ABSTRACT AN EXAMINATION OF THE KNOWLEDGE OF TRAFFIC REGULATIONS AND DEFENSIVE DRIVING AMONG A SELECTED SAMPLE OF SAUDI ARABIAN PRIVATE CAR OWNERS By Jallel A. Saif The Problem A modern accident reporting system helps policy­ makers plan and organize future programs. These programs should be based on complete information about the average driver such as his age, education, occupation, past acci­ dent involvement, and the other human factors involved, such as place of residence and purpose of car usage. In developing nations, including Saudi Arabia, the accident reporting system is not as yet well developed to meet these requirements, subsequently the policymakers experience many difficulties in planning; therefore, this study has been undertaken with two objectives. 1 Jallel A. Saif First, to compile basic statistics concerning var­ ious aspects of the traffic situation in the Arab World in relation to the world, and Saudi Arabia in relation to the Arab World, utilizing such information as concerns the number of fatalities, number of injuries, number of cars, and other related factors with an emphasis on Saudi Arabia. The second purpose was to examine the knowledge of a sample of a growing universe— the private car owner (operator). The knowledge tested concerned (a) road signs, (b) the road rules and regulations, and (c) general safety information. This information and certain personal data compos­ ing a profile image of the average Saudi private car owner (operator, driver) was analyzed. A questionnaire was administered throughout the country of Saudi Arabia. The data were gathered and anal­ yzed . One-way analysis of variance was used to determine the relationship between the test scores and the level of education and occupation, and the test scores in relation to accident and non-accident drivers. 2 Jallel A. Saif A chi-square test was used to determine the per­ sonal characteristics in relation to accident involvement. The Major Findings The following is a summary of the major findings of this study. 1. The Arab World contains less than 1 percent of the total cars of the World, while Saudi Arabia con­ tains 7.74 percent of the total cars of the Arab World— thus one car per 4 8 Saudi citizens, as op­ posed to one car per every 68 persons in the Arab World. 2. Fatalities due to car accidents in the Arab World make up 4.72 percent of the world traffic fatal­ ities, while Saudi Arabia has 6*7 2 percent of those within the Arab World. 3. Injuries in the Arab World amount to less than 1 percent of world traffic injuries. 3 Saudi Arabia Jallel A. Saif contributes 1.94 percent to these— almost 2 percent of the Arab World injuries. The first hypothesis, which concerned knowledge of subjects in three areas related to safe driving as measured by our questionniare, was not rejected on the grounds that the sample showed a lack of knowl­ edge on all parts of the test, particularly the area of international road signs as evaluated by standard criteria. The second hypothesis, which concerned the relation of education and occupation to test score, was also not rejected on the grounds-that the overall test score and the score on each part of the test did show a relationship to education and occupation. The first sub-hypothesis, which concerned the rela­ tionship between test score and accident involve­ ment, was not rejected on the grounds that a low score on the test was correlated with accident involvement and a high score correlated with less accident involvement. Jallel A. Saif 7. The second sub-hypothesis, which concerned the re­ lation of accident involvement and certain personal attributes, was both rejected in part and supported in part. Our data showed that there was no rela­ tionship between rural-urban residence, age, pur­ pose of car usage, geographical location, income, kilometers driven, means of obtaining driver's li­ cense, or years of driving experience. There was a relationship between accident involvement and occu­ pation and education. 8. A profile image of the average Saudi operator-driver was constructed. He came from a rural area, he was about 30 years of age, he used the car for work and pleasure, he came from the western part of the country, he has an income of between 6,0 00-10,00 0 Riyals (= $1500-$2500), he drove between 5,0009,000 kilometers annually. He obtained his driver's license through passing the interview and the road test and he has 5 years of driving experience. A government employee, he has an intermediate educa­ tion. One out of two has an accident record. 5 AN EXAMINATION OF THE KNOWLEDGE OF TRAFFIC REGULATIONS AND DEFENSIVE DRIVING AMONG A SELECTED SAMPLE OF SAUDI ARABIAN PRIVATE CAR OWNERS By Jallel A. Saif A DISSERTATION Submitted to Michigan State University in partial fulfillment of the requirements for the degree of DOCTOR OF PHILOSOPHY College of Education 1973 ProQuest Number: 10008703 All rights reserved INFORMATION TO ALL USERS The quality of this reproduction is dependent upon the quality of the copy submitted. In the unlikely event that the author did not send a complete manuscript and there are missing pages, these will be noted. Also, if material had to be removed, a note will indicate the deletion. uest. ProQuest 10008703 Published by ProQuest LLC (2016). Copyright of the Dissertation is held by the Author. All rights reserved. This work is protected against unauthorized copying under Title 17, United States Code Microform Edition © ProQuest LLC. ProQuest LLC. 789 East Eisenhower Parkway P.O. Box 1346 Ann Arbor, Ml 4 8 1 0 6 - 1346 © Copyright JALLEL A. SAIF 1973 Dedicated to my parents and To those people who address themselves to traffic safety problems in Saudi Arabia. ii ACKNOWLEDGEMENTS The writer wishes to express his sincere apprecia­ tion and acknowledges a debt of gratitude to Dr. Robert 0. Nolan, chairman of the advisory committee, for the encour­ agement, guidance, and assistance throughout this disserta­ tion. Appreciation is also expressed to other helpful members in the advisory committee— Dr. William A. Mann, Professor Ralph F. Turner, and Dr. Donald L. Smith. Appreciation goes to Lieutenant General Al-Tybe Al-Tunsi, general director of the Public Security Depart­ ment in Saudi Arabia, for his encouragement and Brigidier Yahia Al-Mouallimi for his assistance. Special thanks is expressed to all the Arab World embassies in Washington, D.C., and to Mr. Jacques Roman, legal officer, Treaty Section for the United Nations; Mr. Alsaeed Alsaeed Al-Kubani, Third Secretary for the Arab League in Cairo, and Mr. W. G. Kennedy, International Road Federation Director in Geneva. Finally deep gratitude goes to the many American friends who encouraged me to achieve my goals. iii TABLE OF CONTENTS Page LIST OF TABLES........................................ ix LIST OF F I G U R E S ........................................ xii LIST OF GRAPHS......................................... xiii Chapter I. II. THE NATURE OF THE P R O B L E M ................... 1 Introduction .............................. 1 Purpose of the S t u d y ..................... 4 The Importance of the Study............... 6 Definition of Terms....................... 7 Hypotheses ................................ 9 Sub-Hypotheses ............................ 10 Basic Assumptions......................... 10 Limitations of the S t u d y ................. 11 Organization of Chapters ................. 12 REVIEW OF RELATED LITERATURE................ 14 The Importance of R e s e a r c h ............... iv 14 TABLE OF CONTENTS (cont.) Chapter III. IV. Page A g e .................................... 19 A t t i t u d e s .............................. 20 Driving Experience..................... 21 Occupation.............................. 21 Socio-Economic Status ................. 22 Knowledge, Information, andEducation . 22 Rural-Urban Residence ................. 23 The Problem Internationally............... 24 PROCEDURES.................................... 51 Purpose of the C h a p t e r ................... 51 The Sample.............................. 51 The Development of the Instrument . . . 54 Pilot S t u d y ............................ 54 Content of the Questionnaire........... 56 Gathering the Data..................... 58 Analysis of Data....................... 60 Summary.................................... 63 ANALYSIS OF DATA.............................. 65 Preparation of Data for Statistical A n a l y s i s ................................ 65 Results of the Statistical Analysis . . v 66 TABLE OF CONTENTS (cont.) Chapter Page Accident Involvement and Personal A t t r i b u t e s .............................. 85 Summary....................................... 100 V. SUMMARY OF FINDINGS, CONCLUSIONS, AND RECOMMENDATIONS .............................. 105 Summary....................................... 105 Statement of the Problem..................105 Summary of Statistics Concerning the International Traffic Problem............. 106 F i n d i n g s ..................................... 108 Rural-Urban Residence ................. 110 A g e ....................................... 110 Purposes of Car U s a g e ....................Ill Geographical Location ................. Ill Income..................................... Ill Kilometers Driven ..................... 112 The Means of Obtaining a Driver's L i c e n s e ................................ 112 Driving Experience........................ 113 Occupation................................ 113 E d u c a t i o n ................................ 114 The Profile Image............................ 114 vi TABLE OF CONTENTS (cont.) Chapter Page Conclusions and Recommendations............. 115 Education and Occupation as Related to the Test Scores................................ 117 E d u c a t i o n ................................ 117 Occupation................................ 118 Accident Involvement and Personal A t t r i b u t e s ................................ 119 Rural-Urban Residence ................. 120 A g e ....................................... 121 Purposes of Car U s a g e ....................121 District.................................. 122 Income.....................................123 Kilometers Driven ..................... 123 Means of Obtaining L i c e n s e s ............. 124 Driving Experience........................ 125 Occupation................................ 125 E d u c a t i o n ................................ 127 D i s c u s s i o n .................................. 128 Suggested Safety Program................. 128 Objectives................................ 130 Reporting System.......................... 13 2 vii TABLE OF CONTENTS (cont.) Chapter Page Determining Causes........................ 134 Plan for A c t i o n .......................... 134 Organization, Administration, and S u p e r v i s i o n ............................ 135 Motor Vehicle Administration............. 136 Traffic Engineering ................... 139 Law E n f o r c e m e n t ....................... 14 0 Public Relations.......................... 142 R e c o r d s ................................ 14 3 Law Ordinances............................ 144 E d u c a t i o n ..............................14 5 Evaluation and Improvement............... 153 Recommendations for a Safety Program. . 154 APPENDIX A .............................................. 157 APPENDIX B ............................................ 19 0 APPENDIX..C .............................................. 200 BIBLIOGRAPHY............................................. 213 viii LIST OF TABLES Table Page 2.1. SELECTED STATISTICS FOR THE 2.2. SELECTED STATISTICS CONCERNING ACCIDENTS IN THE ARAB WORLD 2.3. 4.1. 4.2. 4.3. 4.4. 4.5. 4.6. 4.7. ARAB WORLD 1971 . 40 47 ROAD NETWORKS IN KILOMETERS IN NINE ARAB STATES 48 RELATIONSHIP OF EDUCATION TO TEST SCORE IN THE AREA OF INTERNATIONAL ROAD SIGNS. . . . 68 RELATIONSHIP OF EDUCATION TO TEST SCORE IN THE AREA OF RULES AND R E G U L A T I O N S 70 RELATIONSHIP OF EDUCATION TO TEST SCORE IN THE AREA OF GENERAL SAFETY INFORMATION. . . RELATIONSHIP OF EDUCATION TO TEST SCORE IN THE AREAS OF INTERNATIONAL ROAD SIGNS, RULES AND REGULATIONS, AND GENERAL SAFETY INFORMATION 71 73 RELATIONSHIP OF OCCUPATION TO TEST SCORE IN THE AREA OF INTERNATIONAL ROAD SIGNS. . . . 75 RELATIONSHIP OF OCCUPATION TO TEST SCORE IN THE AREA OF RULES AND R E G U L A T I O N S 76 RELATIONSHIP OF OCCUPATION TO TEST SCORE IN THE AREA OF GENERAL SAFETY INFORMATION. . ix . 78 LIST OF TABLES (cont.) Table 4.8. 4.9. 4.10. 4.11. Page RELATIONSHIP OF OCCUPATION TO TEST SCORE IN THE AREAS OF INTERNATIONAL ROAD SIGNS, RULES AND REGULATIONS, AND GENERAL SAFETY I N F O R M A T I O N ................................ 79 RELATIONSHIP OF ACCIDENT INVOLVEMENT TO TEST SCORE IN THE AREA OF INTERNATIONAL ROAD S I G N S ...................................... 80 RELATIONSHIP OF ACCIDENT INVOLVEMENT TO TEST SCORE IN THE AREA OF RULES AND REGULATIONS. 82 RELATIONSHIP OF ACCIDENT INVOLVEMENT TO TEST SCORE IN THE AREA OF GENERAL SAFETY I N F O R M A T I O N ................................ 83 4.12. RELATIONSHIP OF ACCIDENT INVOLVEMENT TO TEST SCORE IN THE AREAS OF INTERNATIONAL ROAD SIGNS, RULES AND REGULATIONS, AND GENERAL SAFETY INFORMATION....................... 84 4.13. DISTRIBUTION OF SAMPLE ACCORDING TO RURALURBAN RESIDENCE AND ACCIDENT INVOLVEMENT. 4.14. 4.15. 4.16. 4.17. 4.18. . 87 DISTRIBUTION OF SAMPLE ACCORDING TO AGE OF DRIVERS AND THEIR ACCIDENT INVOLVEMENT. .. 88 DISTRIBUTION OF THE SAMPLE ACCORDING TO CAR USAGE AND ACCIDENT INVOLVEMENT.......... 90 DISTRIBUTION OF THE SAMPLE ACCORDING TO DISTRICT AND ACCIDENT INVOLVEMENT ........ 91 DISTRIBUTION OF THE SAMPLE ACCORDING TO INCOME AND ACCIDENT INVOLVEMENT ........... 93 DISTRIBUTION OF THE SAMPLE ACCORDING TO KILOMETERS DRIVEN ANNUALLY AND ACCIDENT I N V O L V E M E N T ............................. x 94 LIST OF TABLES (cont.) Table Page 4.19. DISTRIBUTION OF THE SAMPLE ACCORDING TO MEANS OF OBTAINING LICENSES AND ACCIDENT INVOLVE­ 95 MENT................................... 4.20. DISTRIBUTION OF THE SAMPLE ACCORDING TO DRIVING EXPERIENCE AND ACCIDENT INVOLVE­ MENT................................... 97 4.21. DISTRIBUTION OF THE SAMPLE ACCORDING TO OCCUPATION AND ACCIDENT INVOLVEMENT . . . . 4.22. DISTRIBUTION OF THE SAMPLE ACCORDING TO THEIR EDUCATION AND ACCID'ENTINVOLVEMENT. xi 98 . 99 LIST OF FIGURES Figure 2.1. 2.2. 2.3a. 2.3b. Page Area of the Arab World and Saudi Arabia, 1971........................................ 28 Population of the Arab World and Saudi Arabia, 1971........... ... ................. 29 Number of Vehicles in the Arab World, 1971, Compared to Total W o r l d ............. 30 Number of Vehicles in Saudi Arabia, 1971, Compared to Arab World...................... 31 2.4. Car Ownership per Person, 1971.. . . . . . . 32 2.5a. Fatalities in the Arab World and Saudi Arabia...................................... 37 Number of Traffic Injuries in the Arab World and SaudiArabia, 1971............... 42 Model for Traffic Safety Program and Traffic Accident Prevention ........................ 131 2.5b. 5.1. xii LIST OF GRAPHS Graph 2.1. Page Increase in Cars in the Arab World (top) and Saudi Arabia (bottom) ................. 34 2.2. Increase in Traffic Deaths from 1967-1971 . . 35 2.3. Death Rate per 100,000 Persons in Three Arab States Leading in Number of Fatalities. . . 38 The Number of Traffic Accidents per 100,000 People in Saudi Arabia Compared to Other Selected Arab Countries, 1 9 7 1 ............. 41 Injury Rate per 100,000 People in Three Arab States Leading in Number of Injuries. . . . 43 2.4. 2.5. 2.6a. 2.6b. 2.7. Traffic Deaths per 100,000 People in Saudi Arabia and Selected Arab Countries, 1971. . 44 Traffic Deaths per 10,000 Cars in Saudi Arabia and Other Selected Areas of the W o r l d ...................................... 45 Number of Fatalities per 100 Million Kilom­ eters in Selected Arab States and Western Countries, 1968 ............................ 46 xiii CHAPTER I THE NATURE OF THE PROBLEM Introduction Throughout the ages, the history of mankind has closely reflected the history of transportation. According to Walter D. Ladd, "The traffic problem is as old as man's first effort to go from one place to another."'*' The same author contends that the first efforts at regulation stemmed from the problem of which of two meeting travelers should first move aside on a narrow lane and to which side. 2 The first signs probably originated in solution to the same type of practical problem. Road traffic accidents in large numbers, however, are of comparatively recent origin in the more highly de­ veloped countries and are beginning to be a problem in less ^Walter D. Ladd, Organizing for Traffic Safety in Your Community (Springfield, Illinois: Charles C. Thomas, 1959), p. 4. 2 Ibid., p . 4. 1 2 developed countries, where preventative tools will be more effective, since they may be applied immediately, before the problem becomes too complex. Therefore, it becomes very important that the lessons learned by highly motorized countries should be made fully available and applied when­ ever practicable in countries where motorization is devel­ oping . The deaths from road traffic accidents are growing in importance as countries become more highly developed and the number of accidents increases concomitantly. For ex­ ample, two deaths were registered in 18 96 in Great Britain due to motor vehicles. 3 In 1970, in the same country the number of fatalities increased to 6,883. States one death was registered in 1899. 4 5 In the United In 1971, in the same country, the deaths resulting from car accidents rose g to 55,000 people. From these small beginnings a stream of deaths and injuries has followed. 3 L . G . Norman, Road Traffic Accidents— Epidemology Control and Prevention (Geneva, Switzerland: World Health Organization, 1962), p. 9. 4 Statistics of Road Traffic Accidents in Europe (New York: UN, 1970), p. 9. 5 L. G. Norman, op. cit., p. 9. c J. L. Recht, "The 1971 Traffic Story-Rate Down," Traffic Safety, Vol. 72, No. 3 (1972), p. 28. 3 The size of the problem and the human loss involved is indicated by the fact that in 1970 there were more than 205 thousand people killed and more than 8.5 million people . . . 7 injured world-wide in road accidents. The tragedy of road traffic accidents is that they particularly involve the young and adventurous. For example, as mentioned, the deaths in the United States as a result of road traffic accidents amounted to 55,000. Nearly one-third of all motor vehicle accident vic- tims were of and between the ages of 15-24. g Beside the pain and suffering caused by unfortunate death or permanent disability, a tremendous economic loss to nations arises as a result of road traffic accidents— these economic losses, involving medical and surgical treatment, the loss of the services and the efficiency of the injured person. The magnitude of the problem is indicated by the fact that in 1971 the total cost as the result of the road traffic accidents in the United States was estimated to be $14,300,000,000.9 7 International Road Federation, World Statistics 1966-70, Geneva. 8 J. L. Recht, op. c i t ., p. 28. 9 Ibid., p. 28. 4 World-wide, the economic loss as estimated by the World Health Organization in 19 67 was more than 40 billion dollars. This amount is equivalent to three times the aid given to developing countries from developed nations.^ These figures indicate a serious economic loss to the people of the world which should be taken into considera­ tion in planning the future. Purpose of the Study The first purpose of this study is to compile basic statistics concerning various aspects of the traffic situa­ tion in the Arab World, and particularly Saudi Arabia, as these compare to various world traffic statistics. review of major sources of information, After a such as, The Inter­ national Road Federation, World Health Organization, U.N. publications, etc., the conclusion was reached that there exist few or no sources where basic information concerning the Arab World had been gathered. Therefore, this study ^ United Nations Conference on Road Traffic, Vienna, Austria, 7 October-8 November 1968. Translated by the Office of Transportation for the Arab League, Cairo. 5 undertook to perforin this task. Where information was not available, an attempt was made to gather it, mainly through personal correspondence with the appropriate agency of each government. A second purpose was to examine the knowledge of a sample group representing an important growing uni­ verse of drivers in Saudi Arabia, that is, private drivers, using a mailed questionnaire. In 1970, 23,820 drivers' li­ censes were issued for the whole country and of these 19,178 can be classified as private drivers.^ The knowledge tested concerned (a) road signs, (b) the road rules and regulations, and (c) general safety information. This information and certain personal data compose a profile image of the average Saudi driver includ­ ing his age, education, driving experience, number of acci­ dents involved in, purpose of car ownership, rural or urban residence, district, income, and occupation. ^Statistical Department of Traffic in Riyadh, Car Registration and Classification, 1970 [obtained from per­ sonal correspondence]. 6 The Importance of the Study A modern accident reporting system helps policy­ makers plan and organize future programs. These programs should be based on complete information about the average driver— his age, education, jobs, accidents involved in, location, purpose of driving, etc. In the developing na­ tion of Saudi Arabia, the accident reporting system is not well developed or organized. Subsequently, the policymaker experiences many difficulties in planning successful pro­ grams . This study, the first of its kind in Saudi Arabia, and probably in the Arab World, intends to give a general profile image of the average male private car owner in Saudi Arabia. This type of study was highly recommended by the first Traffic Conference for the Arab World held in Cairo, Egypt, 20-25 May 1972. 12 The conference emphasized the fact that increasing numbers of persons are killed every year in road traffic accidents and pointed to the immediate need for scientific research as a major means of 12 Recommendation of the First Traffic Conference for the Arab World Held in Cairo, 20-25 May, 1972, Amend­ ment 7, p . 7 . 7 discovering ways to communicate with drivers most effec­ tively. Furthermore, the conference pointed out that any study of this nature should be published and disseminated among the Arab States for maximum benefit. A study of Saudi Arabia, part of the Arab World, would not be benefi­ cial to that country alone but also to the rest of the Arab World. Definition of Terms Accident: An event or occurrence which is unexpected or undesigned, which has an element of chance or probability, and which has undesirable results. Arab World: 13 The eighteen countries of Algeria, Bahrein, Iraq, Jordan, Kuwait, Lebanon, Libya, Moracco, N. Yemen, Egypt, Qatar, Oman, Saudi Arabia, S. Yemen, Sudan, Syria, Tunesia, U.A.E. 13 (Union of Arab Emerates). . . . J. Stannard Baker and William R. Stebbms, Jr., Dictionary of Highway Traffic, p. 2. 8 Bus: Every motor vehicle designed for carrying more than 10 passengers and used for transportation of persons. Car (passenger): passengers. 14 Every device used for the transport of In addition to the driver's seat, it should have at most eight seats or those used for the transport 15 of goods that do not exceed 3.500 kg (7,700 p ds). Defensive Driving: Driving to prevent accidents in spite of the incorrect actions of others and adverse conditions. Driver: 16 Any person who drives and has actual physical con- trol of a vehicle. Fatal Accidents: 17 Implies the inevitability or actual oc- currence of death a disaster. 14 18 Ibid., p. 20. 15 United Nations Conference on Road and Motor Transport, Geneva, 23 August-19 September, 194 9, New York: UN Publication, p. 62. 16 Motor Fleet Safety Quiz, Traffic Safety, Nov., 1972, Vol. 72, No. 11, p. 21. 17 18 Baker and Stebbms, o p . c i t ., p. 58. Webster's New World Dictionary (Cleveland and New York: The World Publishing Company, 1962), p. 9 Kilometer: meters A unit of length or distance equal to 1,0 00 (3,280.8) feet or 5/8 of mile. eter = 0.386 square mile. One square kilom- 19 Nan-Fatal Injury Accident: An accident in which at least one person is injured, and no injury terminates fatally. Truck: 20 Every motor vehicle designed and used primarily for transportation of proper t y . ^ Vehicle: Every device upon or by which any person or prop­ erty may be transported or drawn upon highway, excepting devices moved by human power. 22 Hypotheses It was hypothesized that due to the lack of exten­ sive driving tests, and the lack of overall emphasis through the media or educational channels concerning knowledge of road signs and road rules and regulations: ^ Ibid., p . 804 . 20 21 Baker and Stebbins, o p . c i t ., p. 141. Ibid., p. 268. 22 Ibid., p. 268. 10 1. The sample group overall would show a basic lack of knowledge on all parts of the test. 2. The test scores will show a relationship to the personal attributes of individuals, especially edu­ cation and occupation. Sub-Hypotheses 1. The scores on the test are related to the accident involvement of respondents, i.e., a low score on the test is related to having had one or more accidents. 2. As stated above, test scores will vary according certain personal attributes. personal attributes to Therefore these same (and others) are also related to accident involvement. Basic Assumptions For the purpose of this study, the assumptions have been made that: 11 1. The use of the questionnaire was appropriate for the kind of information needed. The questionnaire was designed to reveal information about the aver­ age male private car owner in Saudi Arabia includ­ ing driving knowledge, age, occupation, purpose for using the car, average annual kilometers driven, education, accident involvement, average annual income, etc. Since females are forbidden by law to drive in Saudi Arabia, this study considers only males. 2. Test was adequate for the purpose of the study. 3. Those taking the test would be cooperative. 4. A questionnaire can be designed which will collect suitable information about the individual. Limitations of the Study 1. Some difficulties would be found in obtaining the same number of subjects regionally since the South and the North are particularly inaccessible. 12 2. Government employees were more available than the other categories of drivers, such as students, com­ pany employees, and businessmen; therefore, they will predominate as respondents, although the exact proportions of each group in the society are un­ known and therefore whether this study represents those proportions is also unknown. 3. Due to the lack of accurate population statistics, maps or directories, a random mailed sample was not possible. Organization of Chapters Chapter I introduced the developing score of driv­ ing problems, and the increasing effect of these on the world scene. Chapter II discusses the lack of traffic studies in the Arab World. However, a general overview of the extent of traffic problems, a growing concern in the Arab World, will be presented as these are related to the number of cars, the number of accidents, and factors involved. Arabia will be emphasized. Saudi 13 Chapter III will be concerned with the research design and methodology that was used. Chapter IV will contain the statistical description and analysis of data. Chapter V includes the summary of the major find­ ings, conclusions, and recommendations. CHAPTER II REVIEW OF RELATED LITERATURE The Importance of Research Accident statistics are a main concern of road safety research since they supply basic information con­ cerning the relative importance of the various factors which contribute to accidents. This information is often subsequently used as a guideline and method of preventing road accidents and also to assist in determining the direc­ tion of further investigation. They then again become use­ ful as indicators of how successful the measures taken to reduce accident problems have been, that is, they provide a record of the trends taking place in accident situations. The total accident picture is most easily obtained by recording the number of accidents over several years and the factors involved, and the number of behicles registered from year to year. This information can be used not only 14 15 to estiriiate future growth, but also to help plan new roads and new traffic policies.1 According to Aaron and Strasser, The component parts of the traffic accident problem are identified as (1) the driver, (2) the highway, (3) the vehicle. Each of these are closely related to theories of traffic accident * causation. Without question, the human element is the single most important factor in the cause of traf­ fic accidents. Basically such accidents are due to driver failure, carelessness, or violation of man-made laws or forces of nature. Estimates from several studies indicate that the human ele­ ment is responsible for 80-8 5 percent of all traffic accidents.^ T. W. Forbes concurs when he writes that, "It has been clear almost from the first studies that errors, lapses and limitations of automobile drivers were involved in 7 5-90 percent and, at least in part, responsible for a vast majority of mishaps." 3 These authors continue by saying that approximately 10 percent of traffic accidents are caused by unsafe Dept, of Scientific Research, Research on Road Safety (London: Her Majesty's Stationery Office, 1963), p . 7. 2 J. E. Aaron and M. K. Strasser, Driver and Traffic Safety Education (New York: The MacMillan, 1966), p. 12. 3 T. W. Forbes, Human Factors in Highway Traffic Safety Research (New York: Wiley Interscience, 1972), p. 3. 16 highway conditions. Often these are due to highways which have not been modernized, poor maintenace, and improper traffic devices.^ Another 5 percent of traffic accidents are probably caused by mechanical deficiencies. The au­ thors, however, mention that recent studies conducted at Harvard University "suggest that the percentage of mechan­ ical failures causing traffic accidents is considerably more than this number." 5 This study concerns itself with the human element, that is, the driver— his age, experience, education, and knowledge of the other two factors mentioned above, the highway and the vehicle. According to Albert P. Weiss and A. R. Lauer, who wrote in the 193 0's, the traffic problem was just beginning to be considered as a social problem in America. Traffic accidents up until this time were regarded as chance occur£ rences. Accidents were regarded as fortuitous events in 4 Ibid., pp. 13-16. 5Ibid., p . 16. A. Weiss and A. Lauer, Psychological Principles in Automotive Driving (Columbus: Ohio State University, 19 31), p. 11. 17 the past, according to A. G. Arbous and J. E. Kerrich, Accidents are no longer regarded as en­ tirely fortuitous events and the inevitable price to be paid for technological advance­ ment. Events which were previously consi­ dered to be chance-determined are now re­ garded as preventable and causes which were hitherto regarded as beyond the control of the individual are now seen in many cases as intimately related to his psychophysiological make-up.^ Arbous and Kerrich conclude that conditions at the time of an accident are varied and complex? hence, the inability to apply simple solutions. Since it is now realized that accidents caused by chance but by human factors which can are not be analyzed, this study will attempt to take a basic step in understand­ ing the human factor, that is, to construct a profile image of the average private car owner in Saudi Arabia, based on factors such as age, education, driving experience, knowl­ edge and attitudes, and skill. A number of other studies and Ph.D. dissertations were helpful in suggesting the format of A the questionnaire used to obtain this information. similar study by A. R. Lauer constructs a type of profile image of the average American driver. Considered 7 A. G. Arbous and J. E. Kerrich, "The Phenomenon of Accident Proneness," Industrial Medicine and Surgery, XXII (April, 1953), p. 141. 18 here only is his study concerning male drivers, since this study is concerned only with male drivers. He stated that, The average male driver is in the neigh­ borhood of 35 years of age. He drives a car between 4 and 5 years old with approximately forty thousand miles on the speedometer. The average male driver has driven about 20 years and travels slightly over ten thousand miles a year in his automobile. We should say this is the mode. This mileage is reached between the ages of 25 and 30. The mileage of male drivers builds up from around 4,000 at 16 to something over 13,000 at 27, then gradually goes down until the age of 40 when it levels off until about 55, after which there is a second drop down to about age seventy. Mile­ age then levels off again until about 7 5 or 80 . . . . The average male drives his car around 8,000 miles during the year in the daylight. This individual is just short of having completed a high school education. Ultimately about six males out of ten are caught and booked for violating traffic ordinances. One in ten has a serious accident annually. One in eight has a major reportable accident.® The factors discussed by Lauer in constructing his profile image have been the subject of study by other groups. In order to indicate why Lauer might have chosen itself with these same factors, certain recent studies stressing the importance of age, attitudes, driving g A. R. Lauer, Psychology of Driving (Springfield, Illinois: Charles C. Thomas, 1960), pp. 73-74. 19 experience, occupation, socio-economic status, education, skill, and rural-urban residence in relation to safe driv­ ing are briefly discussed. Age has been a much discussed factor. In 1938, a national committee prepared a comprehensive report on this topic by analyzing 19,000 Connecticut driver records and concluded that younger drivers had an undue proportion of accidents.^ More recent studies support this finding and are summarized by T. W. Forbes. Accidents and convictions for traffic of­ fenses generally decrease with increasing age; however, when miles driven are taken into ac­ count, then both young and old drivers have poorer driving records than do middle-aged groups. A recent publication reporting addi­ tional findings from the 19 64 California Driver Record Study indicates there are dif­ ferences in violation patterns as a function of age. Specifically . . . those violations most prevalent among young drivers reflect a greater propensity for risk-taking behavior. 9 Motor Vehicle Traffic Conditions in the U.S., Part 6, House Document No. 46 2 (Washington: U.S. Govern­ ment Printing Office, 1938), p. 52. 20 while the violations most common among old drivers may be associated with increasing de­ crements in physical and judgmental skills that are known to occur with increasing a g e . Attitudes Attitudes are important to safe driving. Attitudes have been defined by W. A. Mann as, "a psychological set to react to certain stimuli in a pre-determined direction with a pre-determined f o r c e . A t t i t u d e s , determined by a large and complex number of factors may affect youngsters' or adults' attitudes toward driving, which is essentially a social relationship. Depending on the individual's atti­ tudes, driving may be seen as competitive and unassociated with responsibility. Serious consequences, including acci­ dent involvement, may result. Other studies, such as that by A. R. Lauer, confirm the importance of attitudes. 12 "^T. W. Forbes, op. cit., p. 80. ^ W i l l i a m A. Mann, Building Attitudes for Safety (article), Highway Traffic Safety Center, Mich. State Uni­ versity, pp. 4 and 6. 12 A. R. Lauer, The Psychology of Driving (Spring­ field, 111.: Charles C. Thomas, 1960), p. 85; see also Herbert J. Stack, "Physical, Mental and Emotional Factors," in ENO Foundation, The Motor Vehicle Driver, His Nature and Improvement (Saugatuck, Conn.: ENO Foundation, 1949), p. 53. 21 Driving Experience Available information seems to indicate that, in general, the more miles driven, the greater the exposure to risk, although exposure in urban areas could be expected to be greater than in rural areas. For example, T. W. Forbes concludes that "accidents and convictions increase with increasing mileage." 13 Occupation As of yet, there exists little conclusive data re­ garding the relationship between safe driving and occupation. According to several different sources, 14 this dif­ ficulty may be due to the interaction between occupation and other variables such as education and socio-economic level. 13 14 T. W. Forbes, op. cit., p. 80. Ibid., p. 81? and H. J. Stock and M. K. Moran, "Accident Repeaters and Chronic Violators," in ENO Founda­ tion, op. c i t ., p. 105. 22 Socio-Economic Status Some of the same difficulties exist in the study of socio-economic level as exist with regard to occupation. Contradictory data cause the results to be inconclusive. For example, Weiss and Lauer, Brody, and the ENO study could find no significant relationship; however, DeSilva found that a poor accident record and low socio-economic status were rel a t e d . ^ Knowledge, Information, and Education Again it is evident that more research is necessary to determine precise relationships between different vari­ ables and safe driving. While one study indicated that accident repeaters and nonrepeaters did not vary in terms of their knowledge and information of such things as, rules of the road, traffic signs, and facts pertaining to the automobile and highway; another study 16 has shown that non­ repeaters were better informed than repeaters as measured 16Ibid., pp. 103-104. 23 by various standard tests. A related study concerning edu­ cational background (as opposed to simply general knowledge and information) indicates a significant relationship be­ tween educational level and driving record, poor records being found to correspond to lower educational levels. 17 Rural-Urban Residence It would be expected that the accident rate for those in urban areas would be higher than in the less con­ gested rural areas. This expectation is in fact borne out by studies in both the U.S. and Great Britain. M. D. Kramer reported that, " . . . 80 percent of the drivers involved in accidents (in nineteen states, 1947) lived in urban areas." 18 More recently, studies in Great Britain showed that, The lowest accident rates are on motorways and rural roads in open country, and the highest in the centres of large towns. Fatality rates are low in towns but high 17 18 T. W. Forbes, op. cit., p. 81. David Montoe and E. J. Honeycutt, "Accident Records and Driver Performance," in ENO, o p . c i t ., p. 9. 24 on unrestricted main roads leading into large towns.19 While the above mentioned factors might therefore be expected to affect the accident involvement of an indi­ vidual, the country or area of the world in which he is situated will also straongly affect his driving experience and accident involvement, since it provides the individ­ ual's driving context. Therefore the following information deals with traffic internationally, especially in the Arab World and Saudi Arabia, which provides the context for the average driver studied in this paper. The Problem Internationally Problems resulting from road traffic have not stopped in the developed nations, but have spread to devel­ oping nations as well, representing the price of moderniza­ tion and convenience. A mutual international approach to road safety has therefore become not only necessary but of pressing importance. 19 Dept, of Scientific Research, Road Research Laboratory, Research on Road Safety (London: Her Majesty's Stationary Office, 1963), p. 41. 25 Exchange of ideas and information on safety matters is of great value since problems are shared and one country may gain much from the past experience and solutions ap­ plied by another nation. International research isolating common factors involved in accident causation will thus play an increasingly important role. A dramatization of the problem may also make the driver more aware of his re­ sponsibilities, both within his own nation and others. To provide information on the total situation within which the average Saudi Arabian private car owner drives, an attempt was made to review some pertinent char­ acteristics of the traffic picture in Saudi Arabia. Since analogous in-depth studies, such as those mentioned in the preceding section executed primarily in the United States, have not yet been carried out in the Arab World, this information will consist largely of sta­ tistical information concerning the magnitude of the prob­ lem, the number of fatalities, injuries, and other factors. For comparative purposes, Saudi Arabia was examined rela­ tive to certain selected countries and the Arab World, and in turn, the Arab World was examined in relation to the rest of the world. It is hoped that not only will this 26 information provide a background for the following discus­ sion, but will also create an awareness of and concern about the growth of the problem in Saudi Arabia and the Arab World. Information on studies or basic statistics was se­ cured by sending letters to the embassies, traffic depart­ ments, public relations departments, and transportation departments of each state involved. Requests for this same information were also sent to most international orga­ nizations which concern themselves with road traffic, e.g., the International Road Federation (IRF) in Washington and Geneva, the United Nations, the International Criminal Po­ lice Organization in Paris (INTERPOL), Automobile Manufac­ turers Association in the U.S., the U.S. Department of Com­ merce, and World Touring and Automobile Organization don) . (Lon­ University Microfilms (Ann Arbor) were also con­ tacted with regard to any internationally oriented studies (see Appendix A ) . Most of these international organiza­ tions, however, lacked basic information on the Arab World with regard to the number of fatalities and the number of injuries, and were largely unable to report any known studies concerning the Arab World. 27 In an attempt to fill in this knowledge gap, the following section gives a compilation of information as obtained from the above mentioned sources within the Arab states, with the emphasis on Saudi Arabia. As shown in Figure 2.1, the Arab World consists of 8.8 percent of the total world area, with Saudi Arabia, which is itself rather large, comprising 18 percent of the Arab World's area. The population of the Arab World shown in Figure 2.2 is relatively large; however, the population of Saudi Arabia is small considering its large land area. Figure 2.3a shows that the Arab World as a whole has as yet a small number of cars. However, Saudi Arabia, as shown in Figure 2.3b, has a relatively large number of cars, and is the fifth leading nation of the eighteen Arab states in terms of car ownership per capita (Figure 2.4). The rapid increase in number of cars in Saudi Arabia prob­ ably reflects the fact that the younger generation is ob­ taining a better education. This leads to increased job mobility, both from city to city, and also within the city as the young people move about to follow employment oppor­ tunities. Not only is the car increasingly necessary for 28 AREA ARAB WO R L D 11,953,107 WORLD ARAB SO. KM. 135,781,000 ( 8 . 8 %) SQ. KM. WORLD AREA SAUDI ARABI A 2,149,690 ARAB SQ. KM. ( 18 %) WORLD 11,95 3, 107 Fig. 2.1.--Area of the Arab World and Saudi Arabia, 1971. POPULATION ARAB WORLD 126,650,000 WORLD ARAB ORLD -SAUDI ( 3 . 4 8 %) 3 ,6 3 2 ,0 0 0 ,0 0 0 POPULATION ARABIA 6 ,9 99 ,0 00 ( 5 . 5 3 %) ARAB WORLD 126,650, 7 0 0 Fig. 2.2.— Population of the Arab World and Saudi Arabia, 1971. 30 CARS ARAB WORLD WORLD 2 4 8 * 8 9 7, 6 2 0 PASSENGER CARS ARAB WORLD 1,353,352 (.70% ) WORLD 193,897,414 TR U C K S AND BU SES ARAB WORLD 482,037 (.87% ) WORLD 55,000,206 Fig. 2.3a.— Number of Vehicles in the Arab World, Compared to Total World. 31 TOTAL CARS - ARAB WOR L D SAUDI ARABIA ARAB WORLD 1 8 6 7 ,9 8 4 , PASSENGER CARS - ARAB WORLD SAUDI A R A B I A 78,292 (5.71 ARAB WORLD 1,353,352 T RUCKS AND BUSES - ARAB WORLD SAUDI ARABI A A R AB WORLD 482,037 Fig. 2.3b.— Number of Vehicles in Saudi Arabia, 1971, Compared to Arab World. 32 CARS ARAB P ER P E R S ON WORLD 3 LEADING AR AB — ARAB ##8686 WORLD 68 PER CAR STATES BAHREI N Mr 13 6 P E R CAR LIBYA It 9 K U WA I T 8 5 PER PER CAR CAR EGYPT 174 PER CAR SYRIA A i 129 PER CAR IRAQ SAUDI 86 ARABIA Fig. 48 PER PER CAR CAR 2.4.--Car Ow nership per Person, 1971. 33 employment purposes, but also represents a status symbol reflecting a modern life and convenience. The number of cars is increasing tremendously as shown in Graph 2.1, on page 34. isons are difficult, However, strict compar­ since figures covering the same pe­ riods of time are not available. As indicated at the bottom of that page, the number of cars in Saudi Arabia almost doubled between 1964 and 1971. Since highway planners and road builders in the U.S.A. generally operate on the theory that the number of cars will normally double every twenty years and plans are made accordingly, the doubling of cars in Saudi Arabia within a seven-year period indicates the phenomenal growth taking place and points to the future problems inherent in these rates of growth. The increase in the number of behicles in the Arab World also runs high, as shown in this same graph. Between 1968 and 1971 the percentage increase was 38 percent. As shown in Graph 2.2, one of the results of such a rapid increase in the number of cars is the tremendous in­ crease in fatalities attributable to collisions--an increase of 6.6 times in Saudi Arabia between 1967 and 19 71. Thus, 34 ARAB WORLD CARS 1, 867, 9 8 4 1,351,008 38.26% I NCREASE 968 1971 44,768 77,853 85. 95% I NCREASE 964 971 Graph 2.1.--Increase in Cars in the Arab World (top) and Saudi Arabia (bottom). ^Figures for the same number of years are not available. 35 652 / / / DEATHS / 99 INCREASED 6.6 TIMES 1967 Graph 2.2.--Increase in Traffic Deaths from 1967-1971. 97 36 while the number of cars was doubling, the number of fatal­ ities was increasing sevenfold in a four-year period. Figure 2.5a indicates that in the Arab World, the number of cars amounts to less than 1 percent of the total number of cars in the world, while the number of fatalities amounts to almost 5 percent of the world fatalities. One might conclude that this high number of auto fatalities in the Arab World, and Saudi Arabia in partic­ ular, is due at least in part to the lack of preparation to accommodate the increasing number of cars as well as the lack of adequate safety programs that reach the driver. The magnitude of the problem cannot be overemphasized, as is shown in Graph 2.3. The three Arab States shown are not only leading in number of fatalities among all the Arab nations, but also are the three leading nations in the world in number of traffic fatalities per 100,000 popula­ tion. Thus in comparison with the more technologically ad­ vanced countries the Union of Arab Emirates has a death rate of 3 5.5 per 100,0 00 population; Libya has 3 0.2; and Kuwait 27.9 for 1971. On the other hand the U.S.A. has a death rate of 25 per 100,00 0; Italy has 18; and Great Britain only 13 deaths per 100,000 due to car accidents, 37 TRAFFIC FATALITIES ARAB WOR L D 9 ,680 ( 4 . 7 2 %) WORLD ARAB WORLD 205,000 TRAFFIC SAUDI ARABI A 652 (6.73%) ARAB WORLD 9,680 Fig. 2.5a.— Fatalities in the Arab World and Saudi Arabia. FATALITIES 38 0} 0 ) -M P CO XJ fd (U 0) P 43 Eh a •H W 13 O (0 p 0) cu o o o o o p ( U Q* 0) . P W fO Q 03 I Cn I •

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1 rH ■p oi •H -P 53 0 C EH o) Q 14 of 48 CD O P o CO 49 There is a relatively small number of persons per car and this is decreasing as the number of cars increases. On the other hand there are few roads with a large percent unpaved. Thus in the developing areas of the Arab World, traffic accidents and fatalities are even more numerous and serious than in the already developed countries. Undoubtedly, the inability of planning to keep up with the unexpected growth in number of cars has created the potential for fatal acci­ dents . More specifically, as discussed in the beginning of this chapter, human error is the main contributor to acci­ dent involvement and seems to be aggravated under the con­ ditions of growth just mentioned. The information received from numerous governments of Arab states indicated that the immediate causes of accidents corresponds well to those mentioned by C. H. Lawski, Jr. 20 They are as follows: . . . exceeding the speed limit or driving too fast for conditions, driving on the wrong side of the road, disregarding stop signs of sig­ nals, improperly failing to yeild the right of way at intersections, attempting to pass on a 20 C. H. Lawski, Jr., Psychological Studies Related to Driving Speed on the Highway, Ph.D. Dissertation, Purdue University, 1940. 50 curve or hill a vehicle moving in the same di­ rection, failure to signal intention to stop or turn, drinking or drugged driving, and other violations. All of the above factors seem to be the result of four problems— inattention, indifference, incompetency, and inexperience. 21 This study is designed to test Saudi drivers in all of these factors and to attempt to uncover the dif­ ferences in personal profiles that might account for them. Chapter Three therefore deals with the research methods used in gathering this information. 21 S. L. Beasley, et a l ., A Review of Current Re­ search Related to Psychological Aspects Pertinent to Driver Education and Traffic Safety, M.S.U., College Instructors Workshop, August, 1963. CHAPTER III PROCEDURES Purpose of the Chapter This chapter is devoted to the discussion of the source of data and the procedures used in obtaining and evaluating the data. gories: 1) It is divided into four main cate­ the population sample, 2 ) the development of the instruments, 3) collection of data, and 4) analysis procedures. The Sample The population from which the sample for this study was selected consisted of those private car owners in Saudi Arabia who had obtained valid driver's licenses and were eighteen years of age or more. This group consists of gov­ ernment employees, businessmen, students, employees of com­ panies, and others. 51 52 Due to the confidential nature of the records, their inaccessibility due to poor filing, the lack of street numbers or phone books, it was not possible to send a random mailed questionnaire to private car owners. As a result, data was gathered by sending three hundred ques­ tionnaires to different parts of the country, carried and administered by interviewers with full instructions as to how the questionnaire should be used. An attempt was made to randomly select respondents within each category of private car owners, that is, government employees, students, businessmen, and company employees from each of the five provinces. Interviewers located themselves in places fre­ quented by members of each group and distributed the ques­ tionnaire to anyone within these categories who met the conditions of age and valid driver's licenses of the pri­ vate type, i.e., not the driver of a taxi or other public vehicles. In the United States, the subjects of this study would be defined as having an operator's license. An at­ tempt was also made to obtain an equal number of interviews from the various categories. However, due to the large number of government employees which our interviewers en­ countered, this was not possible and leads to the 53 speculation that government employees of various types out­ number the other categories of private car owners. Another expected problem arose with regard to obtaining an equal number of questionnaires from each of the five provinces since in the north and south roads are poor and there is a general lack of a transportation network and hence few li­ censed drivers. Also, many of the private car owners from these two provinces commute to and work in other provinces. This sample does not include females since they are not allowed to drive in Saudi Arabia. Of questionnaires used in the final analysis, subjects were distributed by occu­ pation as follows: 102 government employees, 4 2 business­ men, 28 company employees, and 28 students. By region the distribution was 101 from the Western Province, 35 from the Eastern Province, 5 from the Northern Province, 5 from the Southern Province, and 54 from the Central Province. The total number of questionnaires upon which the final anal­ ysis was based is 2 0 0 . 54 The Development of the Instrument Preparation for this research started initially with a survey of related literature in the field. Many letters were sent to various international organizations related to traffic issues; however, there was apparently a dearth of research of this type being carried out in developing nations in general and the Middle East in par­ ticular. A survey of related literature in the United States and England was helpful in suggesting areas perti­ nent to the purpose of this study, particularly in those characteristics which would compose an adequate profile of an average driver. Other studies and a number of Ph.D. dissertations were helpful in suggesting a format for the questionnaire. Pilot Study After the questionnaire was translated from English to Arabic and approved by an Arab professor of Social Sci­ ence, Dr. Fouzy Naggar, the questionnaire was pre-tested on 25 Saudi drivers who had just arrived in the United States 55 (see Appendix C for Dr. Naggar's letter of approval). These drivers reflect different backgrounds in level of education, age, regions of origin, and driving experience. All of them were over 18 years of age and held valid driver's licenses from Saudi Arabia. Since these drivers had been in the U.S. for less than one month and none were as yet in possession of a car, they had not been exposed to driving experience in the U.S.A. nor had they taken the American driving test. These factors and their lack of knowledge of the English language assured that they were an uncontaminated sample, whose response to the question­ naire would be based completely on their knowledge result­ ing from driving in Saudi Arabia, not in the U.S.A. The purpose of this pre-test was to determine or discover any misunderstandings or ambiguities in the word­ ing of the questions. Since the questionnaire was based on the 1971 Manual of Traffic Regulations, respondents were asked to comment if they felt the question was not up to date in its assessment of the current traffic rules and regulations, which might vary slightly from the 1971 set of rules and regulations. For the same purpose, a copy of the questionnaire was also sent to the former Director of the 56 Traffic Department in Saudi Arabia, Brigidaire Yahya AlMoullimi, for his comments. As a result, some corrections and revisions were made to make the questionnaire clearer and more accurate. Before completing the final draft of the question­ naire, Arab students in class were asked to translate the Arabic version back into English to again assure that the meaning of the questions had not been altered in the trans­ lation process. When this had been successfully completed, the dissertation committee members approved the final ver­ sion of the questionnaire (see Appendix B for the English version and Appendix C for the Arabic version). Content of the Questionnaire The questionnaire was designed in two parts. The first part consists of personal information including age, education, occupation, driving experience, urban or rural residence, purposes of car usage, means by which the driver's license was obtained, the number of kilometers driven annually, the province of residence, and socio­ economic standing. This first section becomes the basis 57 for constructing a profile image of the average private car owner in Saudi Arabia (see questions 1-11 in Appendix B ) . The second part of the questionnaire was designed to test the knowledge of Saudi drivers in three selected areas crucial to road safety. 1. Questions 3, 7, 24, 30, 32, 34, and 35 were de­ signed to test the driver1s recognition of and knowledge about international road signs, the standard type of road sign presently used in Saudi Arabia. 2. Questions 1, 2, 4, 5, 6 , 8 , 9, 12, 13, 14, 15, 19, 20, 25, 26, 31, 36, and 38 were designed to test the respondents' knowledge of traffic rules and regulations as stated in the vehicle code of Saudi Arabia. 3. Questions 10, 11, 16, 17, 18, 21, 22, 23, 27, 28, 29, 33, and 37 were designed to test general knowl­ edge of safe driving principles (see Appendix B ) . The scores on each arei were analyzed in relation to the personal information elicited by part one of the 58 questionnaire, in order to prove or disprove the hypotheses and sub-hypotheses posited. While the original questionnaire consisted of ap­ proximately 65 questions, through the process of elimina­ tion of poor or ambiguous questions, thirty-eight questions were finally used. The number of questions falling into each of the three areas constituting the second part of the questionnaire was determined by the importance that each area receives in enforcement in Saudi Arabia. It was hoped that by scrambling the questions that any cues for their answers would be eliminated. Gathering the Data Arrangements were made to have the questionnaire administered by a group of Saudi students who were candi­ dates for the Masters or Ph.D. degree at Michigan State University and other universities. These students left the United States to go to Saudi Arabia for summer vacation— June-August, 1972. These eight students, from among whom there was at least one from each of the districts in Saudi Arabia, took the responsibility of administering the 59 questionnaire in their home district. Instructions to the interviewers were given on a separate page, including the criteria to be used in picking a respondent and the limita­ tions within which the interviewer could interpret a ques­ tion for a respondent. Instructions to the respondents were also given on the first page of the questionnaire. Also included on this first page were comments explaining the nature of the study. Respondents were encouraged to answer questions truthfully and were informed that their names were not required. By September of 197 2, 245 of the 300 questionnaires had been returned. Forty-five of the returned question­ naires were eliminted because respondents had given more than one answer in response to a single question. Another fifty-five questionnaires were returned too late to be in­ cluded in the study. Thus approximately 6 6 percent of the questionnaires sent out were used in the final analysis, that is, 200 out of 300. Considering the inaccessibility of certain parts of the country of Saudi Arabia and the un­ familiarity of the respondents with studies of this type, the percentage used in the final analysis was considered adequate for the purpose of the study. 60 Analysis of Data The study attempted to test the knowledge of pri­ vate car owners in Saudi Arabia in relation to three impor­ tant areas related to safe driving, i.e., knowledge of in­ ternational road signs, the rules and regulations of the Saudi vehicle code, and general safety information. The main purpose was to support or disprove the hypotheses, sub-hypotheses, and assumptions mentioned in Chapter I (pp. 1 0 - 1 1 ). A one-way analysis of variance test was used to determine the degree of the associations between the test score and accident involvement, the test score and educa­ tion, and the test score and occupation. These three fac­ tors were of major interest to the researcher and since they are related to or underlie other characteristics (such as annual income) emphasis was placed on them rather than any other characteristics. The chi-square test was used to relate all of the characteristics making up the profile image to accident involvement in order to delineate those characteristics most important to accident involvement. These particular characteristics were selected on the basis 61 of their frequent mention in the literature on the subject (see Chapter 2). Thus the following characteristics were examined. 1. Rural or Urban Residence. Respondents were asked to answer in terms of whether the area they had resided in for most of their lives was rural or urban. No definition of rural or urban was neces­ sary since the demarcation is clear in Saudi Arabia. 2. District of Longest Residence. There are five pos­ sible provinces where one could live: North, South, East, West, and Central. 3. Education. categories: This was divided into the following elementary, intermediate, high school, college, and no education. For some purposes no education, elementary, and intermediate were lumped together as low education and high school and col­ lege as high education. 4. Age. Age was categorized as falling from 18-29, 30-39, 40-49, 50 and above. 62 5. Years of into the 6 . Purposes Driving Experience, This was categorized units of 1-4, 5-9, 10-24, 25 and above. of Gar Usage. answers: There were three possible work and/or pleasure, as a status symbol, and private trips only. 7. Annual Number of Kilometers Driven. This was asked with regard to the respondet's estimate of the average number of kilometers driven each year of his driving experience. Responses could fall into the categories of 1,000-4,000, 5,000-9,000, 10,00014,000, and 15,000 and above. 8 . Annual Income. These categories are 2,000-5,000 Reyals ($1.00 = 4 SR) , 6,000-10,000, 11, 000-14,000, and 15,000 and above. 9. Occupation. These categories were: government em­ ployees, businessmen, company employees, students. Two categories were used, i.e., government em­ ployees and non-government employees. 63 10. Means of Obtaining Driver's License. It has been reported that in the past there was more than one means of obtaining a driver's license apart from the formal means of the oral exam and road test. Other means might fall into the categories of oral exam alone, road test alone, through a friend or through purchasing a license. By accident involvement is meant either having ever been involved in an accident resulting in death, injuries, damage to your car or others, or no imvolvement at all. The first three categories are often simply referred to as accident involvement. These two tests were considered appropriate for the data by computer consultants. A descriptive analysis is given in the following chapter. Summary The purposes of this chapter include: 1. A description of the questionnaire and its division into two parts (see Appendix B ) . The first part 64 consisted of 1 1 questions directed toward eliciting personal information. The second part consisted of 38 multiple choice questions related to three areas crucial to safe driving: signs, 1) international road 2) rules and regulations, and 3) general safety information. 2. A description of the methods used in obtaining the sample. 3. A description of how the instrument was developed. 4. A description of how the data was collected. 5. A description of the two major tests used in anal- yzing the data. The following chapter will be concerned with the analysis of the data gathered for this study. CHAPTER IV ANALYSIS OF DATA Preparation of Data for Statistical Analysis This chapter was designed to analyze the data col­ lected by questionnaires from a sample of drivers studied to determine the relationships between certain factors. Thus it was first hypothesized that: 1. Ths sample group over all would show a basic lack of knowledge on all parts of the test. 2. However, the overall test scores and scores on each part of the test will show a relationship to the personal attributes of individuals, especially edu­ cation and occupation. Sub-hypotheses were formulated as follows: 1. The overall scores and the scores on each part of the test are related to the accident involvement 65 66 of subjects. That is, for this sample, a low score on the test was correlated with a high rate of accident involvement and vice cersa. 2. As stated above, test scores will vary according to certain personal attributes. personal attributes Therefore these same (and others) are also related to accident involvement, since test scores are re­ lated to accident involvement. The data, collected from 200 drivers across the Saudi Arabian nation, were punched on computer cards in preparation for a one-way analysis of variance and chisquare tests. The .05 level of significance was used to reject the hypothesis of no difference. After being pre­ pared for computer processing a Computer Control Data 360 0 at Michigan State University was used. Results of the Statistical Analysis The one-way analysis of variance was used to ex­ amine the relationship between the test scores and occupa­ tion, education, and accident involvement (hypothesis 2 and 67 sub-hypothesis 1). The chi-square test was used to examine the relationship between various personal attributes and accident involvement. In this process, a profile image of the average Saudi driver was constructed. Tables derived from the analysis of variance are presented in this chapter, while clarifications will be made based on tables of means. In examining the relationship of education, occupa­ tion, and accident involvement to the test scores, the de­ pendent variable was the test score and the independent variables were education, occupation, and accident involve­ ment. Since the test was divided into three parts, the scores on each part were related to the independent vari­ ables as well as the overall score. Table 4.1 deals with the relationship between edu­ cation, high or low (see Chapter III for a definition of these terms), and international road signs. The data in­ cludes the 200 drivers tested and classifies them according to their educational level as this relates to their scores on that part of the test concerned with international road signs. One hundred eight drivers, those with a high school education or more had a mean score on this section of the 68 TABLE 4.1 RELATIONSHIP OF EDUCATION TO TEST SCORE IN THE AREA OF INTERNATIONAL ROAD SIGNS Mean N High (2) 4 .28703704 108 Low (1) 3 .35869565 92 Education i Total Source of Variation Error F DF MS Mean Square Education 200 Degree of Freedom 42.81510466 1 2.00638836 198 Test Statistic 21.33939 P less than 0.0005* *Significant at level 0.0005. test of 4.287, whereas the ninety-two drivers with a junior high school education or less had a mean score of 3.358. The level of significance was high at the 0.0005 level. The data therefore indicate that drivers with a higher edu­ cational level gain a better score or are more knowledgeable 69 in the area of international road signs than those at lower educational levels. However, the mean score of the total group regardless of education in this area was only 3.86. Since the total possible score in this area was 7.0, the overall mean was considered as being low. Table 4.2 indicates the results of testing the 200 subjects in the area of rules and regulations which are to be although the total mean was only 9.9 35. 76 TABLE 4.6 RELATIONSHIP OF OCCUPATION TO TEST SCORE IN THE AREA OF RULES AND REGULATIONS Mean Gov. (2) N 10 .45098039 1 02 9.39795918 98 Occupation Other (1) Total Source of Variation Error DF MS Mean Square Occupation 2 00 F Degree of Freedom 55 .42050619 1 8.34714391 198 Test Statistic 6.63946 P less than 0 .0 1 1 * *Significant at level 0 .0 1 1 . Table 4.7 reveals that the mean score in the area of general safety information for government employees was 6.529. For non-government employees, it was 5.66 3, the difference being significant at 0.005. While government 77 employees again scored higher, the mean for both groups combined was only 6.105. When all three areas of the test were combined, the government employees had a combined mean score of 21.156. The 98 non-government employees had a combined mean score of 18.591. As shown in Table 4.8 below, the difference be­ tween the two groups was considered significant at 0 .0 0 1 . Government employees on the whole scored higher on all areas of the test. One explanation for this fact is due to the interdependence of the two variables of education and occupation. In order to receive a govern­ ment job, some education, at least at the elementary level, is necessary. Government employees have more access to government pamphlets and publications of all types— this higher visibility of material concerning traffic safety might also partially explain the difference between the two groups. The mean aggreate score for both groups for ques­ tions answered correctly on the test was 19.900, or exactly 50 percent of the 38 questions. 78 TABLE 4.7 RELATIONSHIP OF OCCUPATION TO TEST SCORE IN THE AREA OF GENERAL SAFETY INFORMATION Mean N Gov. (2) 6.52941176 10 2 Other (1) 5.663266531 Occupation 98 Total MS Mean Square Occupation Error i i i 1 1 1 1 1 P less than D Source of Variation 1 i 1 200 Degree of Freedom 37.49548019 1 4.71363394 198 Test Statistic 7.95469 0.005* *Significant at level 0.005 • In order to examine sub-hypothesis 2 , the data were looked at next with regard to the relationship between the whole test and also each part of the test and the accident involvement of the respondents. The respondents were di­ vided into two groups— those who had had one or more 79 TABLE 4.8 RELATIONSHIP OF OCCUPATION TO TEST SCORE IN THE AREAS OF INTERNATIONAL ROAD SIGNS, RULES AND REGULATIONS, AND GENERAL SAFETY INFORMATION Mean Gov. (2 ) N 21.15686275 10 2 18.59183673 98 Occupation Other (1 ) Total Source of Variation MS Mean Square Occupation Error 200 DF Degree of Freedom 328.83633453 1 26.73314983 198 Test Statistic 12.30070 P less than 0 .001* *Significant at level 0.001. accidents and those who had not had any accidents Chapter III for a definition of "accident"). (see Table 4.9 indicates the results of testing the two groups of drivers on their knowledge of international road signs. The 103 respondents who had reported accident involvement had a 80 mean score of 3.155, while the 97 drivers with no reported accidents had a mean score of 4.608. TABLE 4.9 RELATIONSHIP OF ACCIDENT INVOLVEMENT TO TEST SCORE IN THE AREA OF INTERNATIONAL ROAD SIGNS Yes (2) No (1) Mean N 3.15533981 103 4.60824742 97 Total 200 I i 1 1 1 h Degree of Freedom 105.45203482 1 1.69004023 198 ♦Significant at level 0.0005. 1 1 1 fit Q Error 1 MS Mean Square Accidents 1 1 Source of Variation Test Statistic 62.39617 P less than 0.0005* 81 The difference between the two groups is signifi­ cant at 0.005. Those respondents with no accident involve­ ment score higher than those respondents with a record of accident involvement, although the mean for both groups is low, being 3 .8 6 . Table 4.10 shows the relationship between accident involvement and the scores on the test in relation to knowledge of safety rules and regulations. For those drivers with an accident record, the mean score in this are was 8.7 28. The mean score of those drivers with no reported accidents was 11.216. The differ­ ence between the means of the two groups was significant at the 0.0005 level. The mean for all the respondents in this area was 9.93 5. The respondents were also tested in the area of general safety information. Table 4.11 illustrates the results. Those drivers who report having had an accident(s) had a mean score of 4.96 in this area. Those reporting no accidents had a mean score of 7.319, with a significance level at 0.0005. 6.105. The mean score of the whole group was 82 TABLE 4.10 RELATIONSHIP OF ACCIDENT INVOLVEMENT TO TEST SCORE IN THE AREA OF RULES AND REGULATIONS Mean Yes (2) N 8.72815534 103 11.21649485 97 Accidents No (1) Total Source of Variation Error DF MS Mean Square Accidents 200 F Degree of Freedom 309.31304224 1 7.06485837 198 Test Statistic 43.78192 P less than 0.0005* *Significant at level 0.0005. Combining the three areas of the test, the results are shown in Table 4.12. When all three areas of the test were combined the mean score for those reporting accidents was 16.844. those with no accident involvement, it was 23.144. For The 83 TABLE 4.11 RELATIONSHIP OF ACCIDENT INVOLVEMENT TO TEST SCORE IN THE AREA OF GENERAL SAFETY INFORMATION Yes (2) Mean N 4.96116505 103 7.31958763 97 Accidents No (1) Total Source of Variation Error F DF MS Mean Square Accidents 200 Degree of Freedom 277.85755629 1 3.49968406 198 P less than Test Statistic 29.39504 0.0005* ♦Significant at level 0.0005. difference was significant at 0.0005. The results indicate that drivers who have had accidents score lower than drivers who have had none. While other factors may be in­ volved in these accident experiences, these results indi­ cate that one factor, apparently strongly related, if not 84 causal, would be a lack of knowledge in the areas of inter­ national road signs, rules and regulations, and general safety information. The combined mean was 19.9000 from 38 questions or about 50 percent. TABLE 4.12 RELATIONSHIP OF ACCIDENT INVOLVEMENT TO TEST SCORE IN THE AREAS OF INTERNATIONAL ROAD SIGNS, RULES AND REGULATIONS, AND GENERAL SAFETY INFORMATION Mean N Yes (2) 16.84466019 103 No 23.14432990 97 Accidents (1) Total Source of Variation Error DF F Degree of Freedom Test Statistic MS Mean Square Accidents 200 1982.50605562 1 18.38128255 198 *Significant at level 0.0005. 107.85461 P less than 0.0005* 85 Accident Involvement and Personal Attributes In the following discussion, the effect of certain personal attributes on accident involvement will be exam­ ined. In this manner, sub-hypothesis 2 will be discussed and a profile image drawn of the average Saudian driver. The purposes are to ascertain who the average Saudi driver is, in terms of his age, miles driven, etc., since little information of this type exists in Saudi Arabia presently upon which safety programs could be based. Secondly, an attempt is made to examine these characteristics in terms of accident involvement, so that special prevention mea­ sures can be taken. If after repeated study, certain char­ acteristics seem to be more related to accident involvement than others, for example, a certain age or income level, then programs might be initiated directed at those with these characteristics. Thirdly, by pursuing the second aim, the theories put forth in the "western" world are also being tested for relevance to non-western societies. For example, studies mentioned in the review of literature (see Chapter 2) discuss certain associations between age 86 and accident involvement. Cross-culturally, however, that association might not exist or be as strong. The characteristics first examined was rural or urban residence. As indicated by Table 4.13, from the sample of 200, 77 percent came from rural areas and 23 percent from urban areas. Fifty-two percent of those living in urban areas had been involved in accidents, while 51 percent of those from rural areas did. The chi-square test was 0.011, which is not significant. Many other studies (see Chapter 1, pp. 22-23) have shown that accident involvement is higher in urban commun­ ities than in rural areas. The assumption was made in this study that those living in rural areas who had had acci­ dents were involved in the accidents in a rural area. This assumption may have been erroneous or the results might suggest that hazardous driving conditions in the country­ side balance the crowded conditions in cities making both areas almost equally accident producing. Table 4.14 discusses age which was also considered as an important variable that might affect accident in­ volvement . 87 TABLE 4.13 DISTRIBUTION OF THE SAMPLE ACCORDING TO RURAL-URBAN RESIDENCE AND ACCIDENT INVOLVEMENT Urban Total % 79 (51%) 24 (52%) 103 52 75 (48%) 22 (47%) 97 49 46 (23%) 200 1 00 Rural Yes (1) Accidents No (2) Total 154 (77%) Chi-square = 0.011 Nonsignificant More drivers of the ages 40-49 (Category 3) had been involved in accidents than other groups during their lifetime— 16 out of 21 or 76 percent had had accidents. The chi-square is 5.8 91 which indicates that age is not a significant factor determining accident involve­ ment. This finding is contrary to what one would expect to find based on the literature (see Chapter II, p. 19). Accidents and conviction for traffic offenses generally decrease with increasing age. The data used for this study indicate that Category 1 (18-29 years of age), where the 88 highest percentage of accident involvement is expected, has about the same percent of persons involved in accidents as other age groups, and considerably fewer than those in Category 3. A possible explanation for this lies in the fact that the younger age group has more education due to widening educational opportunities in the country as a whole than in the recent past. Also, the younger age group was probably exposed to a more difficult driving test. The average age of the drivers sampled was approximately 30. TABLE 4.14 DISTRIBUTION OF THE SAMPLE ACCORDING TO AGE OF DRIVERS AND THEIR ACCIDENT INVOLVEMENT Years of Age Total % 18-29 30-39 40-49 50 over Yes (1) 48 (48%) 37 (49%) 16 (76%) 2 (40%) 103 52 No (2) 51 (52%) 38 (51%) 5 (23%) 3 (60%) 97 48 Total 99 (49%) 75 (38%) 21 (10%) 200 100 Accidents Chi-square = 5.891 Nonsignificant 5 (3%) 89 As presented in Table 4.15, it was felt that the purpose for which the car was used might have some bearing on accident involvement. The group with the highest accident involvement falls under Category 3, or those who are mainly concerned with using the car for status. Sixty-seven percent of this group had been involved in accidents. This perhaps could be related to the economic well-being of this group and their ability to pay fines for violations thus resulting in their being less cautious as drivers. The chi-square test was 3.041 indicating that purposes of car usage is not significantly related to accident involvement. Table 4.16 contains information regarding district and accident involvement. It was thought that since the country is divided geographically into five districts, that the most urbanized and modern of these, the western dis­ trict, might have a lower percentage of persons involved in accidents. Enforcement is also more strict in this district. As shown in the table, the eastern district, con­ taining eighteen percent of the sample, had the highest number of persons involved in accidents— 65 percent or 90 TABLE 4.15 DISTRIBUTION OF THE SAMPLE ACCORDING TO CAR USAGE AND ACCIDENT INVOLVEMENT Car Usage Total % 1 2 Yes (1) 12 (52%) 69 (48%) 22 (65%) 103 52 No (2) 11 (48%) 74 (52%) 12 (35%) 97 48 Total 23 (12%) 143 (71%) 34 (17%) 200 100 3 Accidents Chi-square = 3.041 Nonsignificant Codes 1— Work only 2— Work and pleasure 3— Status and trips not related to work 23 drivers of a total of 35 drivers from this district had been involved in an accident. However, the chi-square coefficient of 4.240 indi­ cates that district plays no significant role in determin­ ing accident involvement. Results of studies attempting to examine the rela­ tionship between economic level and accidents have reported 91 o\o Eh S3 iH rd -P W > PI £ S3 O CM ID 00 O O i— 1 CO o 1— 1 r~ o o CM CAP i— 1 in N-** o\° 00 'd* ■k—' 00 CM CM in cAP O cAP O l£> '— - o\° CO *—* CM CO in o\P O CAP O Eh _ rH rd p -p E h c Z W Q H cu 0 CAP r-" CM 'd4 O CJ c p Q S C E h O H OJ Eh H CO 'd* w Q O Eh 0 55 M Q ffl O 0 0 c M ■P U -H p -p co •H Q iH rd U ■H jci a 0 CO ^ & -p p 0

—' — CO CM -— V N o\o x— CAP CM m a. fd p tn 0 CD O -p co rd W cAP in ■d4 \x> v—■* '— ' — ' CM in CO CO CO CM ■i— 1 CAP VQ cAP O in cAP 00 r— 1 PJ C CO w w Eh -P CO -d* 1 — CAP O uo -— ■d4 i— i in Cm O § H Eh CD CO H »: Eh CO o i— i i— i — CM '— in d) >H O 53 CO •p 3 d) tj *rH o o < i— i rd -P O Eh Chi-square = 4.240 Nonsignificant V£> : -p 92 contradictory results, some stating a relationship between low socio-economic status and accidents and others finding no relationship at all. According to Table 4.17, the majority of drivers have an income falling between 6,000 and 10,000 Rihadhs. The highest number of persons involved in accidents oc­ curred for those people with an income of between 2 , 0 0 0 and 5,000 Riyadhs. The chi-square of 4.895 indicates that income has no significance in relation to accident involve­ ment. These findings are similar to the ENO study findings which shows no significant relationship between socio­ economic status and accidents .1 Table 4.18 considers as one measurement of driver experience the number of kilometers a driver estimated that he had driven annually. 20) Some studies (see Chapter II, p. have claimed that accident involvement increases the more mileage driven. The majority of drivers in this sample drive be­ tween 5,000 and 9,000 kilometers a year. This is also the group which has the largest number of people involved in 1 H. Stock and M. K. Moran, "Accident Repeaters and Chronic Violators," in ENO Foundation, The Motor Vehicle Driver, His Nature and Improvement (Saugatuck, Conn.: ENO Foundation, 1949), p. 53. 93 O O rH CO o I 1 e ' ­ en O O _ _^ ^^ CM C mri ' —' O i —1 1 ID CM dP o\° 00 dP ID ' —- CO in O ' —* 00 i —1 i —I < T i CO dP ___ dP CM in in • —• CM dP * 3 * ID * —■ * CO in C T i * 3 * CM CM ^ —n ID ■ —- — o \ ° in co — CM CM i —1 C L ) dollar). ID CM of the 03 CM —' CM devaluation * , —S c o o o o N f iH 1 i —1 i —1 • > — dP £ dP in l * —^ dP rp H — the 0 0 c H DISTRIBUTION OF THE SAMPLE CM CM dP dP rH | O ID in —' ^ 1 * —' CM i —1 rH pH —« ' 4J H 0 TJ ■ r H u o < ! ID in Ol 00 • CM pH o £ i d -P 0 E H CO CO dP CO i —1 CM ' — 0 CO i —I 0 > 0 1 —1 ■M i d 0 u i d 3 O1 CO I *H A U (before + in r —1 dP ID in Riyals dP = 4 Saudi INVOLVEMENT 00 in ■ H r d M 0 E h ACCIDENT AND TO INCOME ACCORDING CM *$1.00 oV 94 accidents in this sample. However, the number of kilom­ eters driven has no significance in relation to accident invblvement according to the chi-square test. TABLE 4.18 DISTRIBUTION OF THE SAMPLE ACCORDING TO KILOMETERS DRIVEN ANNUALLY AND ACCIDENT INVOLVEMENT Kilometers Drivenl (in Thousands) 10-14 Total % 15+ 1-4 5-9 Yes (1) 29 (53%) 35 (57%) 23 (44%) 16 (47%) 103 52 No (2) 25 (46%) 26 (42%) 29 (55%) 17 (53%) 97 48 Total 54 (27%) 61 (30%) 52 (27%) 33 (16%) 200 100 Accidents Chi-square at level 2.317 Nonsignificant Table 4.19 reveals the relationship between the several means of obtaining a license in Saudi Arabia. The use of illegal means might indicate that the person feels he is not capable of passing an interview or road test. If he is not capable he might be expected to have more accidents. 95 tip rH 0 -p o CN m 00 d« O O rH no o i —I e'­ er* O O CN DISTRIBUTION OBTAINING OF THE SAMPLE ACCORDING TO MEANS OF LICENSES AND ACCIDENT INVOLVEMENT dP in O o 1 —1 —' iH ^-s tip o\° rH CO tip o —' o cfP i—1 rH ___ 00 ■d* 1 >1 £ rH rH 0 U E! G -P T) -rl o o > C i—I p 0 £ -p 0 *P 0 0 CO -P P •P 0 G MH P > -P -H 0 P 0 > ■H 0 0 -P 0 PS £1 P G O -P tn in -P P 3 co ,G o 0 co 0 0 -P p • £ i x; o CO -p -p pj -P 0 rH -P 0 C T3 TJ T3 -P 0 0 0 0 -P x! II 0 0 0 0 U U 0 -P 0 0 0 -P P P UH 0 0 0 O 3 0 *rH CU Q* Ot Q-. 3 d H H H cr t7> 0 -P 0 1 1 1 I I 1 CO 0 1 1 1 I I ■H C TJ rH CN CO rC 0 0 o s o 96 The majority of drivers in this sample passed both the interview and the road test. Those who passed the in­ terview alone tended to be involved more in accidents, closely followed by those who got their licenses through friends; however, the sample is not big enough to show significance at any level. Table 4.20 contains data concerning the years of driving experience and accident involvement. Most of the drivers in this sample, 40 percent, fall between having one to four years of driving experience. Those drivers being the most involved in accidents are those who have had more than 25 years of driving experience, although the total number in the sample is very small. However, overall re­ sults show no significant difference among groups in acci­ dent involvement. Table 4.21 supports the expectation that government employees would not only achieve a better score on the test as discussed above (see Chapter I, p. 11), but also would have fewer accidents than other types of employees. This expectation was based on the fact that government employees generally are required to have at least an elementary school education and most have more. Also, exposure to 97 TABLE 4.20 DISTRIBUTION OF THE SAMPLE ACCORDING TO DRIVING EXPERIENCE AND ACCIDENT INVOLVEMENT Years Driving Experience Total 1-4 5-9 10-24 25+ Yes (1) 35 (43%) 37 (52%) 26 (61%) 5 (66%) 102 52 No (2) 45 (56%) 34 (47%) 16 (38%) 2 (32%) 98 48 Total 80 (40%) 71 (36%) 42 (21%) 7 (3%) 200 100 Accidents Chi-square at level 4.301 Nonsignificant news bulletins and other official documents is high in gov­ ernment offices. The majority of the group are government employees. More company employees and businessmen in this sample seem to be involved in accidents than any other group. The results were significant at the 0.0020 level. Thus the government employees scored higher on the test and also have fewer accidents than other occupational cate­ gories, thus, supporting sub-hypothesis two that occupation is related to accident involvement. 98 TABLE 4.21 DISTRIBUTION OF THE SAMPLE ACCORDING TO OCCUPATION AND ACCIDENT INVOLVEMENT Occupation Total % 12 (41%) 102 52 7 (21%) 15 (60%) 97 48 29 (14%) 27 (13%) 200 100 1 2 3 4 Yes (1) 43 (42%) 26 (62%) 22 (78%) No (2) 59 (57%) 16 (38%) 102 (51%) 42 (22%) Accidents Total ♦Significant at level 0.0020. Codes 1— Government employee 2— Businessman 3— Company employee 4— Student Table 4.22 reveals the relationship between educa­ tion and test score. Education is perhaps the most impor­ tant factor since it underlies occupational differences. Education implies literacy which allows the driver to read the vehicle code (published in major newspapers) and have more access in general to driver safety information. More of those persons with either elementary educa­ tion or no education had been involved in accidents than 99 dP CM in 00 o o i-H ro o i— 1 rCO O O CM ____ ^__ o\o CM Eh S3 r~ rd W > PI O > S3 O B dP LO Eh Ja w Q H u u c Q < CN CN W O H ffl C EH Eh ps rH 00 CO t— 1 dP dP rco '— ■ CM o\o CO CN -- CO CM in CO _ g o ■H -P rd O S3 Tf M ID 00 in ^___ CO dP dP dP h * s— ■ VO in '— in CM -— 1 CM CM 00 CM o in ____ ,_„ 0 S3 H Q '— ' i— 1 S3 o H Eh < U 13 Q dP O i— 1 '— in v— dP dP 'z r m CM o CO CM u u dP CO — CM CM -- VO i— 1 LO < ^ ^ ^ w PI o\° < VO — pH o\o in CO —' LO rH CM O 00 CM o o 1— 1 00 1— 1 Eh m rd -P O rd G rd G O O o Td G ■H G w nd -P Tf H (d O M 0 -p i— 1 G rd o T* P ■H o H rd Pi -P 0 o 0 G e w tT> -H -p rH CD > CD Eh Cm O IS o M Eh D CQ H 03 C O G G ‘rH O O -P ■H • in M w o\o ..— . rH '— CM '— to CD o >* CO -P —1 (D fd *rH u u < 1— 1 i— 1 rd -P O Eh -P rd -P G rd O •H CD p e 0 CD -p mh 1—1 G •H M H CO 1 1 G tP CD 1 1 ■H t s 1—1 CM W o * u 0 x: ■— 1 0 rH G O 0 ■H tc a !S 1 i 1 1 i 1 in co 100 groups with more education. These results were significant at 0.0245 using the chi-square test. This supports the hypothesis that certain personal attributes are realted to accident involvement, namely education and occupation which were also related significantly to test scores. These results also substantiate other studies (see Chapter II, p. 22) which have stated that non-repeaters were better informed than repeaters as measured by various standard tests. Other studies have shown a significant relationship between educational level and driving r e c o r d poor records being found to correspond to lower educational levels. Summary In this chapter data gathered for the purpose of providing an understanding of factors related to safe driv­ ing were presented. Analysis of variance techniques were used to determine the relationship between education and test score,, occupation and test score, and accident or non­ accident involvement with test score. Chi-square tests 101 were used to construct a profile image of the private car owner in Saudi Arabia and to examine the relationship be­ tween the characteristics making up this profile image, such as, age, occupation, education, purposes of car usage, driving experience, kilometers driven, urban or rural resi­ dence, means of obtaining licenses, income, and geograph­ ical location, and accident involvement. The analysis of data presented in this chapter re­ vealed that there was an overall lack of knowledge on all parts of the test as shown in Table 4.4. The mean score of the total sample on all parts of the test was 19.9 out of 38 questions. This is lower than the 75 percent score required on many standard tests. Hypothesis 1, therefore, was not rejected on the basis of the mean score shown in Table 4.4. Hypothesis 2 also was not rejected on the grounds that education was significantly related to the test score at the 0.0005 level as shown in Table 4.4. There was also a significant relationship between test score and occupa­ tion at the 0.001 level as shown in Table 4.8. Therefore the major hypotheses were not rejected. The average Saudi driver indicated a lack of knowledge 102 needed for safe driving, but this was significantly related to his occupational position and level of education. Gov­ ernment employees and those with a high school education or above (this category includes many government employees as a certain education is a requirement for the position) make the safest drivers. Those who show the lowest test scores have either an education below high school level or are businessmen or company employees. Businessmen are usually those operating small private businesses for which no edu­ cational qualifications are essential. Many company em­ ployees hold manual jobs requiring little education. Li­ censing tests and training program should emphasize the latter groups. Sub-hypothesis 1 was not rejected since there was a significant relationship between accident involvement and test score at the 0.0005 level as shown in Table 4.12. Sub-hypothesis 2 was rejected for certain charac­ teristics. Age, purpose of car usage, driving experience, kilometers driven, urban or rural residence, income, means of obtaining a license, and geographical location were not significantly related to accident involvement. Education and occupation were significantly related to accident 103 involvement, as expected from their relationship to the test score. The chi-square tests on the data revealed the char­ acteristics of the average Saudi private car owner (oper­ ator) . These characteristics have been described and pre­ sented in table form throughout this chapter and the major characteristics composing the profile image are summarized below. The data reveal that the majority of private car owners in Saudi Arabia have lived longest in rural areas, as shown in Table 4.13. The average age is approximately 30 years old, as shown in Table 4.14. The average driver's purpose of using the car is primarily for work and plea­ sure, as shown in Table 4.15. The^majority of drivers had lived in the Western province or district most of their lives, as shown in Table 4.16. urbanizing rapidly. The Western province is The average income is approximately 9,500 Saudi Riyals (equivalent to $2375) a year, as shown in Table 4.17. The average distance traveled is over 9000 kilometers every year, equivalent to 5,555 miles— Table 4.18. The majority obtained their driver's license by passing the oral interview and the road test, as shown in 104 Table 4.19. The average driver has only about five years of driving experience (see Table 4.20). as government employees (see Table 4.21). The majority work The average driver has an education slightly above the intermediate (junior high school) level (see Table 4.22). Slightly more than one out of two drivers have been involved in accidents (see Table 4.13). CHAPTER V SUMMARY OF FINDINGS, CONCLUSIONS, AND RECOMMENDATIONS Summary Statement of the Problem A modern accident reporting system helps policy­ makers plan and organize future programs. These programs should be based on complete information about the average driver such as his age, education, occupation, past acci­ dent involvement, and the other human factors involved such as place of residence, purpose of car usage, and others. In the developing nations including Saudi Arabia, the acci­ dent reporting system is not as yet well enough developed to meet these requirements, subsequently the policymaker experiences many difficulties in planning successful pro­ grams. Therefore this study was undertaken with two objec­ tives, the first being to compile basic statistics concern­ ing various aspects of the traffic situation in the Arab 105 106 nation in relation to the world and Saudi Arabia in rela­ tion to the Arab nations, utilizing such information as the number of fatalities, number of injuries, number of cars, and other related factors with an emphasis on Saudi Arabia. The second purpose was to examine the knowledge of a sample of a growing universe— the private car owner and operator. A profile image of the average private car owner was constructed. Summary of Statistics Concerning the International Traffic Problem In fulfilling the first objective of the study, the author reviewed various traffic statistics and com­ piled the following information. The Arab nations compose 8.8 percent of the world land area and Saudi Arabia composes 18 percent of the land area of the Arab World. The population of the Arab World composes 3.48 percent of that of the world, while Saudi Arabia composes 5.53 percent of the population of the Arab World. The Arab World contains less than 1 percent of the total cars of the world, while Saudi Arabia contains 7.74 107 percent of the total cars of the Arab World. There is one car per 48 Saudi citizens, as opposed to one car per every 68 persons in the Arab World. Fatalities due to car accidents per year in the Arab World make up 4.72 percent of the world traffic fatal­ ities, while Saudi Arabia has 6.72 percent of those within the Arab World. The Arab World has a high percent of the world's fatalities and Saudi Arabia has a high percent of the Arab World's fatalities. However, injuries outnumber the fatal­ ities in both cases. The three Arab states which lead in number of traf­ fic fatalities per 100,000 persons are the U.A.E., Libya, and Kuwait. These three countries have some of the highest fatality rates in the world. While Saudi Arabia's number of fatalities in high relative to its number of cars and population size, it does not compare with the three above mentioned Arab countries (see Graph 2.3, Chapter II, p. 3 7). Leading in traffic injuries within the Arab World are Libya, Kuwait, and Jordan. considerably fewer injuries. Saudi Arabia again has As mentioned, this is prob­ ably an artifact of the recording techniques. 108 The Arab World has 51.82 fatalities per 10,000 cars, while Saudi Arabia has 45 fatalities. These figures run very high relative to three of the most technologically advanced areas of the world. Thus Europe has six fatal­ ities per 10,000 cars, the United Kingdom has 4.6 fatal­ ities per 10,000 cars, and the United States has 5.0 fa­ talities per 10,000 cars (see Graph 2.6b, Chapter II, p. 44) . These figures indicate that the problems of today, already serious, may take on even more serious overtones in the future, and thus require concentrated effort to stem the onslaught. This could be accomplished at least in part by making the public aware of these statistics and impressing upon them the idea that accidents are not "acci­ dental" or fortuitous, but result largely from human fail­ ure. A social responsibility must be assumed to prevent accidents to self and others. Findings To accomplish the second goal of this paper, var­ ious hypotheses and sub-hypotheses were examined. 109 The first hypothesis, which concerned knowledge of subjects in three areas related to safe driving as measured by a questionnaire, was not rejected on the grounds that the sample showed a lack of knowledge on all parts of the test as evaluated by standard criteria. Thus the combined mean for all three parts of the test was 19.9 out of 38 questions. The second hypothesis, which concerned the relation of education and occupation to test score, was. also not rejected on the grounds that the overall test score and the score on each part of the test did show a relationship to education and occupation. The first sub-hypothesis, which concerned the rela­ tionship between test score and accident involvement, was not rejected on the grounds that a low score on the test was correlated with accident involvement and high scores were correlated with less accident involvement. The second sub-hypothesis, which concerned the re­ lation of accident involvement and certain personal attri­ butes, was both rejected in part and supported in part. Our data showed that there was no relationship between accident involvement and rural-urban residence, age, 110 purposes of car usage, geographical location, income, kilometers driven, means of obtaining driver's license, and.years of driving experience. There was a relationship between accident involvement and occupation and education. Rural-Urban Residence There was a low level of association (0.011) be­ tween rural-urban residence and accident involvement. How­ ever, a higher percentage of drivers from urban areas tended to have been involved in accidents than those from rural areas (see Table 4.13). A£e A low level of association (5.891) was found be­ tween age and accident involvement. Those between the ages of 40 and 4 9 answered positively to the question concerning accident involvement more frequently than those in other age categories, although this association was not high enough to be significant (see Table 4.14). Ill Purposed of Car Usage The association between purposes of using a car and accident involvement was low (3.041). Those respondents who indicated that they used a car mainly as a status sym­ bol more frequently reported having been involved in an accident than those in other categories. However, this group was not large enough to test the significance of this factor (see Table 4.15). Geographical Location Whereas a low level of association (4.240) was found between geographical location and accident involve­ ment, those respondents living in the eastern district tended to have answered more frequently that they had been involved in accidents than respondents from other areas (see Table 4.16). Income A low level of association (4.895) was found be­ tween yearly income and accident involvement. Those with 112 an income falling between 2000-5000 SR tended to indicate more frequently that they had been involved in accidents than did other groups. The low level of significance of those findings is surprising, however, since it was ex­ pected that income, being associated with occupation and education which have been shown to be two major factors re­ lated to accident involvement, would also be related. How­ ever, these data show little association (see Table 4.17). Kilometers Driven A low level of association (2.317) was shown to exist between the number of kilometers driven yearly and accident involvement. Those driving between 5,000 and 7,000 kilometers yearly tended to have had more accident involvement as measured by our questionnaire. However, the association is not strong enough to be significant (see Table 4.18) . The Means of Obtaining a Driver's License There was a low level of association (13.335) be­ tween the means used in obtaining a driver's license and 113 accident involvement. Those respondents who had only suc­ cessfully completed an oral interview (but not a written or actual driving test) tended to more frequently have had an accident experience. However, the number of respondents in this group was too small for the association to be sig­ nificant (see Table 4.19). Driving Experience A low level of association (4.031) was found be­ tween years of driving experience and accident involvement, although those who had been driving the longest more fre­ quently had had an accident experience (see Table 4.20). Occupation There was a high degree of association (0.0020) between occupation and accident involvement. Government employees tended to claim less accident involvement than those in other occupations (see Table 4.21). 114 Education A high degree of association (0.0245) existed be­ tween education and accident involvement. Drivers with a high education (high school and above) had been involved in accidents less frequently than those with a lower level of education (see Table 4.22). The Profile Image Through the use of the chi-square tests, which re­ vealed the relationship between accident involvement and certain personal characteristics, a profile image was also constructed as indicated in the following table. Characteristics Area Age Purpose of Car Usage Geographical Location Income Kilometers Driven Annually Means used in Obtaining Driver's License Years of Driving Experience Occupation Education Accident Involvement The Average Private Car Owner (approximate figures) Rural 30 years old Work and pleasure Western province 6.000-10,000 Saudi Riyals ($1,500-$2,500) 5.000-9,000 kilometers Passing the Interview and Road Test 5 years Government employee Junior high school 5 0% involved in accidents 115 Seventy-seven percent of the drivers sampled had resided for most of their lives in rural areas. The major­ ity of the sample was approximately thirty years of age and used the car mainly for purposes of work and pleasure. About half of the sample had lived longest in the Western District or Province. The majority had an income of be­ tween 6,000-10,000 Saudi Riyals. The majority of drivers had driven approximately 9,0 00 kilometers per year. One hundred twenty-six drivers out of the sample of 20 0 had received their driver's license after passing the interview and road test. Seventy-six percent of the sample had been driving between one and nine years. government employees. Over 50 percent were The mean education was between junior high school and high school level. About one out of two drivers in this sample had been involved in an accident. Conclusions and Recommendations There is a general lack of emphasis placed on driver education as an important area in Saudi Arabia. At the moment, there are no driver's safety programs 116 offered at any educational level. At the same time, there are few qualified people concerned with this area to dis­ seminate information at licensing bureaus, schools, or through the media. Subsequently the new applicants for licenses are judged on how well they handle a car during the road test, rather than their actual knowledge of signs, rules, and regulations pertaining to safe driving. There also has been a lack of studies concerning drivers in Saudi Arabia. This study is the first study dealing with driving problems in Saudi Arabia, although it is limited in scope and population represented. Therefore, many more studies should be directed toward this area, with larger samples and more variables considered, such as the effect of daytime and nighttime driving on accident in­ volvement. Similar studies should be conducted concerning taxi drivers, bus drivers, and truck drivers, i.e., profes­ sional drivers. Comparisons could then be made between private car owners and professional drivers. Studies should begin to be conducted on the contribution of the vehicle and road conditions to accident involvement. Physiological and psychological factors which lead to traffic accidents in Saudi Arabia should also be studied. 117 Education and Occupation as Related to the Test Score Occupation and education were the two variables most related to both test score and accident involvement. These two variables are highly interdependent since a cer­ tain amount of education is required to enter certain oc­ cupations . Education Those with a high school education or more scored significantly higher on the test than did those with less education. It appears that a long exposure to schooling and the consequent facility of reading and writing might increase awareness of information concerning safe driving. In the Kingdom of Saudi Arabia, some of this infor­ mation is usually contained in newspapers. Their exposure to test taking situations might also have affected their score on the questionnaire designed for this study. In terms of this finding, it would seem advisable to try especially to reach those who do not go on to high school either through a school program or through pamphlets or 118 discussion groups at the licensing bureau at the time of application for a license. Occupation Most government employees must have at least an elementary education to obtain their jobs. Their high score on the test relative to other occupations probably reflects both their educational level and their higher ac­ cess to information which is made available at their place of work. These same employees are likely to be more aware of their actions and their effects due to the status of their jobs. They have also been exposed to more test tak­ ing situations, which might have effected their score on the questionnaire used in this study. Their socio-economic status allows them to travel which raises their awareness of various traffic situations. While continuing to display pertinent information in government offices, other occupa­ tions must be emphasized in any attempt at distributing information. Since these occupations appear to be less well informed, it seems advisable to make special attempts to reach them through discussion or distribution of liter­ ature at their places of work or other gathering places. 119 Accident Involvement and Personal Attributes This is the first study in the author's knowledge concerned with the average private car owner in Saudi Arabia. The above mentioned findings cannot be taken as conclusive due to the limitations of the study. There was a lack of previous literature on the topic to aid in the formation of assumptions and speculations. limitations beset the study. Other There was some difficulty in obtaining the same number of subjects regionally since the south and the north are particularly inaccessible. Government employees, since they are financially capable of car ownership, outnumber other respondents. Due to the lack of basic population statistics, such as a classifica­ tion of those with driver's licenses by occupation, a pro­ portionate distribution of questionnaires was impossible. Also some of the questions were probably answered conserv­ atively. Apart from sampling difficulties, the size of the sample was limited by time and available interviewers. Many drivers are unexperienced with this type of study and this may have influenced their answers. 120 Another large group of important drivers in Saudi Arabia are the professional drivers. Other studies should be directed toward learning more about this group and com­ paring it to the private car owners. However, despite these limitations, this study in­ dicates in broad outline some general information concern­ ing the average private car owner and operator and his knowledge and as such can be used for planning future pro­ grams . In planning for any safety program it is important to know the kind of driver that you are dealing with. was the purpose of constructing a profile image. This Thus cer­ tain characteristics become important not only as they are related to accident involvement, but also as they form a basis for safety programs. Rural-Urban Residence Since the majority of drivers have lived longest in rural areas, programs should be oriented toward helping them cope with urban driving situations, since many will leave the rural areas to seek jobs in the cities. Since 121 both rural and urban drivers are almost equally involved in accidents, programs are needed equally in both areas. Age Age is important in determining the type of ap­ proach or message used in communicating with drivers. A message carried over the media should be differently de­ signed for those who are 60 years old as opposed to the 18 year old. Since the mean age for the sample was about 3 0 years old, this implies that most men will be married with children. Message to this group should emphasize their need to protect themselves and others as heads of families, and be otherwise suitably constructed for this age group. The age group of 4 0-4 9 have the most accidents in this sample. Whereas, it might be expected that younger drivers would have had most accident involvement, education probably becomes an intervening variable, since the young are better educated than their elders. Purposes of Car Usage Knowing for what purposes a car is being used will help traffic officials make decisions about punitive 122 measures, such as suspension and revocation of driver's licenses. Since the majority of drivers (71 percent) were using their cars for purposes of work and pleasure, revoca­ tion or suspension of license might cause many men to miss work and cause hardship to their families. In these cases, rehabilitation programs might be a more effective means of sanctioning a driver. Although there was no significant difference between groups in the sample who used their cars for different purposes, those who used it mainly for status purposes had more accidents than other groups. This might be due to their small dependence on the car as necessary to a job and might imply an attitude of carelessness. District If one geographical area of the country contains the majority of drivers, enforcement agencies should be aware of this in order to maximize their manpower effi­ ciency. sized. area. Educationally, this area should also be empha­ In this sample, the Western district is such an The majority of drivers having had an accident come from the Eastern district for this sample. Increased 123 enforcement and educational efforts should be made in this area. Income Any monetary fine should be based on the average income of the driver, so that excessive fines will be avoided. Since the average income for the group studied is high, fines might constitute appropriate punitive mea­ sures. Those with an income of between 2,000-5,000 Riyals have been involved in accidents to a greater extent than other groups; although the difference between groups was nonsignificant and the group with the lowest income did not have the highest number of accidents. Further studies need to be conducted in this area. Kilometers Driven Having an approximate idea of the kilometers driven by the average driver annually, will help planners to ex­ tend those programs concerned with road upkeep, sign place­ ment, marking, etc. beyond the local level. Although the data is nonsignificant, it indicates that those driving 124 more kilometers a year have fewer accidents than do those who drive from five to nine thousand kilometers a year. One might expect that increased exposure would be more accident producing, but these findings show the reverse. The area in which one drives might be an intervening vari­ able here, since in urban areas there is higher risk. If further studies show these results to be stable, then messages to the public should emphasize that one need not drive lengthy distances in order to be involved in accidents. Means of Obtaining Licenses If planners of safety programs find that many drivers have obtained a license illegally, then action must be taken to correct the potential existence of drivers using the highways who have little safety knowledge. Based on this sample, the majority of drivers have taken both the interview and road test and it is this group which was least involved in accidents. This implies that both the interview and the road test are necessary to prepare an individual to receive a driver's license and a licensing 125 bureau should take the responsibility in seeing that both are passed. Driving Experience Drivers who have been driving for many years may have formed certain attitudes toward and patterns of driv­ ing, which will determine the type of program designed. For examplp, such a program would emphasize changing atti­ tudes, rather than teaching skill and basic information. Based on this sample, the majority of drivers have only been driving approximately five years. Emphasis should be placed in any instructional programs on teaching skill and basic information. The greater the number of years of experience, the more accident involvement. This leads to the conclusion that the longer one has driven and the longer one has been exposed to traffic situations, the more likely it is that one will be involved in accidents. Occupation Knowing the occupation of drivers will help the planner locate them and enable him to distribute 126 information in appropriate locations. In rehabilitation programs emphasis should be directed toward those occupa­ tional groups who have been shown by studies to be less knowledgeable about safe driving or to have been more fre­ quently involved in accidents. Occupation may also deter­ mine the type of driver's test given, for example, taxi drivers, bus drivers, truck drivers may be required to be tested more rigidly due to their heavier driving responsi­ bilities. Since the majority of private car owners are government employees, many drivers can be contacted through government offices. However, businessmen and company em­ ployees had greater accident involvement than either gov­ ernment employees and students, so that means must be found to reach them. Education is probably an underlying vari­ able here, since both students and government employees have a higher education than businessmen and company em­ ployees. Occupation leads to significant differences be­ tween groups in terms of accident involvement. Those with occupations which give them little access to information and for which little education is required should be in­ formed about safe driving through the media and special programs. 127 Education A necessary element in any successful message is knowledge of the educational level of the receiver. If the message is beyond the level of comprehension of the re­ ceivers, the message will break down. If the message is too elementary, it will not be effective. Educational level also determines the type of driver's test which offi­ cials are able to administer. For example, an oral exam is necessary for those who are illiterate. Since the data show that those having the most accident involvement have either no education or at most an intermediate education, programs should be directed toward these groups in partic­ ular. This study indicates a significant relationship be­ tween education and accident involvement. Knowledge of accident involvement determines the need for a program and its size and type. For example, in Saudi Arabia where accident involvement includes approxi­ mately one out of two drivers and fatalities are high, the program should emphasize these factors. A high number of accidents implies a need for restructuring the traffic department. 128 Discussion Suggested Safety Program After reviewing several safety programs used in the United States and several other countries, a combined model was developed which, it is felt, could be usefully applied in Saudi Arabia. Police functions in Saudi Arabia are combined under the Ministry of the Interior and are practiced by several agencies directed by the Minister of the Interior. The most important of these agencies is the Public Security Department. Together with this agency are several others; the General Department of Civil Defense, the General De­ partment of Guards and Border Guards, the General Depart­ ment of Investigation, the General Department of Passports and Nationalities, the Police College and National Center of International Criminal Police Organization. Under the Public Security Department there are sev­ eral sub-departments; the General Directorate of Identifi­ cation and the General Directorate of Emergency and Traf­ fic . 129 The General Directorate of Emergency and Traffic has its main headquarters in Riyadh, the capital city of the Kingdom of Saudi Arabia, with major and minor depart­ ments in cities of varying sizes. These departments are responsible for establishing traffic safety programs throughout the country and are periodically evaluated. The high rate of accident involvement among the country's drivers, however, suggests that these departments are not carrying out their responsibilities efficiently. This may be due in part to duplication of functions among these departments, lack of unification and delimitation of re­ sponsibilities. Thus the following steps should be taken: 1. Distinction of Responsibilities--Each department should have a written guideline which explains the duties and responsibilities of both the de­ partment and individuals with the department. 2. Delimitation— There should be definite limitations or boundaries on the authority and responsibil­ ities of the departments and individuals within the department, i.e., responsibilities for certain duties should be clearly placed on specific indi­ viduals . 3. Unification— Under the traffic department in the capital city, are the many sub-divisions in the various large and small cities throughout the country. Many of these are duplicating their work efforts. These sub-departments should be better integrated and should file reports periodically to one major department. 130 The application of the three principles mentioned above would give the department of traffic a stronger pub­ lic image and hence more public support. With this in mind, the following model in Figure 5 was devised which contains the most important elements needed in establishing a traffic safety program and acci­ dent prevention. Objectives Traffic accidents today are among the leading causes of death in many parts of the world. Already high in industrialized nations, the problem is beginning to become serious in the developing nations also, such as, U.A.E., Kuwait, and Libya. An increase in human suffering and economical loss is the inevitable result. In Saudi Arabia in 1971, about 652 persons lost their lives and 147 5 were injured, many seriously. These accidents will continue as the price for modernization as the number of cars rapidly increase in the country. In The Psychology of Traffic, A. R. Lauer calcu­ lates that one meets an accident situation about once 131 State General Objectives Establish a Reporting System _________ v_________ Determining the Causes of Accidents Plan For Action Take Individual and Group Measures for Safety I Develop Organization, 1411 I— 9 ^ J* J II. 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N | 11 I j j J I C - L fr. > 1 1 o IaJI IJ4-. jJL^cJI t 1 Y Y /* /I T * ^OUp^I b y ----- > Lw 1 y ^/,JI L.Lf I J j . 4J»< Jiy, • u _______=.r _ J=J»UJIjut t/T1 188 EMBASSY OF MOROCCO W A S H I N G T O N , D. C. SEC/ 0 9 1 January M r . J a 11 e 1 S a i f P.O. Box 418 E. L a n s i n g , M i c h i g a n D e a r Mr. 18, 1972 48823 Saif: T h a n k y o u for y o u r l e t t e r of J a n u a r y r e g a r d i n g a u t o m o b i l e a c c i d e n t s in M o r o c c o . 5, 1 9 7 2 , In a n s w e r t o y o u r f i r s t a n d t h i r d q u e s t i o n s , it is a d v i s e d t o w r i t e t o t h e M i n i s t r y o f P u b l i c W o r k s in Rabat, Morocco. enclosed, R e f e r i n g to y o u r s e c o n d q u e s t i o n , literature that may prove useful. kindly T r u s t i n g to h a v e b ee n of a s s i s t a n c e , Sincerely yours Mek\i Benjaber Counsel or MB/tmc find I remain 189 r II YT / Y / T : £ytJI ROYAL EMBASSY OF SAUDI ARABIA W A S H I N G T O N . D. C- 2 0 0 3 6 ,J— VI o,IpJ y»)I yiju bJo • ilWJL I JI .14II I * 4.L-.OI 4Jj^"tI L*JJ L liil J << ^■0^4 JI 4U I uJLhljLI I JuJL ^JIDI wLfcC- ^>*9** 4-Jj> I jJ I jjltaJJ APPENDIX B Dear Saudi Arabian drivers: I deeply believe that any future planning or program­ ming in any field should be based on scientific research. Through research, problems and possible solutions can be diagnosed and found. For these reasons, I am doing my research on a growing area of importance for all of us— traffic safety. Little research on this area has ever been done in Saudi Arabia. To make this study successful, I need your full coop­ eration in answering this questionnaire honestly and to the best of your ability. The results will not be disclosed or affect your driving record. Your name is not required. The objective of this study is to examine your knowl­ edge as a member of a growing group of drivers in Saudi Arabia, private car owners. Answer this questionnaire according to your knowledge and experience gained through driving in Saudi Arabia. The questionnaire is divided into two parts: first, some information about yourself and secondly, your knowl­ edge about safe driving. After each question there will be several possible answers. Please circle the one answer which you feel most correctly answers the question. Thank you for your cooperation. Jallel Saif 190 PERSONAL INFORMATION Would you classify the area where you have lived most of your life as 1) 2) rural urban Which province have you lived in for most of your life 1) 2) 3) 4) 5) Western Province Eastern Province Northern Province Southern Province Central Province What amount of education have you completed? 1) 2) 3) 4) 5) elementary or equivalent intermediate high school college none What is your age? 1) 2) 3) 4) 18-29 30-39 40-49 5 0 or above How many years have you been driving? 1) 2) 3) 4) 1-4 5-9 10-24 2 5 or more What is your major reason for driving? 1) 2) 3) 4) work only work and pleasure status trips not related to work 192 7. Have you been involved in any of the following types of accidents? 1) 2) 3) 4) 8 . In general, how many kilometers do you drive in an average year? 1) 2) 3) 4) 9. below 2,000 RS 2,000-5,000 RS 11,000-14,000 RS 15,000 and above RS What is your occupation? 1) 2) 3) 4) 5) 11. 1,000-4,000 5,000-9,000 10,000-14,000 15,000 or more Please circle the average annual income most closely corresponding to your own. 1) 2) 3) 4) 10. fatal accident accident including injury accident including damage to car only none government employee businessman company employee student other How did you obtain your first driver's license? 1) 2) 3) 4) 5) I passed the interview only I passed the road test only I passed both the interview and the road test I got it through a friend I purchased a driver's license TEST OF KNOWLEDGE Unless otherwise posted, the maximum speed limit for small cars outside the city is 1) 7 0 kilometers per hour 2 ) 8 0 kilometers per hour 3) 100 kilometers per hour 4) 6 0 kilometers per hour Unless otherwise posted, the maximum speed limit in the city for small cars is 1) 2) 3) 4) 50 30 25 40 kilometers kilometers kilometers kilometers per per per per hour hour hour hour The posted speed limit is meant to function in 1) 2) 3) 4) rainy weather all kinds of weather clear weather conditions when the road is covered by sand and gravel The basic speed law requires the driver to drive 1) 2) 3) 4) so as to be able to stop with an assured safe dis­ tance of any object at 7 0 kilometers per hour for small cars outside of city limits at 4 5 kilometers per hour for passenger cars in cities as fast as possible When you are driving down a steep hill 1) you should stop your engine and put your foot on the brake 2) leave your engine running even though you don't need the power 3 ) stop your engine and put yourgear in neutral 4 ) apply your handbrake 194 When you are using the high beam of your headlights, law requires that they cover a distance of at least 50 meters 1) 2) 1 0 0 meters 3) 25 meters 4) 7 5 meters "YIELD RIGHT OF WAY" signs mean 1 ) you must come to a complete stop 2 ) you do not need to decrease your speed 3) you may proceed cautiously without stopping if both directions are clear 4) that you can assume that you have the right of way When you are using the low beam of your headlights, law requires that they cover a distance of at least 20 meters 1) 30 meters 2) 15 meters 3) 10 meters 4) A single, solid yellow line on your side of the center line of the street means 1 ) you can pass slower traffic 2 ) you can cross the center line to gain clearer vision of traffic ahead 3) you may not cross the center line 4) you may pass with care Streets are generally most slippery just after it starts to rain 1) 2 ) when it has been raining for several hours 3) when it rains at night 4) when it has been raining for several days If an oncoming driver fails to dim his headlights you should keep your eyes on the centerline of the road 1) 2 ) keep your eyes on the centerline of the road and flash your headlight until you pass keep flashing your lights from high to low until 3) you pass flash your lights once and look ahead at the right 4) edge of the road 195 12. On a narrow two lane road, if the vehicle ahead stops to make a left turn, you are obligated to 1 ) pull off the pavement and pass him on the right 2) sound your horn to cause him to complete his turn 3) remain stopped behind him until he completes his turn 4) sound your horn and pass him on the left 13 . When you hear a siren or see a red warning light of an emergency vehicle, you are required by law to 1 ) pull over immediately to the left side of the road and stop 2 ) slow down and stop where you are 3) pull over to the right side of the street and stop 4) pull over to the leftside of thestreet and turn off your engine 14 . When two vehicles approach an open intersection at the same time where there is no sign, signal, or officer 1) the vehicle on the left has the right of way 2 ) the vehicle on the right has theright ofway 3) both cars have the right of way 4) whichever car takes the initiative has the right of way 15. The can 1) 2) 3) 4) 16. While you are driving, if your tire blows up, you should 1 ) brake hard and turn toward the right edge of the road 2 ) pump your brake constantly, so you will be able to stop in a short distance 3 ) grip the steering wheel firmly, slow down and brake lightly and move to the right 4 ) maintain your normal speed of your car and it finally will come to a stop law requires that the closest legal distance you park to a stop sign, a signal, or a curve is 5 meters 15 meters 12 meters 10 meters 196 17. An intoxicated driver has the following characteristic: 1) 2) 3) 4) 18. his reaction time will be faster than usual a tendency to be more careful because he knows he is handicapped his judgment is impaired d o n 't know When you travel in foggy weather you should i1 ) drive more slowly and use the high beam of your ; headlights 2 ) maintain regular speed and do not use headlights 3) drive slower and turn your headlights on and off 4) drive slower and use the low beam of your headlights 19. When you are driving in the city at night your head­ lights should be 1) 2) 3) 4) 20. kept on the high beam all the time kept on a low beam only when you are behind another car put on the high beam when passing another car kept on the low beam as long as driving within a city area Brakes on your car must be good enough to 1) 2) keep the car from being stop the car within one at any speed 3) stop your car within an any object 4 ) only need checking every 21. pushed or pulled when parked car length of any object assured safe distance from three years After losing braking because of driving through deep water, the driver should 1) 2) 3) brake hard several times to dry out the brakes speed up to dry the barke lining apply gentle pressure on the brakes until they dry out 4 ) do not put pressure on brakes until they dry out 197 22. When driving on a straight, dry, concrete pavement, at a speed of 100 kilometers per hour, a car will travel approximately 1) 2) 3) 4) 23. 15 25 10 28 meters meters meters meters per per per per second second second second When you increase your speed from 50 kilometers to 100 kilometers per hour, the braking distance is increased approximately 1) 2 2) 3) 4) 24 . "STOP" signs mean 1) 2) 3) 4) 25. times 3 times 4 times 10 times reduce speed slow down and yield right of way stop when there is traffic stop even when the intersection is clear When you are involved in an accident involving injuries to a person you should 1) obtain aid for the lice station 2) notify police only 3) wait for a passing 4 ) take injured person injured and notify closest po­ when accident is my fault motorist to notify police to hospital 26. Drivers of motor vehicles should maintain a distance from the rear of other motor vehicles of 1) one car length for every ten kilometers per hour 2) 50 meters 3) 10 car lengths for every 10 kilometers per hour 4) 25 meters 27 . The 1) 2) 3) 4) handbrake controls only the front wheels all four wheels only rear wheels doesn't affect the wheels • to 00 198 The most important factor in safe driving skill 1) 2) knowing the laws 3) attitude 4) condition of your car 29. The white lights 1) that the car 2) that the car 3) that the car 4) that the car 30. The general meaning of international road indicated by their size 1) color 2) shape 3) symbols 4) 31. When approaching a green traffic signal, the driver should 1 ) continue at a constant speed because he has the right of way 2) blow his horn if pedestrians try to interfere with his progress 3) stop only if an officer or police Lraffic director asks him to 4) yield right of way to pedestrian 32. Stop signs are recognized by the following shape 1 ) circular bearing a triangle in the middle 2 ) square bearing a triangle in the middle 3 ) rectangular bearing a triangle in the middle 4 ) triangular bearing a circle in the middle 33. When driving, if the rear of car skids to the right on a slippery road, you should 1) take your foot off the gas pedal and steer to the left side of the road 2 ) steer to the right and accelerate 3 ) take your foot off the gas pedal and steer to the right side of the road 4 ) maintain your speed and stay on your course located at the rear of a is moving forward is reversing is in emergency is turning 199 34. "WARNING" signs can be recognized by the following shape 1) 2) 3) 4) 35. Regulatory signs are recognized by the following shape 1) 2) 3) 4) 36. 4 3 1 2 years years year years When entering an intersection on a two-lane street, one should 1) 2) 3) 4) 38. square rectangular circular triangular If a driver is driving a used car, he should have it in­ spected for mechanical defects every 1) 2) 3) 4) 37. circular triangular square rectangular look look look look right, then left, then right left, then right, then left wherever is best for his own vision straight ahead According to law, the fine for a traffic violation will be doubled 1) 2) 3) 4) if you if you if you year if you repeat the same violation five times a year repeat the same violation 3 times a year repeat the same violation within the same repeat the same violation within 2 years Thank you for your cooperation. APPENDIX C 200 M IC H IG A N STATE U N IV E R S IT Y EAST LAN SIN G • M IC H IG A N 48823 UNIV ER SITY COLLEGB • DEPA R TM EN T O F SOCIAL SCIENCE • BESSEY HALL June 2, 197? TO WHOM IT MAY CONCERN This is to certify that the translation of this questionaiire into Arabic by Mr. Jallel Saif is quite correct and seems to convey the meaning and purpose of the research scheme. Fauzi M. najjar Professor MICHIGAN STATE UNIVERSITY DEPARTMENT OF. SOCIAL SCIENCE UNIVERSITY COLLEGE 129 BESSEY HALL PAST LANSING, MICHIGAN 4 8 8 2 3 2 01 I t j *bl I — • < * i ^ J I J ^ to J I 0-1 ^ J ji > . 1— — -^-I 4_kftJ I Ij ^ I j I (_yi-L*J I v—-ftlJ ^ r-~l—■',' oi'L-uu * v ^ L J I ^ O * O ^”^4* O -* ^ 4^ <_>^ ^ I l*^ I 4P^-' O * ^ ^ 4-^ZT: 4 J _ J c lw J L o l * ^ ' < j J La i k k I ^Ll «j I I -iA U L . L «- ;j L j U - -j-'^c I J^J! j L ^ I '“■‘-I j L>* I JLi J * y~~uj a ! ^ ^ ^ i ■ ^^ j L ^L«4 I 4-» U si I y^r~j^ * *“ Ij ^ b* ^hk 'ij Ij ^ J lj* 11 I ^ I «Vy c 4 4. jk j ^ l ti5^ ^ r.~»,aI I L L.i p L^«rf ^ j U X J L -k * I 4 1JJb ' ^ * - y i j 1» L 4-LLll. 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