Traffic risk perception,road safety attitudes,and behaviors among road users: a comparison of Turkey and Norway

The present study aims to investigate differences in road safety attitudes, driver behavior, and traffic risk perception between Turkey and Norway. A questionnaire survey was conducted among a sample of Norwegian (n?=?247) and Turkish (n?=?213) road users. The results show that Turkish respondents perceived traffic risk to be higher than Norwegian respondents. Turkish respondents reported safer attitudes towards drinking and driving than Norwegian respondents, while Norwegians reported safer attitudes towards speeding. Turkish respondents reported a lower frequency of speeding behaviors than Norwegian respondents, whereas Norwegian respondents reported a lower frequency of drinking and driving. Traffic risk perception was related to road safety attitudes and behaviors among Norwegian respondents but not among Turkish respondents. The results were discussed with respect to differences in traffic safety, traffic culture, and the development levels in Turkey and Norway.     

The role of safety culture/climate and social cognitive factors for driving behaviors of Turkish professional drivers transporting petroleum products

The present study aimed to examine and compare the role of safety culture/climate and social cognitive factors on driving behaviors in a group of Turkish professional drivers transporting petroleum products. A questionnaire survey was conducted in a sample of 119 male drivers working for an oil company. The questionnaire included items related to demographic information and driving history; perceptions about the safety culture/climate of the company; fatalism; traffic risk perception; road safety attitudes; and driving behaviors. The results showed that being a truck driver compared to being a tanker driver was positively related to driving violations, while commitment to the management safety was negatively related to driving violations. On the other hand, safe attitudes towards speeding were negatively related to driving errors/lapses. Fatalism was positively related to both driving violations and errors/lapses. Also, compared to tanker drivers, truck drivers reported more violations and errors/lapses, a lower traffic risk perception and higher fatalism. Implications for the safety of professional drivers working for oil companies are discussed.     

An analysis of reported driver behaviour in samples of domestic and expatriate Iranians

Objective: Few studies have examined the differences in self-reported driver behaviour between drivers of one nationality who live in their country of origin (domestic drivers) and those who live abroad (expatriate drivers). This study aimed to explore the differences in self-reported driver behaviour among domestic and expatriate Iranian drivers. In addition, we explore the factors associated with self-reported accident involvement including personal injuries in these groups. Methods: A web-based version of the Driver Behaviour Questionnaire (DBQ) measuring self-reported driver errors and violations was distributed to respondents by availability sampling in social networks and by bulk email services. About 1000 individuals living in all provinces in Iran were invited to participate in the survey. We also invited Iranians living in more than 20 countries. A total of 634 domestic Iranians and 135 expatriate Iranians responded to our enquiry. The measure of driving behaviour asked the respondents about violations and error conduct during the last two years on any kind of road. The sample of domestic and expatriate drivers did not differ significantly in gender, age, education and driving hours per day. Domestic drivers were more likely to have experienced an accident in their lifetime. Both samples were relatively young of age (Domestic M integer?=?28.53, SD?=?6.85; Expatriate M integer?=?29.21, SD?=?7.71). Results: The results suggested that emotional violations were more common among the drivers living in Iran. Emotional violations and driver errors were related to self-reported accident involvement among domestic drivers while ordinary rule violations were associated with such accidents in the expatriate group. Conclusions: Iranian expatriate drivers reported less emotional violations than domestic drivers. A potential reason is that road traffic infrastructure and regulation enforcement in high-income developed countries do not facilitate emotional violations. Implications for road traffic safety and methodological limitations of the study are discussed.     

Social cognition and personality traits related to risky driving in a Turkish sample

Aims: The aim of the study was to make a theoretical contribution by investigating social cognitive factors and personality traits related to risky driver behaviour in a Turkish sample. The study tested three theoretical models by Structural Equation Modelling: (1) a model using risk perception and attitudes towards traffic safety to predict driver behaviour, (2) a model which used normlessness and sensation-seeking traits to predict such behaviour and (3) a model which used both the social cognitive factors and personality traits to predict driver behaviour. Methods: A questionnaire survey with validated measurement instruments was conducted in a sample of Turkish drivers (n?=?213). The response rate was 61%. Results: A combined social cognitive and personality trait model had tolerable fit and explained 24% of the variance in driver behaviour. The relations between personality traits and risk perception with driver behaviour were mediated through attitudes towards traffic safety. Risk-taking personality traits had relatively strong relations to unsafe driver behaviour, whereas risk perception had a relatively weak relation to such behaviour. Conclusions: A combined social cognitive and trait approach may be efficient in human factor campaigns aimed to reduce risky driver behaviour in Turkey. Personality traits may be important for driver behaviour because they influence the attitudinal determinants of such behaviour. Increased police enforcement of road traffic regulations may reduce risky driving among individuals with normlessness and sensation-seeking traits. Personality traits may also guide efforts aimed at early identification of risky drivers and campaigns could be tailored to specific personality characteristics.     

On the Consequences of Behavioral Adaptations in the Cost–Benefit Analysis of Road Safety Measures

It is sometimes argued that road safety measures or automobile safety standards fail to save lives because safer highways or safer cars induce more dangerous driving. A similar but less extreme view is that ignoring the behavioral adaptation of drivers would bias the cost–benefit analysis of a traffic safety measure. This article derives cost–benefit rules for automobile safety regulation when drivers may adapt their risk‐taking behavior in response to changes in the quality of the road network. The focus is on the financial externalities induced by accidents because of the insurance system as well as on the consequences of drivers' risk aversion. We establish that road safety measures are Pareto improving if their monetary cost is lower than the difference between their (adjusted for risk aversion) direct welfare gain with unchanged behavior and the induced variation in insured losses due to drivers' behavioral adaptation. The article also shows how this rule can be extended to take other accident external costs into account.     

What aspects of demographic,personality, attitudes and perceptions of law enforcement influence self-reported likelihood of drink driving?

The aim of the current study was to examine the associations between a number of individual factors (demographic factors (age and gender), personality factors, risk-taking propensity, attitudes toward drink driving, and perceived legitimacy of drink driving enforcement) and how they influence the self-reported likelihood of drink driving. The second aim of this study was to examine the potential of attitudes mediating the relationship between risk-taking and self-reported likelihood of drink driving. In total, 293 Queensland drivers volunteered to participate in an online survey that assessed their self-reported likelihood to drink drive in the next month, demographics, traffic-related demographics, personality factors, risk-taking propensity, attitudes toward drink driving and perceived legitimacy of drink driving enforcement. An ordered logistic regression analysis was utilised to evaluate the first aim of the study; at the first step the demographic variables were entered; at step two the personality and risk-taking were entered; at the third step, the attitudes and perceptions of legitimacy variables were entered. Being a younger driver and having a high risk-taking propensity were related to self-reported likelihood of drink driving. However, when the attitudes variable was entered, these individual factors were no longer significant; with attitudes being the most important predictor of self-reported drink driving likelihood. A significant mediation model was found with the second aim of the study, such that attitudes mediated the relationship between risk-taking and self-reported likelihood of drink driving. Considerable effort and resources are utilised by traffic authorities to reducing drink driving on the Australian road network. Notwithstanding these efforts, some participants still had some positive attitudes toward drink driving and reported that they were likely to drink drive in the future. These findings suggest that more work is needed to address attitudes regarding the dangerousness of drink driving.     

The relationship between awareness of road safety measure and accident involvement in pre-drivers: the basis of a road safety programme

Objectives: This research aims to carry out a first validation of the QAR-Precon screening questionnaire applied in Catalonia during the drivers’ initial training, analyse the differences in risky road user behaviour according to two main variables: whether they had any experience of an accident and sex and examine the different risky road user patterns of pre-drivers. Methods: In order to group the questionnaire variables together, an exploratory factorial analysis (principal component analysis (PCA)) was used. Subsequently, the reliability coefficients of the questionnaire and the subscales were calculated. Lastly, ANOVA models were used to compare differences in the whole sample and a cluster analysis was performed to identify different risky pre-driver groups. Results: The factorial analysis (PCA) reveals the existence of five risk factors (speed and risk, external circumstances, distraction, alcohol and driving and other elements of driving) that explain 44.6% of the variance. More males than females reported that they had a higher tendency to take risks in all the risky factors exposed and injured pre-drivers reported less awareness of road safety than pre-drivers who had not been injured. A two-cluster solution indicated that it was possible to distinguish a group of pre-drivers who engaged in high risky behaviour (high group) from the group who engaged in moderate and low levels of risky road user behaviour (low group). Conclusions: The implications of these findings for programme designs and training initiatives to improve efficiency in reducing the accident rate are discussed.     

Predictors of safety behaviour among emergency responders on the highways

Safety behaviour is one of the main determinants of job-related accidents. Few studies have focused on safety behaviour of emergency responders. The purpose of this research was to evaluate the impact of psychosocial predictors on safety behaviour, taking into consideration a sample of Italian emergency responders operating on the highways (N?=?203). Results showed that adherence to safety procedures, reporting accident risk and use of individual protection devices were predicted by risk perception and safety climate. The attitude of priorities of rescue operations vs. safety predicted reporting accident risk. The conceptual and practical implications that emerged are discussed.     

Comparative optimism and risky road traffic behaviors among high‐risk sports practitioners

This study examines the relationship between participation in risky sports, comparative optimism (CO), and risky road traffic behaviors among a sample of adult men. We surveyed high‐risk (n = 313) and low‐risk (n = 53) sports practitioners, and non‐sportsmen (n = 89), assessing their CO, as well as their self‐reported risky behaviors and their accident experiences while driving a car. Results show that high‐risk sports practitioners expressed CO regarding the quality of their reflexes while driving and their vulnerability to traffic accidents. High‐risk sportsmen reported more risky behaviors while driving a car than the members of the other groups, and some of them, namely BASE‐jumpers, have experienced more traffic accidents. High‐risk sportsmen’s risky behaviors and accident experiences did not prevent them from expressing CO regarding their vulnerability to road accidents. Results are discussed, as well as putative psychological mechanisms underlying high‐risk sport practitioners’ CO and risky behaviors while driving.     

Experience-Rating Mechanisms in Auto Insurance: Implications for High-Risk,Low-Risk,and Novice Drivers

Using a unique data set that rates a cohort of drivers on two distinct experience-rating mechanisms, we examine the impact of these experience-rating mechanism on premiums charged to low-risk, high-risk, and novice drivers. The first mechanism is a pure no-claims discount that classifies drivers by 0 to 6 or more years of at-fault claims-free driving. The second is a bonus-malus system with 32 driving record (DR) classes. Using standard stochastic modeling techniques, we find that having a greater number of DR classes does not result in lower prices for the new drivers nor does it create significant savings to the lowest risk drivers. And, not surprisingly, with an increasing number of malus DR classes, the highest risk insureds pay a substantially higher premium that may not be sustainable over time. Due to its mandatory nature in most countries, monitoring the fairness of the classification mechanism and the affordability and availability of auto insurance are common regulatory goals. Charging novice drivers excessively high premiums may conflict with affordability and fairness objectives. Thus, we conclude with an examination of other pricing mechanisms that can be used for novice drivers.     

Predictors of unrealistic optimism: a study of Norwegian risk takers

In areas of voluntary risk behaviour, as with other kinds of risk, people tend to be overly optimistic regarding not being injured. A study of risk perception and causal explanations of injury assessments was conducted on 199 respondents from three different sub‐groups in Norway; skydivers (n?=?88), fire fighters (n?=?73) and soldiers (n?=?38). Unrealistic optimism was studied by means of four demographic variables: the background of the subject (sub‐sample), gender, age, and education. In addition, three predictors of unrealistic optimism were taken into account—safety attitudes, control, and anxiety. These predictors were included in an Analysis of Linear Structural Relationship (LISREL) analysis. The results showed that optimism differed between the sub‐groups, and that different factors influenced risk perception depending on the group and depending on whether the assessment was of oneself or of others. These findings offers additional information that will help explain the inconsistent findings in the current literature of unrealistic optimism. Of the predictors investigated, safety attitudes were found to be the most important, which may be because respondents preoccupied with safety are more aware of potential dangers and thereby less optimistic.     

Associations between risk judgments and demand for transport risk mitigation

The present study tested a hypothesized model regarding associations between risk sensitivity, risk perception, transport priorities, worry, and demand for risk mitigation in transport. An additional aim was to investigate differences in risk perception, worry, risk sensitivity, transport priorities, and demand for risk mitigation in age-groups, gender, and educational levels. A mail survey was conducted in a representative sample of the Norwegian public over 18?years (n?=?1947) in 2008. The response rate was 31%. The results showed that transport priorities were the strongest predictor of demand for risk mitigation. Risk perception seems to be mediated by worry. Risk sensitivity was directly associated with transport risk perception and, not as predicted, also directly with demand for risk mitigation. The two youngest age-groups (18–30 and 31–50?years) perceived the probabilities of transport accidents in private transportation as significantly larger and also judged other nontransport risks to be larger than those over 50?years of age. The youngest age-group was more worried about injuries from private transportation, but reported lower demands for risk mitigation. The findings merit further research into the relationship between risk perception and demand for risk mitigation. The results indicated that younger individuals were more worried about injuries and assessed the probability of accidents to be larger, while they report a lower demand for risk mitigation compared to older age-groups.     

Student career aspirations and perceptions: The case of Israeli accounting students

The study investigates changes in Israeli accounting students' career aspirations during their course of studies, and the relationship between these and their perceptions of professional accountancy firms. We employed a cross-sectional analysis of students across consecutive educational levels from the first year to the end of their formal education. We assumed that revealed differences between the accounting student cohorts, in terms of their perceptions of professional accountancy firms and their career aspirations, could be interpreted as reflecting changes over time in students' attitudes. Results from the sample show that accounting student' aspirations to pursue a career with a professional accountancy firm decline significantly between the first and postgraduate years, while their desire to work in the business sector increases. The results show the same trend with regard to the student's positive perceptions of the above firms as future workplaces. Non-parametric tests demonstrate significant relationships between students' career aspirations and their perceptions of professional accountancy firms. We suggest that the change in students' perceptions and aspirations is a symptom of something similar to a ‘reality shock’, and that it results from the students' exposure to the accounting profession. Professional accountancy firms need to implement innovative policies to meet the challenge.     

High-Frequency Changes in Shopping Behaviours,Promotions and the Measurement of Inflation: Evidence from the Great Lockdown*

We use real-time scanner data in Great Britain during the COVID-19 pandemic to investigate the drivers of the inflationary spike at the beginning of lockdown and to quantify the impact of high-frequency changes in shopping behaviours and promotions on inflation measurement. Although changes in product-level expenditure shares were unusually high during lockdown, we find that the induced bias in price indices that do not account for expenditure switching is not larger than in prior years. We also document substantial consumer switching towards online shopping and across retailers, but show this was not a key driver of the inflationary spike. In contrast, a reduction in price and quantity promotions was key to driving higher inflation, and lower use of promotions by low-income consumers explains why they experienced moderately lower inflation. Overall, changes in shopping behaviours played only a minor role in driving higher inflation during lockdown; higher prices were the main cause, in particular through a reduced frequency of promotions.     

Good decisions,bad decisions: the interaction of process and outcome in evaluations of decision quality

Process‐based considerations are generally accepted by experts and analysts as being the fundamental drivers of decision quality. However, little work has been done to account for the role of a risk management decision’s outcome as a key driver of the public judgments about decision quality. To this end, the objective of the research reported here was straightforward to determine – via an experiment – the relative importance of decision‐making process and the associated outcome in lay evaluations of decision quality. Our results demonstrate that people seem to have a difficult time unpacking decision‐making processes, even ones they strongly prefer, from their associated outcomes when evaluating decision quality. From a practical standpoint, our results cast doubt on the generally accepted belief that participatory and deliberative decision‐making processes (e.g., for risk management) will – on their own – contribute to positive evaluations of decision quality.     

The Effects of Key Audit Matters on the Auditor’s Report’s Communicative Value: Experimental Evidence from Investment Professionals and Non-professional Investors

Abstract

We investigate the effect of key audit matters (KAM) in the auditor’s report as required by the new ISA 701. We consider investment professionals and non-professional investors in our experiments, in which we test the communicative value of a KAM section relating to goodwill impairment. Our main results show that in the condition in which the KAM section suggests that already small changes in the key assumptions could eventually lead to a goodwill impairment (KAM negative condition), investment professionals assess the economic situation of the company to be significantly better as compared to the condition in which the KAM section suggests that only large changes in the key assumptions could eventually lead to a goodwill impairment (KAM positive condition). In the additional analysis with non-professional investors, we find that a KAM section has no communicative value, implying that non-professional investors have difficulties with processing the information conveyed with KAM.     

Driven by distraction: investigating the effects of anxiety on driving performance using the Attentional Control Theory

This study investigates the effects of trait anxiety on self-reported driving behaviours through its negative impacts on Central Executive functions. Following a self-report study that found trait anxiety to be significantly related to driving behaviours, the present study extended the predictions of Eysenck and Calvo’s Attentional Control Theory, proposing that anxiety affects driving behaviours, in particular driving lapses, through its impact across the Central Executive. Seventy-five Australian drivers participated in the study, completing the Parametric Go/No-Go and n-back tasks, as well as the State-Trait Anxiety Inventory and the Driving Behaviour Questionnaire. While both trait anxiety and processing efficiency of the Central Executive was found to significantly predict driving lapses, trait anxiety remained a strong predictor of driving lapses after processing efficiency was controlled for. It is concluded that while processing efficiency of the central Executive is a key determinant of driving lapses, another Central Executive function that is closer to the driving lapses in the trait anxiety – driving lapses relationship may be needed. Suggestions regarding how to improve future trait anxiety – driving behaviours research are discussed.     

Modeling Drivers and Barriers of Artificial Intelligence Adoption: Insights from a Strategic Management Perspective

Artificial intelligence (AI) in business processes and academic research in AI has significantly increased. However, the adoption of AI in organizational strategy is yet to be explored in extant literature. This study proposes two conceptual frameworks showing hierarchical relationships among the various drivers and barriers to AI adoption in organizational strategy. In a two-step approach, the literature study is first done to identify eight drivers of and nine barriers to AI adoption and validated by academic and industry experts. In the second step, MICMAC (matrice d'impacts croises-multiplication appliqúe a un classment or cross-impact matrix multiplication applied to classification) analysis categorizes the drivers and barriers to AI adoption in organizational strategy. Total interpretive structural modeling (TISM) is developed to understand the complex and hierarchical associations among the drivers and barriers. This is the first attempt to model the drivers and barriers using a methodology like TISM, which provides a comprehensive conceptual framework with hierarchical relationships and relative importance of the drivers and barriers to AI adoption. AI solutions' decision-making ability and accuracy are the most influential drivers that influence other driving factors. Lack of an AI adoption strategy, lack of AI talent, and lack of leadership commitment are the most significant barriers that affect other barriers. Recommendations for senior leadership are discussed to focus on the leading drivers and barriers. Also, the limitations and future research scope are addressed.     

Not all high-alexithymia individuals are risk-takers: private self-consciousness moderates the relationship between alexithymia and risk-taking behaviours

This article concerns the influence which alexithymia exerts on risk-taking. In particular, alexithymia is seen as a factor which encourages risk-taking as it allows high-alexithymia individuals to feel emotions which are sufficiently intense to compensate for their deficit of emotional awareness. In this connection, we make the hypothesis that alexithymia’s influence is moderated by private self-consciousness (SC). This is because private SC increases the likelihood that high-alexithymia individuals become aware of their risk-taking tendency and that this tendency is discrepant with their pro-safety standards (‘putting someone in danger is bad’) or self-schemas (‘I am a responsible person’). Thus, private SC is likely to enable and motivate them to consciously regulate their behaviour in a safer direction. This hypothesis was empirically tested by a questionnaire amongst 372 French drivers, whose SC, alexithymia, as well as their current adoption of eight risky behaviours (with a more detailed analysis of speeding). The use of conditional process analyses reveal no main effects of alexithymia and private SC but strong interaction effects, while controlling for other predictors. More precisely, when private SC is low high-alexithymia individuals break more the speed limits and adopt more frequently risky behaviours than low-alexithymia drivers. Conversely, when private SC is high, they are less risk-prone. As practical implication, we recommend the use of techniques increasing private SC amongst high-alexithymia persons.