Chapter II
Review of Related Literature
2.1 Advancing sustainable safety: National road safety outlook for The Netherlands for
2005–2020
The present yearly number of road fatalities is still seen as unsatisfactory, despite the fact
that road safety has significantly improved over time and the Netherlands is one of the safest
nations in the world. The sustainable safety vision was introduced in the early 1990s to assist
further stages. Making the Dutch road traffic system fundamentally safe was the plan. The
Netherlands has improved road safety over the past 20 years with a focus on sustainable safety.
The vision can be deemed successful because the number of casualties decreased as a result of
implementing sustainable safety measures. The SWOV Institute for Road Safety Research
determined that the time was right to reevaluate and update the original Sustainable Safety
Vision more than ten years later. The "advanced sustainable safety vision" is intended to
motivate all levels of government and the community to work to improve road safety over the
next 15 to 20 years. The goal of the advanced sustainable safety vision is to prevent crashes and,
in cases where this is not possible, to reduce the likelihood of severe injury to (almost) zero. This
paper outlines a proactive strategy to achieve this goal using "man as the measure of all things"
as a starting point in a balanced combination of the elements "road," "vehicle," and "man." Five
principles—functionality of roads, homogeneity of masses and/or speed and direction,
predictability of road course and road user behavior by a recognizable road design, forgivingness
of the environment and of road users, and state awareness on the part of the road user—are now
central to the sustainable safety vision. Numerous suggestions for realistic plans have been made
in order to realize the objective. Given the political and governmental context of the Netherlands,
special attention is paid to the implementation of these suggestions (Wegman, Aarts, Bax, 2007).
2.3 The association of road safety knowledge and risk behavior with pediatric road traffic
injury in Guangzhou, China
Xiaomei Dong and Corinne Peek-Asa (2011) examine the relationship between
knowledge of road safety issues and risky behaviors and traffic injuries among school-aged
children in Guangzhou, China. Methods In Guangzhou, China, a stratified cluster sample of 3747
kids from six elementary schools and six middle schools was surveyed. Over the past year,
information on sociodemographic variables and injuries from traffic accidents was gathered. A
14-item road safety knowledge index was used to gauge knowledge of traffic regulations, and a
25-item road safety behavior index was used to gauge risky driving habits.
A total of 403 students (10.8%) said they had had at least one injury in a car accident in
the previous year. Boys in primary school, kids from the suburbs, and children with injuries were
found to make up a large percentage of the population. The majority of injuries (46.0%) were
caused by bicycles. Compared to bicycle or pedestrian injuries, injuries from motor vehicles
showed greater hospitalization rates and poorer psychological effects. When compared to kids
with strong road safety awareness, children with low and medium levels of understanding had
1.5–3 times the risks of getting hurt. Students who scored highly on the risky road behavior
index had twice as much of a chance of getting hurt as those who scored poorly (OR 2.04, 95%
CI 1.47 to 2.84) (Jingzhen Yang and Shengyong Wang 2011).
Xiongfei Chen and Guibo Chi (2011) said that Chinese schoolchildren are protected from
road traffic injuries by having better road safety knowledge and avoiding risky cycling or
walking behaviors. To increase awareness of road safety issues and lower risky behaviors, more
injury prevention programs are required.
2.4 The effectiveness of road-safety crossing guards: Knowledge and behavioral intentions
 Rosenbloom, Haviv, Peleg, Nemrodov (2008) studied the Problem, Method, and Results
in the effectiveness of road-saftey.
 Problem
The current study compares the knowledge of traffic laws and behavioral intentions of kids
from two types of schools—those with and those without the crossing guard program—in order
to assess the effectiveness of the crossing guard program in Israeli elementary schools.
 Method
A total of 180 students were given one of two questionnaires. The first test of traffic rule
knowledge was based on official road safety curricula. This survey included questions that tested
respondents' understanding of the guidelines for safe road crossing as well as their ability to put
those guidelines into practice through puppet-based simulations. The intended road-crossing
behavior was predicted by the second questionnaire tested.
 Results
The analysis demonstrates that the crossing guard program has a notable impact in specific
areas and among particular age groups. For instance, compared to students in schools without the
program, seventh-graders at schools that run it demonstrated a better understanding of traffic
laws and a greater desire to look both ways before crossing a road. Gender and school location
were also found to have an impact on the kids' road-crossing behavior (northern versus southern
parts of the city).
2.5 Assessment of traffic safety and awareness among youth in Al-Ahsa Region, Saudi
Arabia
Gharaibeh and Abu Abdo (2011) evaluate the traffic regulation knowledge and awareness
of university and high school students in the Al-Ahsa region of Saudi Arabia due to the
importance of traffic regulation knowledge and awareness in the reduction of traffic accidents,
especially among the youth. A survey was created and given to students at King Faisal
University and a few chosen high schools in the area in order to achieve the study's goal. There
were 1007 participants in all, with the bulk of them being between the ages of 15 and 19. Data
revealed that only a small proportion of drivers followed traffic laws and buckled their seatbelts.
One of the main factors contributing to the high rate of accidents in the area, along with
excessive speeding, may be the relatively high percentage of participants who were unaware of
crucial traffic signs, particularly those designating yielding to traffic and pedestrians. Participants
also agreed that TV shows would be the most effective way to raise traffic awareness. Despite
the fact that young people use the internet a lot, it was thought to be the least successful strategy.
In conclusion, this study demonstrated that teenagers in the Al-Ahsa region were aware of poor
driving habits but unaware of traffic laws and signage. Therefore, it is advised that school
activities and TV shows be used to introduce traffic laws and safety knowledge at a young age.
Along with stepping up enforcement of traffic laws, emphasis should also be placed on
understanding traffic signs.
2.6 Ontology-based traffic scene modeling, traffic regulations dependent situational
awareness and decision-making for automated vehicles
This study proposes a modular architecture for autonomous cars to make decisions based
on traffic laws. It incorporates information about traffic laws and is built around a semantic
description of a traffic scene expressed as an ontology. The semantic representation supports the
classification of traffic conditions using reasoning, improving the automated vehicle's situational
awareness. Decision-making guidelines are directly derived from traffic regulations, and
ontology concepts and traffic regulation concepts are synchronized. The developed ontology's
modular design makes it simple to switch between various sets of national traffic regulations.
The methodology is assessed for a range of traffic scenarios, progressing from straightforward to
intricate urban scenarios with intersections, police officers controlling traffic, and crossing street
railways (Buechel and Hinz, 2017).
2.7 The Philippines's Current Road Safety Situation
Sigua (2002) states that the allegedly rosy image provided by our accident statistics
cannot mask the flaws in our transportation system. The study serves as an example of how a
large error in the definition of a fatality might distort our data on accidents and make us think
that the country's level of road safety is sufficient. The road, the driver, and the vehicle are the
three primary causes of collisions. Despite the fact that having safe vehicles and good roads is
essential for safety, the driver is still the most important factor in preventing accidents. Human
error is frequently the primary contributing factor, though a vehicle or highway defect may also
be involved. Recommendations are given.
2.8 The Philippines increases in the trend of vehicle accidents
The PNP-Highway Patrol Group reports traffic law infractions (Ager, 2016). It is
primarily blamed on human mistake, including poor turning, poor overtaking, and overtaking.
Avoiding animals, pedestrians, and other road risks while overloading and driving while
intoxicated, distracted, or while using a mobile phone. This situation is present at all levels,
including local, national, regional, and provincial. Additionally, Ilocos Norte is experiencing an
increase in traffic infractions. human error in the application of the regulations (Miguel et al.,
2014; Pungtilan et al., 2013; Tamayo, 2009). It is significant to remember that driver behavior,
education, and compliance on the Traffic regulations are crucial in reducing the issue of traffic
accidents.
2.9 Road traffic injuries were the second leading cause of death due to injury in 2003 in the
Philippines
In 2011, the Philippine Road Safety Action Plan (PRSAP) was instituted. Five years into
the program, latest data showed that the death rate due to road injuries continue to increase
despite the presence of key legislation supporting road safety. This study was aimed at
identifying the gaps in addressing road safety in the Philippines. Methodology: Literature review
and key informant interviews of representatives of the different agencies including the
Department of Transportation and Communications (DOTC), Department of Public Works and
Highways (DPWH), Road Board, Philippine National Police (PNP), Metro Manila Development
Authority (MMDA), and Land Transportation Office (LTO) were conducted to identify gaps in
the program. Results and Conclusion: Key gaps include: weak leadership at the national and
local level, limited material and human resources for enforcement of laws, and fragmented
information system. These gaps should be addressed to improve the road safety situation in the
country.
References
https://www.sciencedirect.com/science/article/abs/pii/S092575350700094X
https://experts.umn.edu/en/publications/the-association-of-road-safety-knowledge-and-riskbehaviour-withhttps://www.sciencedirect.com/science/article/abs/pii/S0925753507001609
https://journals.co.za/doi/10.10520/EJC138555
https://ieeexplore.ieee.org/document/7995917