Inappropriate high speeds are associated with increases in crash probability and severity, and we need to understand why they happen if we are to design workable interventions. Thirty-six drivers participated in four focus groups: one of professional drivers, two of drivers on a speed awareness course, who had been previously convicted for speeding, and one of motorcyclists. The method used an amalgam of qualitative approaches to thematic analysis. The principal aim was to elicit driver experiences and perceptions regarding speed choice and speeding behaviour. A second aim was to determine the extent to which the themes identified by participants could be explained using the concepts of the Task-Capability Interface (TCI) model, which was developed from its original instantiation as a result of a review of the research literature on speed choice published in the period 1995 to 2006 (Fuller et al., 2008). A third and final aim was to examine the implications of the results for the content of speed-related media safety campaigns and the identification of potential target groups. All groups reported using their speed in order to control safety margins and to obtain a ‘comfortable’ state. Driving capability was regarded as being affected by experience, stress, age, concentration and fatigue. Driving task demand was seen to be influenced by road and traffic conditions, including familiarity with the road, vehicle characteristics, weather conditions, the behaviour of other road users and secondary tasks such as the use of a mobile phone. There was an awareness that high speeds reduced the time available to deal with contingencies and bikers in particular wanted to keep braking to a minimum to avoid loss of control. On the other hand, there was general agreement that speed could be pleasurable and could deliver an adrenaline rush and a feeling of power. Speed increases could be triggered by frustration, by pressure from others – both inside and outside the vehicle – by competitiveness and to express annoyance. There was a perceived norm of increased aggression on the roads, and drivers said that feelings of anger and aggression triggered by the behaviour of other road users could drive their speed up. For all groups journey goals included the pressure of being late. An associated motive was that of ‘get-home-itis’. Sometimes drivers wanted to beat their estimated journey time, and both drivers and bikers sometimes wanted to test their skill. Keeping up to the speed of the traffic flow was a further motive for increased speed. Non-compliance with the speed limit is generally regarded as potentially dangerous, but not necessarily so where road and traffic conditions permit. The margin above the limit, allegedly ‘permitted’ by enforcing agencies, is regarded as authorising minor levels of infringement and there is no shame felt in engaging in this behaviour. Going over the speed limit can also happen unintentionally, especially where signs are not detected: compliance is much easier when the limit makes sense. It was mentioned that it can be difficult to recalibrate one’s speed when entering a lower speed zone and that the distraction of frequent checking of the speedometer can be dangerous. These themes arising from driver/rider perceptions and experience regarding speed choice can be readily mapped onto the conceptual framework provided by the TCI model and are entirely consistent with that theoretical formulation, providing a rich elaboration of instances of its key concepts. By comparing groups on the themes they identified, there seems to be no striking difference between professional and non-professional driving groups. Bikers also talk about very similar themes as drivers. However, they also identify desirable states, such as being in ‘the groove’, and place more emphasis on the importance of maintaining concentration and an adequate safety margin. Among the groups of participants there does not appear to be much of a knowledge gap that a media campaign might aim to influence. However, possible themes that might be targeted by a media campaign are the influence of mood state on speed choice, the influence of perceived norms, journey-time management and maintaining socially acceptable behaviour. (Author/publisher)
Samenvatting