passenger vehicle drivers. Especially for leguna and CNG
auto rickshaw the questionnaire survey was aimed at covering drivers at termini point
of leguna. So the sample group was distributed proportionally at different parking lots
located throughout the whole Dhaka City. The sample group also covered all important
movement in the city. A list of locations where the questionnaire survey was carried out
and the numbers of drivers interviewed is shown in the Table 3.1
26 Table 3.1: List of Locations where the Questionnaire Survey was carried out
Serial No Locations Nos. of Respondent
1 Uttara 19
2 Airport 52
3 Mirpur 22
3.4.1 Pilot survey
Drivers for interviewing in this study were selected randomly. At first the
questionnaires were tested on a small sample of drivers as pilot survey at BUET
Campus. The aim here was to detect any flaw in the questioning and to correct such
flaws prior to conducting the actual survey. The piloting enabled to convert some basic
patterns in the questionnaire, which helped to maximize the response and minimize the
error on the answers. Piloting also helped to predict the amount of time required for
27
completing each questionnaire as well as to familiarize the field survey personnel with
the questionnaire survey.
3.4.2 Scheduling
There were two survey teams. About thirty questionnaires were filed in a day by a field
interrogator. Each survey team consisted of two full time field personnel along with my
time to time assistance and field supervision.
3.4.3 Timing of the survey
The survey was conducted when the drivers were taking rest in the parking lots after
morning duty.
3.4.4 Duration of the survey
The survey was carried out for seven days in February 2013.
3.4.5 Numbering of each questionnaire
Each individual questionnaire was uniquely identified by a number of codes. This code
was transferred to all computer records that were produced from the questionnaire. The
unique code enabled to match the computer records with the completed questionnaire
form and thus allowed the checking of the queries back to individuals.
3.4.6 Identification of respondents and keeping track of status
A simple database is used to keep track of the distribution of the questionnaires in the
database. This would facilitate checking of the questionnaire with details if needed in
future.
3.5 Carrying Out the Survey
In order to get answers to the queries, as much as possible, the interviewees were
informed that the questionnaire survey was anonymous. This method was followed to
make the respondents at least minimally comfortable. So, before starting the survey the
following points were considered by the field interviewers.
28 Explain to the respondents the objectives of the questionnaire survey and
benefit that shall accrue if he participates and answered the questions correctly
and whole heartedly.
Guarantee confidentiality of the answer or anonymity of the interviewees as
name, address and mobile no was not asked and recorded in the questionnaire
form.
Make sure that respondent’s information will not be used against them.
Explain how the information will be used gainfully for study purposes.
3.6 Analyzing the Data
For data analyses and to find correlations among various variables the software
“Microsoft Excel” was used. Data was presented on the computer in one dimensional
array in the form of data tables where each row represents a ‘case’, i.e. a specific
respondent and his data. Each column represents a specific variable, i.e. the data for
that particular variable for all respondents. The variables had a unique title. For case of
data handling and analysis, the values that variables could take are designated by
alphabetic codes as in Questionnaire Survey Form. For example, a specific answer of a
question might take the value of either ‘yes’ or ‘no’ or ‘sometimes’, but was coded to
‘a’ or ‘b’ or ‘c’ for ease of handling of the collected data. The answers of the questions
were both qualitative and quantitative. The quantitative answers were input to the
package program as numbers. But the qualitative answers were grouped into several
categories and a number was assigned to each category. To measure/evaluate the
behavior of drivers, several scales were used in different types of questions. While
analyzing data it was found that there were some missing values, which might be due to
errors of field interviewers or non cooperation and unwillingness of the respondents to
answer that specific question.
4.1 Introduction
This section presents detailed analyses of collected data from the questionnaire survey
related to the demographic and personal information of drivers, speeding along with
fatigue behavior of drivers, level of experience as well as owing of driving license, type
of driving license. The data also include information about method of employment,
method of appointment and method of payment. The data also include information
about drivers various habits. The data also include information of the level of
understanding, driving techniques, attitude, driving period and conditions in a day, the
drivers’ attitude towards overtaking during driving in heavy traffic and drivers opinions
about the feelings of their own driving, symptoms of aggressive driving, normal driving
behaviors, causes of aggressive driving and measures to control aggressive driving as
well as to minimize aggressive driving related accident etc.
4.2 Sample Characteristics
In this section, the demographic characteristics of the participants are presented. Table
4.1 provides information on age, driving experience, marital status and education level
of survey participants. Table 4.2 shows summary of other demographic variables of the
drivers. Following are the striking demographic characteristics of the participant drivers as
derived from Table 4.1 and 4.2:
The greatest number of drivers (nearly 50%) belongs to 20-30 years age group
and nearly 34% of drivers belong to 31-40 years age group. There are very few
drivers (nearly 4%) whose ages are above 50 years and none of the drivers
belongs to less than 20 years and more than 70 years age group. The average
age of the drivers were found to be nearly 32 years.
The greatest number of drivers (nearly 54%) having the experience of up to 10
years and about 32% drivers having the experience between 11 to 20 years
whereas only about 13% of drivers having more than 20 years of experience.
The average experience of the drivers was found about 11 years whereas their
average age was nearly 32 years.
30
The greatest number of drivers (nearly 65%) having the driving license before
1 to 10 years and about 25% drivers having the driving license between 11 to
20 years before whereas only about 10% of drivers having the driving license
before more than 20 years. The average licensing experience of the drivers was
found about 9 years whereas their average driving experience was nearly 11
years. So, all the drivers get their driving licenses after average 2 years from
the starting time of their professional driving.
Marital status shows that 86 percent drivers were married and only 14 percent
were single.
As regards education level, nearly 11 percent of the drivers do not have any
formal education at all. Around 50 percent of the drivers received education up
to primary education level with another 33 percent compl

study on unsafe and aggressive driving habits of light passenger-vehicle drivers in dhaka city

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