Charles Goldenbeld

The Traffic Enforcement Team of the National Public Prosecutor’s Office asked SWOV to carry out a study for the purpose of a reassessment of the priorities for the regional traffic enforcement teams. This report discusses the results of this study. The essence of the Traffic Enforcement Team of the National Public Prosecutor’s Office’s request was to make clear the extent to which the present priorities are still valid and whether new and different priorities need to be formulated and how this can be the basis for the legitimacy of traffic enforcement during the following ten years. This report may be accessed by Internet users at: http://www.swov.nl/rapport/R-2011-21.pdf

This report discusses what has been found in literature about subjective lack of safety, which is the lack of safety as it is experienced during traffic participation, and on the concern about traffic safety that one experiences outside traffic participation. In addition this report discussed the effect of subjective safety on road traffic behaviour, on the acceptance of and compliance with traffic measures, and on prioritization of policy measures. This is followed by a brief survey of the development of views on subjective safety in the Netherlands during the past decades and the effects this has had on the institutionalization of the pursuit of improving road traffic safety. It has also been studied how the experienced lack of safety can be used to detect latent shortcomings of the traffic system. The report ends with a number of conclusions. This report may be accessed by Internet users at http://www.swov.nl/rapport/R-2008-15.pdf

Topics covered in this report include an update of current traffic safety situations in the SUN countries (Sweden, United Kingdom and the Netherlands) as well as case studies of pedestrian, cyclist, mopedist, motorcyclist, young driver and goods vehicle safety. These are complemented by chapters on speed management and enforcement policies, and on the characteristics that are required for effective implementation of road safety programmes.

Een verkeersovertreding wordt doorgaans zwaarder bestraft als het risico daarvan hoger is. Naarmate men de limieten – voor rijsnelheid of bloedalcoholgehalte – meer overschrijdt, krijgt men een hogere boete. Ook herhaalde overtredingen leiden tot een aanzienlijk hoger risico. Voor zover deze overtredingen op kenteken worden beboet, leidt herhaling op dit moment echter niet tot hogere boetes. De Wet administratiefrechtelijke handhaving verkeersvoorschriften (WAHV; ook wel 'Wet Mulder'), staat dit nu niet toe. De Tweede Kamer (motie 471, 2 juli 2015) heeft de minister van Veiligheid en Justitie gevraagd de mogelijkheden te onderzoeken voor een progressief boetesysteem waarbij de boete toeneemt bij herhaalde overtredingen. De SWOV heeft een onderdeel van dat onderzoek uitgevoerd, namelijk een schatting van het effect van een progressief boetestelsel voor snelheidsovertredingen op de verkeersveiligheid. Hiernaast is onderzocht of er evidentie is voor de aannamen en werkingsmechanismen die aan een progressief boetestelsel ten grondslag liggen, en is nagegaan of een dergelijk stelsel mogelijke (onbedoelde) neveneffecten heeft. Dit rapport bevat de resultaten van dat onderzoek. Daarbij is uitgegaan van bekeuring op grond van kentenkenaansprakelijkheid, aangezien in 2016 96% van alle WAHV-overtredingen op kenteken werd geconstateerd en 84% een snelheidsovertreding van vooral (bestel)auto’s betrof.

... Start date of the project: 1/3/2006 Duration: 30 months Organisation name of lead contractor for this deliverable: TØI Authors: Alena Erke, TØI, Charles Goldenbeld, SWOV, Truls Vaa, TØI Final (first submitted 19/09/2008, revised 05/03/2009) ...

Impairment due to alcohol and/or drugs is a major cause of motor vehicle crashes worldwide. Alcohol, illegal drugs and various prescribed drugs (medicines) impair driver's functional capabilities including reaction time, tracking ability, vision, divided attention and vigilance, which leads to increased crash risk.
The crash risk for drivers with a blood alcohol concentration (BAC) of 0.5 g/L is estimated to be 1.4 times higher than that of a sober driver; at 1.0 g/L nearly 5 times higher; and at 1.5 g/L around 20 times higher. For fatal crashes, the risk curve is even steeper. The crash risk associated with drugs depends on the type of drug. The greatest risk increases for illegal drugs - at least 5 times higher - were found for amphetamines, multiple drug use, and combined alcohol-drugs use. For medicines, risk increases were found for barbiturates (used for headaches/insomnia), benzodiazepines (for anxiety/insomnia), anti-depressants, and opioids/opiates (for pain/sleeping problems).
It has been estimated that 1.5 to 2% of kilometres travelled in the EU are driven with an illegal BAC. This equates to millions of drivers under the influence of alcohol. Around 25% of all road deaths in the EU are alcohol-related. On the positive side, alcohol-related fatalities have decreased somewhat faster than the number of other fatalities. The evidence on the development of drug-related traffic fatalities in EU-countries is scarce. Recent roadside surveys among randomly stopped drivers in EU-countries show alcohol prevalence rates between 0.3-2.7% and drug prevalence rates between 6.0 - 11%.
The reasons people engage in impaired driving reflect the opportunities that society provides for this, as well as personal choice or motivation. In regard to the repeat offenders group, medical (psychiatric) problems related to problematic alcohol and drugs use often underly their habitual pattern of impaired driving.
Countermeasures against impaired driving include: Policies to decrease the consumption of alcohol/drugs, to reduce drink/drug use before driving, strict legislation backed by police enforcement, provision of alternative transport means, awareness campaigns, rehabilitation courses, safety culture in companies, alcohol interlocks, and in-vehicle technology that warns/intervenes when impairment leads to critical events. Measures often work better in combination than when implemented individually, e.g. enforcement combined with campaigns, alcohol interlock combined with medical and psychological guidance.

The Policy Stimulus Road Safety that was drawn up in 2012 contains 23 additional measures that the Ministry of Infrastructure and the Environment and its administrative and social partners intend to implement in order to reduce the number of serious road injuries. This monitor reports on the developments concerning numbers of casualties, exposure and risk and discusses the progress of the implementation and possible effects of the 23 additional measures. This report serves as a background report to brief report R-2015-3 in which the main findings are summarized for policy makers. The developments concerning the numbers of casualties are discussed for both the long term and the short term. Two indicators are used to describe these developments: ? The long term development; this indicator refers to the trend during the period 2004-2013 and is expressed in an average relative change per year. ? The short term development; this indicator is the comparison of the number of casualties dur...

The Regional Road Traffic Safety Authority of Limburg asked SWOV to assess five scenarios for rewarding traffic behaviour on their feasibility. This involved a qualitative content-wise and statistical assessment of the likelihood of success of the following five scenarios: ? Generic rewarding: everyone in the province of Limburg receives a reward or has a chance of receiving a reward if he/she has not been fined. ? Location related rewarding: at one or more locations it is determined whether a passing road user shows desirable behaviour and if so, is rewarded. ? District-related rewarding with lottery: road users who are determined to display good traffic behaviour within a project district receive a lottery ticket lot which offers a chance of winning a price. ? District-related rewarding with collective reward: if good traffic behaviour is determined in a project district, the entire district is rewarded with a collective price. ? District-related rewarding with social media: inhab...

The present report discusses how best to draw up the questionnaire survey on drug use in traffic. The Ministry of Infrastructure and Water Management would like to know what requirements the survey should meet to provide reliable and valid information for the risk indicator on drug use in traffic. Which types of drugs should be enquired about, over which period, in which way and in which sample?
To answer these questions, we used SWOV expertise, best practices in the field of questionnaire surveys, and the results of a brief literature review concerning drug use in general and during traffic participation in particular.

The Irish Government Road Safety Strategy 2013-2020 (RSS) sets out 144 actions for the Road Safety Authority (RSA) and stakeholders to have completed by 2020. Action 121 requires RSA to “Undertake a cost benefit analysis for the use of alcohol interlocks as a sanction for repeat offenders.” RSA has commissioned SWOV, the Dutch road safety research institute, to do this.

In Ireland, a large number of people are convicted for drinking and driving. The share of repeat offenders from 2013 to 2016 was 13% on average. For the purpose of this study, this percentage was used in the cost benefit analysis.

The main goal of this study is to determine the two elements of the desired cost benefit analysis: the benefit to cost ratio (BCR) and net present value (NPV) of an Irish Alcohol Interlock Program (AIP). To meet this goal, six research questions on the AIP need to be answered, regarding the number of casualties to be reduced, characteristics of the program, effectiveness, methodology and data, BCR and NPV for different scenarios, and sensitivity to the most relevant input parameters.

The CBA covers a 10-year timeframe (2021-2030) with three different casualty development trends being considered. The most likely trend is based on a model. A more positive trend is the supposed result adhering to EU policy, assuming numbers will be halved in a decade. A more negative trend assumes road fatalities stay at the 2018 level.

European countries aimed at tackling repeat offences in road transport by acting as a deterrent and providing sanctioning. The impact of a Demerit Point System (DPS) on the number of crashes is often reported to be significant but temporary. In this context the objective of the EU project BestPoint was to establish a set of recommended practices that would result in a more effective and sustainable contribution of DPS's to road safety. The BestPoint Handbook presents recommended practices for designing and implementing a DPS to ensure the largest possible safety benefit. It is based on evaluation studies, psychological and learning theories, expert experiences and considerations, and information about current practices as described in two extensive project deliverables. Aspects that are presented include: (1) basic design characteristics, e.g. offences to be included, points to be assigned, road user groups to be distinguished, as well as determining thresholds for intermediate measures and consequences when reaching the maximum number of points; (2) accompanying measures, like warning letters, driver improvement courses, general information and communications, and enforcement; (3) measures to regain a licence, e.g. driving test, medical and psychological tests, and rehabilitation courses; and (4) administrative and organisational issues. Subsequently, there are seven chapters, elaborating on the various sub-elements of a Demerit Point System. In each of these chapters the central question is "How to get the best out of a DPS": I. Demerit Point Systems: overall features and facts; II. Offences and penalty points; III. Road user groups; IV. The role of enforcement and communications; V. Applying intermediate and rehabilitation measures; VI. Organising, administering and monitoring a DPS; VII. Future perspectives: towards an EU DPS? Finally, chapter VIII summarises those features and elements that can be considered to be essential for an effective and manageable DPS.

In LEVITATE, several methods—including a literature study, micro-simulation, meso-simulation, Delphi survey—have been used to study the expected impacts of the increasing presence of first- and second-generation automated vehicles in city traffic on the domains of environment, mobility, and society and economy. Levitate has also estimated the additional impacts of specific policy interventions (termed ‘sub-use cases’) such as automated urban shuttle services, or hub-to- hub freight transport, on these domains. These estimated effects are presented as effects over and above the effect resulting from the increasing presence of automated vehicles anticipated as part Cooperative, connected and automated mobility (CCAM).

In LEVITATE, several methods—including a literature study, micro-simulation, meso-simulation, system dynamics model, and a Delphi survey—have been used to study the expected impacts of the increasing presence of first- and second-generation automated vehicles in city traffic on the domains of environment, mobility, and society and economy
The major studied impacts in these domains include for example congestion, emissions, energy efficiency, access to travel, modal split, total kilometres travelled, parking space, road safety, public health, vehicle operating costs.

This document on impaired driving is part of a series of 20 thematic reports on road safety commissioned by the European Commission. The purpose is to give road safety practitioners an overview of the most important research questions and results on the topic in question. The level of detail is intermediate, with more detailed papers or reports suggested for further reading.

Mede op verzoek van het ministerie van Infrastructuur en Waterstaat heeft SWOV in kaart gebracht wat de mogelijkheden zijn om de bestaande kennis over prevalentie en risico’s van rijden onder invloed van alcohol en drugs te vergroten. Deze oriëntatie is uitgevoerd aan de hand van literatuurstudie en gesprekken met deskundigen. Voor nieuw onderzoek naar alcohol en drugs in het Nederlandse verkeer zijn de volgende onderzoeksvragen onderscheiden: 1. Risicoverhoging door alcohol en drugs: wat is de invloed van het gebruik van alcohol en/of drugs op het ongevalsrisico in het verkeer? 2. Prevalentie van alcohol en drugs in verkeer: welk aandeel van bestuurders in Nederland rijdt onder invloed van alcohol en/of drugs in het verkeer? 3. Prevalentie van alcohol en drugs bij gewonde bestuurders: bij welk aandeel van door een verkeersongeval gewonde bestuurders in het verkeer kan alcohol of drugs worden vastgesteld? 4. Vergelijking over tijd: is het aandeel bestuurders dat in Nederland onder invloed van alcohol en/of drugs rijdt toe- of afgenomen?

Dit rapport beschrijft de resultaten van een onderzoek naar het effect van Dick Bruna-borden langs 30km/uur-wegen op de rijsnelheid van automobilisten. Het onderzoek is door SWOV uitgevoerd in opdracht van de Metropoolregio Rotterdam Den Haag

Bestuurlijk draagvlak in besluitvormi ng Bij het bedenken, voorbereiden en uitvoeren van verkeersmaatregelen in het kader In dit onderzoek wordt druogvluk gezien als resulta ii te van een samenwerkingsproees tussen besluitvormers, waarbij het toe-ot afnemen van het draagvlak wordt bepaald door drie factoren Ten eerste wordt het draag— via k bepaald do r in houdel i ke afwegingen . daarnaast ook door de voortgang iii het proces en ten slotte speelt dc openheid tussen en veiligheid van deelnemende partien een bepalende rol. Beslissingen die inhoudelijk 'deugen', clie voortgang van gebeurtenissen bevorderen en die openheid en veiligheid van samenwerkende partijen niet aantasten, zullen het draagvlak voor liet samenwerkingsproees en specifieke onde rclelen daar van, zoals uit te voeren maatregelen, in stand houden (figuur 1). u r 1. (rio.riu 1)(fl rk Ir/mr,' uii bcslizitvurni)p basis van deze theorie kunnen de beslissingen van beleidsmakers over de twee maatregelen beoordeel...

Jaarlijks vinden er 22.000 Spoedeisende Hulpbehandelingen (SEH) plaats bij 0-14 jarigen naar aanleiding van een fietsongeval. Dikwijls betreft dit hoofdletsels, vooral bij kinderen tussen 4-8 jaar. Een fietshelm biedt goede bescherming, maar is nog niet ingeburgerd in de Nederlandse samenleving. De literatuur geeft geen eenduidig beeld van de factoren die ouders bewegen tot het aanschaffen van een fietshelm, noch van factoren die hen er toe bewegen om hun kind consequent een helm te laten dragen. Daarom is er een onderzoek gedaan naar de psychosociale determinanten van fietshelmgebruik onder4-8 jarige kinderen. De diffusietheorie van Rogers fungeerde als theoretisch kader. Uit de resultaten blijkt dat de vraag naar kinderfietshelmen sinds midden jaren negentig sterk is toegenomen. Ook het aanbod is sterk verbeterd wat betreft keuzemogelijkheden, uiterlijk, pasvorm en draagcomfort. Van de Nederlandse ouders met jonge kinderen heeft 22% in de afgelopen vijf jaar een fietshelm voor hun...

A great deal of attention has been paid to backgrounds to traffic violation behaviour from the perspective of road safety policy. Policy makers and other road safety professionals are particularly interested in the determinants of and possible influence on hazardous and aggressive driving behaviour. This literature study maps the knowledge about backgrounds to traffic offenders. The study intends to identify or improve interventions with respect to communication and education. Research literature for this study has been collected about recidivist offenders since 2000. The following questions were focused on: − What are the determinants of repeated traffic violation behaviour? − Which groups of offenders can be distinguished? − Which effective behaviour influence strategies for traffic offenders are available with respect to communication and education? About 120 identified studies were subdivided into speed offenders, hazardous/aggressive offenders and alcohol and drugs offenders. T...

Feasibility of reward scenarios in the province of Limburg; An assessment based on literature The Regional Road Traffic Safety Authority of Limburg asked SWOV to assess five scenarios for rewarding traffic behaviour on their feasibility. This involved a qualitative content-wise and statistical assessment of the likelihood of success of the following five scenarios: − Generic rewarding: everyone in the province of Limburg receives a reward or has a chance of receiving a reward if he/she has not been fined. − Location related rewarding: at one or more locations it is determined whether a passing road user shows desirable behaviour and if so, is rewarded. − District-related rewarding with lottery: road users who are determined to display good traffic behaviour within a project district receive a lottery ticket lot which offers a chance of winning a price. − District-related rewarding with collective reward: if good traffic behaviour is determined in a project district, the entire distr...

Evaluation of the moped riding test; Effectiveness concerning road safety of the moped riding test and preparatory theory lessons On 1 March 2010, the moped riding test (BPE) was introduced to increase the safety of (light) moped riders and microcar drivers. The BPE consists of two types of tests: 1. the ‘AM2 test’ for (light) moped riders, testing traffic behaviour, and 2. the ‘AM4 test’ for microcar drivers, testing vehicle skills on a closed circuit. In February 2011, the first evaluation of content, execution and results of both practical tests and theory lessons was carried out by Royal HaskoningDHV engineering consultancy. SWOV was asked to perform a second evaluation which was to focus on the road safety effects. To this end, the Dutch Ministry of Infrastructure and the Environment formulated a number of questions. This report presents the best possible answers to these questions based on the available data. Question 1: Does the AM2 test have a positive effect on road safety?...

Partners: Bundesanstalt für Strassenwesen (BAST) Institut national de recherche sur les transports et leur securite (INRETS) Kuratorium für Verkehrssicherheit (KFV) Institute for Road Safety Research (SWOV) The Institute of Traffic Planning and Traffic Engineering (TUW-IVV) Institute of ...

1982; Evans, 1991). One of these human factors that is well known to be associated with increased accident risk is the committing of various traffic law violations (Reason et al., 1990, Parker et al. 1995). Probably the best studied and documented is the relationship between driving

Dit rapport bevat de resultaten van een literatuurstudie naar veiligheidscultuur en veiligheidsklimaat bij transportbedrijven. Hoewel het begrip veiligheidscultuur vaak in verband wordt gebracht met grote incidenten (treinontsporingen, nucleaire installaties, vliegtuigcrashes) richt dit rapport zich met name op veiligheidscultuur in relatie tot transportondernemingen. Transportondernemingen hebben te maken met specifieke veiligheidsissues. Omdat chauffeurs doorgaans alleen, zonder toezicht, onderweg zijn in het verkeer is het moeilijker om hun gedrag te monitoren dan bijvoorbeeld in een fabriek. Daarnaast staan bepaalde deelmarkten in de transportwereld (met name pakketdiensten) bloot aan hevige concurrentie waardoor nadruk niet zozeer op veiligheid als wel op efficiëntie lijkt te liggen. Het rapport beoogt antwoord te geven op drie vragen: 1. Wat is er theoretisch bekend over de werking en bepalende factoren van veiligheidscultuur, en wat zijn recente inzichten hierover? 2. Wat is ...

In October-November 2000, a field experiment was done in the traffic environment of the city of Leeuwarden, to study the effects of a 16-hour moped driver training on the driving skills of young, inexperienced Dutch moped riders (See ITRD E203869). This report presents the results of a follow-up measurement of driving skills of 35 of the original 46 test participants, about eleven months after their last driving test. The present results give insight into the long-term development of driving skills of both groups of moped riders, those who had followed the training course, and those who had not. The results are relevant in the light of the promise of the Minister of Transport and Public Works, to introduce a legal driving exam for moped riders as from 1st July 2003. The results present an ambiguous picture. Considered in terms of average driving performance, the group of trainees shows a constant performance level between the first measurement and the second measurement, eleven mont...

A great deal of attention has been paid to backgrounds to traffic violation behaviour from the perspective of road safety policy. Policy makers and other road safety professionals are particularly interested in the determinants of and possible influence on hazardous and aggressive driving behaviour. This literature study maps the knowledge about backgrounds to traffic offenders. The study intends to identify or improve interventions with respect to communication and education. Research literature for this study has been collected about recidivist offenders since 2000. The following questions were focused on: * What are the determinants of repeated traffic violation behaviour? * Which groups of offenders can be distinguished? * Which effective behaviour influence strategies for traffic offenders are available with respect to communication and education? About 120 identified studies were subdivided into speed offenders, hazardous/aggressive offenders and alcohol and drugs offenders. T...

The Dutch government has set the following quantitative targets for road safety: a 25 per cent reduction in the number of road deaths and injuries by the year 2000 (compared with 1985 levels). In order to bring these road safety targets within reach in the short term, it is argued that large-scale police surveillance is essential. A review of the current state of affairs with regard to police surveillance in the Netherlands indicates that a nation-wide, structured approach has not been realized, or even in some ways been approached. Some of the difficulties in setting up such an approach are discussed. One condition for a successful approach is the availability of knowledge concerning the operating process and the effects of police surveillance. It is argued that this knowledge is available, and that it is a matter of translating this knowledge into the specific Dutch context. Taking up this challenge, the SWOV Institute for Road Safety Research sketches the outlines of a proposal f...

This report summarises the main findings on the expected impacts after introducing cooperative, connected and automated freight transport. The strengths and limitations of the theoretical and empirical work underlying these impacts are discussed, and policy considerations in the broader context of the transition to smart urban mobility are presented.

In the LEVITATE project, several methods—including a literature study, microsimulation, meso-simulation, system dynamics model, and a Delphi survey—have been used to study the expected impacts of the increasing presence of first- and second-generation automated vehicles in city traffic on the domains of environment, mobility, and society and economy. The major studied impacts in these domains include for example congestion, emissions, energy efficiency, access to travel, modal split, total kilometres travelled, parking space, road safety, public health, vehicle operating costs.
This report presents conclusions on the main impacts of Connected and Automated Vehciles and automated urban transport on environment, mobility, and society-safety-economy and it presents challenges.

This review attempts to summarize knowledge concerning the operation and enforcement of traffic laws. Attention is paid to the various aspects of the system of enforcement, such as the contents and wording of laws and rules, characteristics of punishments and the carrying out of actual control operations by police. The operation of enforcement of specific behaviour (speeding, seat belt use, and drinking-and-driving) and target groups (young drivers) will be dealt with.

Ongeveer twee derde van alle ernstige alcoholongevallen wordt
veroorzaakt door de relatief kleine groep zware alcoholovertreders
(met een bloedalcoholgehalte van 1,3 g/l of hoger). In dit rapport
inventariseren wij beschikbare kennis over de achtergronden en
kenmerken van zware en recidiverende alcoholovertreders.

In dit enquêteonderzoek staat de vraag centraal of automobilisten
geneigd zijn een lagere rijsnelheid te kiezen wanneer er borden
met Dick Bruna-illustraties langs de weg staan. Automatische
gedragsbeïnvloeding door het oproepen van associaties – hier met
kinderen en zorgzaamheid – wordt nudging genoemd.

‘Driving hour and rest time’ or ‘hours of service’ (HOS) regulations are regulations that limit when and for how long drivers of commercial motor goods or passenger vehicles are allowed to drive and/or work during a particular period. The purpose of these regulations is to reduce driver fatigue and to reduce fatigue-related accidents. The levels of enforcement of these regulations were found to vary and to be low in many countries. Both in Europe and in USA high violation levels of the
regulations have been noted. In Europe there is no direct evidence that HOS regulations have reduced average driving times, driver fatigue, or accidents. In the USA the evidence of the safety effectiveness of HOS regulations is mixed. Both positive and negative findings have been reported, in terms of change in driving and rest time, sleep, and accidents. There is evidence that increased or improved monitoring or enforcement of HOS regulations leads to higher compliance and more
safety.

A school zone refers to a road area near a road traffic network around a school, where the presence of (younger) pedestrians is likely. In general, school zones have a reduced speed limit during certain hours. Most studies on the road safety impact of school zones have used before and after measurements of vehicle speeds as the safety relevant indicator. There is evidence that a lowered speed limit in a school zone may substantially reduce vehicle speeds, but nevertheless vehicle
speeds tend to remain far above the posted speed limit. There is evidence that speeds in school zones may be reduced by the application of speed monitoring displays and fiber-optic signs. The
speed-reducing effects of speed monitoring displays have also been found to remain stable at long term. Studies have not consistently demonstrated that flashing beacon signs or pavement marking
will significantly reduce vehicle speeds in school zones. The presence of specific elements in the physical road environment (sidewalk, crosswalk, pedestrian fencing) may contribute to lower speeds
in school zones. The research evidence is not clear on how the length of school zones and number of lanes affects vehicle speeds: opposing results have been found.

This chapter discusses the effect of diabetes on road safety. Diabetes mellitus is a group of metabolic diseases characterised by defects in insulin secretion, insulin action, or both. Studies generally show a (slightly) higher risk for drivers with diabetes, although differences are often not statistically significant. Two main approaches have been used to study the relationship between diabetes and crash risk. The most common approach compares crash rates of individuals with diabetes with crash rates of individuals without diabetes. The less common approach first distinguishes between drivers who have and who have not been involved in a crash, and then compares the prevalence of diabetes in these two groups. Most research has been done in the USA,
Canada, and Europe. Most of the research is on private drivers; very few studies are on commercial drivers.

‘Driving hour and rest time’ or ‘hours of service’ (HOS) regulations are regulations that limit when and for how long drivers of commercial motor goods or passenger vehicles are allowed to drive and/or work during a particular period. The purpose of these regulations is to reduce driver fatigue and to reduce fatigue-related accidents. The levels of enforcement of these regulations were found to vary and to be low in many countries. Both in Europe and in USA high violation levels of the
regulations have been noted. In Europe there is no direct evidence that HOS regulations have reduced average driving times, driver fatigue, or accidents. In the USA the evidence of the safety effectiveness of HOS regulations is mixed. Both positive and negative findings have been reported, in terms of change in driving and rest time, sleep, and accidents. There is evidence that increased or improved monitoring or enforcement of HOS regulations leads to higher compliance and more
safety.

‘Driving hour and rest time’ or ‘hours of service’ (HOS) regulations are regulations that limit when and for how long drivers of commercial motor goods or passenger vehicles are allowed to drive
and/or work during a particular period. The purpose of these regulations is to reduce driver fatigue and to reduce fatigue-related accidents. The levels of enforcement of these regulations were found to vary and to be low in many countries. Both in Europe and in USA high violation levels of the regulations have been noted. In Europe there is no direct evidence that HOS regulations have reduced average driving times, driver fatigue, or accidents. In the USA the evidence of the safety effectiveness of HOS regulations is mixed. Both positive and negative findings have been reported, in terms of change in driving and rest time, sleep, and accidents. There is evidence that increased or improved monitoring or enforcement of HOS regulations leads to higher compliance and more
safety.