Recent research suggests that the concept of safety culture, specified as traffic safety culture, may have great potential for improving traffic safety. However, as the safety culture concept has been traditionally applied to an organization and its members, the main aim of this paper is to examine how the concept can be applied to road traffic. This is largely a question of which analytical unit the traffic safety culture concept could be applied to. This paper examines three alternatives: (1) local communities, (2) nations, and (3) peer groups. These alternatives are evaluated against four criteria: (A) Is it well defined? (B) Can it be used to explain traffic safety behaviour? (C) Is it possible to influence? (D) Does it provide new insights into traffic safety problems? This paper concludes that while the local community alternative and national alternative appear too heterogeneous, the peer group alternative provides what seems to be a new and promising basis for targeted traffic safety interventions. The discussion indicates, however, issues that need to be examined in further research.

While Norway had the lowest road mortality rate in Europe in 2017, Greece had one of the worst road safety records of all EU-27 countries. The present study investigates road safety culture (RSC) as an explanation for this discrepancy by: (1) Comparing the road safety behaviours among professional and private drivers in Norway and Greece, (2) Examining factors influencing road safety behaviours, focusing especially on national road safety culture, and (3) Examining the influence of road safety behaviours and other factors (e.g., demographic and work-related variables) on accident involvement. This is done by comparing survey answers of private car (N = 796) and professional drivers (heavy goods vehicles and buses) in Norway and Greece (N = 416). Results from qualitative interviews (N = 61) are also presented. We study safety behaviours hypothesized to vary according to nationality (e.g., aggressive violations), and behaviours hypothesized to vary according to the professional versus private driver dimension (e.g., seat belt use). A central objective is to examine whether the former safety behaviours are more similar among private and professional drivers within countries than among professional and private drivers across national samples, indicating common national road safety cultures among private and professional drivers in the respective countries. The results indicate that aggressive violations are more similar among private and professional drivers within the national samples, than across the national samples, while seat belt use seems to vary according to the professional versus private dimension. The results also indicate a relationship between aggressive violations and accident involvement, although other variables were more strongly correlated. Moreover, drivers’ safety behaviours were influenced by the behaviours that these groups ascribed to other drivers in their countries, indicating the existence of different national road safety cultures. The Greek RSC was characterized by more aggression and violations than the Norwegian RSC, which seemed to be characterized by a higher level of compliance and politeness. The different RSCs may perhaps shed light on the different accident records in the two countries.

Regulators have increasingly started to focus on safety culture. The causal link between regulatory initiatives to improve safety culture and a potential decline in accidents may, however, appear like a "black box", involving social processes that seem hard to foresee and influence. We need a better conceptual understanding of this. The aims of our study are to: 1) Map studies of regulatory efforts to influence safety culture in companies, 2) Use the identified studies to develop a conceptual model of the analytical relationships between regulatory initiatives to improve safety culture and accidents in these studies, including the factors influencing these analytical relationships and 3) discuss practical implications. The review is reported according to PRISMA-guidelines, and focuses on professional transport (aviation, sea, rail, road) and the Norwegian petroleum sector. Our review indicates at least six analytical relationships, mediating between regulatory attempts to influence organizational safety culture and accidents. These are between: 1) Rules and regulators, 2) Regulators and companies, 3) Managers and employees in the companies, 4) Organizational members' shared ways of thinking and acting, which are the two key elements of safety culture, 5) Safety culture and safety behaviour, and between 6) Safety behaviour and accidents. Regulatory attempts to influence safety culture may fail or succeed at each level, through factors involved in the different relationships.

The European Union (EU) promotes a gradual lifting of restrictions on foreign hauliers involved in domestic road transport of goods (cabotage), and liberalization of the current road cabotage rules may further increase the proportion of foreign heavy goods vehicles (HGVs) on Norwegian roads. The aims of the present study are to: (1) Examine the safety outcomes of increasing internationalisation in (Norwegian) road transport of goods; and (2) Discuss the importance of potential risk factors related to increasing proportions of foreign HGVs on Norwegian roads. We use four data sources to shed light on the aims. Results show that foreign HGVs account for 6% of the average domestic transport in Norway, and 11% of the HGVs involved in personal injury accidents. Additionally, foreign HGVs have a three times higher risk of single vehicle accidents, and twice the risk of head-on collisions. Foreign HGV drivers also seem more likely to trigger fatal accidents. We conclude that two risk factors seem to be important: (1) experience with/competence on Norwegian roads and (2) winter driving. Thus, the safety challenge is not that the drivers are foreign, but that they to some extent lack experience with, and competence on, the Norwegian road networks and the challenges that these roads may pose (e.g., narrow roads with high gradients, many curves, snow and ice). Previous research from other countries has also found that lacking experience with national road networks is an important risk factor. Given our results on risk factors, we may hypothesize that if foreign HGV drivers get more experience and education on Norwegian driving conditions, then increased internationalization could perhaps be of less concern in road safety. When discussing the higher accident risk and lower experience of foreign HGV drivers in Norway, it is important to note that the reason for foreign HGV drivers, working for foreign hauliers, to drive in Norway is that there are customers of the goods in Norway. Interviewees stressed that the foreign driver is often the last link in a long and complex chain of actors involved in the transport. Although these actors have a legal responsibility to “contribute to safety,” interviewees stated that this responsibility is vague and not clearly enforced. We therefore suggest the clarification of, and an increase in, the responsibilities of the different parties involved in goods transport, especially the transport buyers. This means to both ensure the experience and training of the drivers (e.g., preparing them properly to drive on winter roads), and to positively influence their transport safety in other ways (e.g., reducing stress and time-pressure).

Traffic accidents account for between 20% and 40% of work-related accidents in industrial countries, and research indicates that road transport companies often have little focus on organisational safety management (OSM). There is thus a huge and largely untapped road safety potential in improving the safety of people who drive in their work, by focusing on OSM. Road transport companies in European countries are often small, however, with limited resources in terms of time, financial resources and competence on road safety. The main aim of the present article is therefore to develop an OSM strategy for small road transport companies. Based on a systematic literature review, taking Norwegian research as its point of departure, the article concludes that four measures seem to be most realistic for small goods-transport businesses, and that these measures seem to have the greatest safety potential. These four measures can be arranged on a ladder, where businesses start at the lowest and most basic level, before proceeding to the next step. While our stepwise safety-ladder approach has not been validated, it is expected that further research would confirm the value of the strategy proposed.