Road traffic accidents constitute the primary cause of fatalities associated with injuries and engender substantial economic ramifications for affected individuals, their families, and entire nations. The Sultanate of Oman, like other countries, suffers from traffic accident injuries and traffic congestion. The accident rate for the period 2021 was recorded as one accident every six hours. Despite a 70% increase in total number of vehicles and an 81% rise in licensed drivers between 2012 and 2019, data on traffic accidents demonstrate an improving trend with a notable 55% decline in crash fatalities. However, it is important to recognize that road traffic accidents in Oman encompass not only social issues but also pose a significant economic burden, resulting in substantial financial costs for the nation. Notwithstanding, it was discovered that more than 50% of fatal crashes in Oman were primarily caused by excessive speeding. The main goal of this research is to analysis the causes and trends of traffic accidents at the national level in the Sultanate of Oman. Data analysis reveals speed as the primary cause of traffic accidents in Oman, with Muscat and Dhofar registering the highest accident rates. In addition, the distribution of deaths and injuries resulting from accidents varies according to Gender and nationality. According to the road accident scenario analysis in the state, more traffic accidents occurred in males than females. Traffic accidents have witnessed a notable decline over the past decade, attributable to the diligent efforts and interventions implemented by the Royal Oman Police.

Transportation plays an important role in serving economic, social, political, and population mobility. Public transport is gaining importance for providing sustainability, such as by reducing traffic congestion, noise levels, providing better air quality, and contributing to public health. Public transportation facilities are undeveloped in Northern Cyprus, and only buses and minibuses are available. Many people are ready to shift to public transportation if safe, reliable, and affordable transportation options are available. The theory of planned behaviour was used, and an online survey including 33 questions was conducted with the contributions of 385 participants. All variables of the theory of planned behaviour have a greater than 0.70 Cronbach’s alpha value; therefore, multiple linear regression analysis with the SPSS V27 program was conducted to detect the impact of attitude, subjective norms, and perceived behavioural control on behavioural intention. Note that 32.2% of intention is indicated by attitude, subjective norms, and perceived behavioural control. The study concluded that subjective norms and perceived behavioural control have a positive influence on behavioural intention. Attitude is not a predictor of behavioural intention. Subjective norms are the strongest (β = 0.438, p < 0.001), and perceived behavioural control is the weakest (β = 0.438, p < 0.001) predictor of public transport usage intention.

Delays represent one of the indirect costs in terms of frustration, loss of time and discomfort to the drivers. On the other hand, it represents a direct cost in terms of fuel consumption/wastage on road networks during idleness and inactivity. Extreme delay at signalized intersections reflects the incompetence in the signal timing because of consecutive signalized intersections on the particular site. The traffic parameters performance is not a feasible method or practice. Furthermore, one of the significant ways to improve the performance of the network is by coordinating traffic signal in intersections. This study was done to highlight the ability of improving the level of service (LOS) of four intersections; two of them with four legs and two with three legs as well as two roundabouts in Kuala Lumpur and Petaling Jaya using SIDRA software version 4.0. In addition, the study aims to compare the results between each peak hour in terms of percentage of change in the variables and the delay. Moreover, consideration of geometric delay should be taken into account when comparing delays in peak hours in the morning and the evening peak hours. The results obtained show that the morning period is better than the evening period for the value of delay, queue, journey time and speed that was obtained from practical measuring in the study area. The average reduction of delay in the study area before and after optimization of SIDRA software is from 3489 Sec to 1571 Sec in the morning period as well as 5093 Sec to 1663 Sec in the evening period. The percentage of reduction was about 45% and 33% -respectively.

Road accidents are one of the major challenges faced by most countries worldwide. It has been recognized as one of the major causes for human and economic losses both in developed and developing countries. Road accidents cause social and economic problems. This study investigated age and gender related differences in driver's attitudes towards violations of traffic laws in Tripoli-Libya. A total of 384 drivers were sampled for the study drawn from, work places as companies and banks in the city center and universities and other gatherings within Tripoli the metropolis. The results of the study showed that age and gender have significant influence on attitudes and knowledge of traffic laws, but not by a large margin. Males had a better knowledge on traffic law compared with the female respondents 74% of male and 61% of female. Implications and explanations for knowledge of traffic laws as well as traffic safety campaigns and methodological issues are discussed, also highlighted, suggestions for further research.