Safety attitudes,behaviour, anxiety and perceived control among professional and non-professional drivers

The current study aimed to investigate differences in psychological safety factors such as attitudes and behaviour among professional and non-professional drivers. Differences in accident involvement and the number of speeding tickets were also investigated. An additional aim was to study factors associated with risky driver behaviour and speeding tickets in these groups. A questionnaire survey was distributed by mail to a randomly selected sample from the Norwegian population registry (N?=?6203). The response rate was 30% and the final sample consisted of 1864 individuals. Adjusted for demographic characteristics and road traffic exposure the results showed that professional drivers (n?=?113) reported significantly less seat belt use and watchful driving than non-professional drivers (n?=?1594). Professional drivers reported significantly less fun riding and safer attitudes regarding addressing the unsafe driving of others. The professional drivers also reported significantly safer behaviour related to drink driving, but lower priorities of road traffic safety. Professional drivers perceived significantly more control and had been involved in more accidents than the non-professional drivers. The results suggest that professional drivers may constitute a risk group in road traffic. Further research could focus on barriers of seat belt use and mechanisms, which could promote safety priorities in this driver group. The knowledge gained by such studies could be utilised by company managers in order to promote safer behaviour among professional drivers.     

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.     

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.     

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.     

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.     

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.     

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.     

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.     

Italian consumers’ attitudes towards food risks: self-protective and non-self-protective profiles for effective risk communication

The study aims to assess Italian consumers’ attitudes towards food risks and seeks to outline their socio-demographic and behavioural characteristics on the basis of their attitudes (self-protective and non-self-protective) towards food risks. Using the Computer-assisted telephone interviewing survey method, a sample of 1000 Italian consumers was interviewed on risk perception issues and general eating habits. Factor analyses on the consumers’ propensities to read the label when buying a food product for the first time, their propensities to seek food-related information and their perceived levels of exposure to food risks have enabled us to define Italian consumers’ attitudes towards food risks. Distinguishing between consumers with more self-protective attitudes and those with less self-protective attitudes and identifying their distinctive socio-demographic and behavioural characteristics (e.g. gender, age, the frequency with which respondents do grocery shopping and the channels used for further inquiry) are crucial for communication campaigns aimed at reducing consumers’ exposure to food risks.     

The role of numeric and statistical content on risk perception in infographics about road safety

Abstract

Numbers saturate news coverage and health and risk messaging. But as our expertise in the creation of statistical information increases, the ability to use those statistics in decision making remains frustratingly inadequate. There has been a wealth of research related to how to train people to better use the numbers they interact with on a daily basis. Far less research, however, explores the appropriate way to use numbers in communication. Two experiments explored the role of numbers in risk communication infographics related to road safety while driving. Experiment 1 found that the presence of numbers influence risk perception, but whether those numbers reflect accurate statistics or random numbers does not change their influence. Experiment 2 found that removing all statistics entirely from infographics and replacing them with linguistic gist representations of the numbers (i.e. words like ‘some’, ‘many’, ‘none’) increased risk perception even though people found the infographics to be less informative than the ones containing numbers. The results suggest that the gist representations of the numbers in the context of the infographics are equivalent regardless of their value, such that the very presence of statistics influences judgment and risk perception but not their meaning. They also suggest that people do not always realize how they are using statistical information in their judgement and decision making process.     

Demographic determinants of incident experience and risk perception: do high-risk groups accurately perceive themselves as high-risk?

This paper analyzes demographic determinants of incident experience and risk perception, as well as the relationship between the two, for eight different risk domains. Analyses were conducted by merging the results of a Swedish population-based survey, which includes approximately 15,000 individuals, with demographic and socio-economic register data. Being male was associated with higher incident experience yet a lower risk perception for nearly all risk domains. Lower socioeconomic status was associated with higher incident experience for falls, and being a victim of violence but lower incident experience for road traffic accidents. Lower socioeconomic status was also associated with higher risk perception for falls. On aggregate, ranking the different domains, respondents’ risk perception was in almost perfect correspondence to the ranking of actual incident experience, with the exception that the risk of being a victim of violence is ranked higher than indicated by actual incident experience. On a demographic group level, men and highly educated respondents perceive their risks to be lower than what is expected considering their actual incident experience.     

Evaluation of psychosocial and organizational factors in offshore safety: a comparative study

This study compares UK and Norwegian offshore workers' evaluations of social and organizational factors that can have an impact upon safety on offshore installations. A total of 1138 Norwegian (87% response rate) and 622 UK workers (40% response rate) responded to a self-completion questionnaire, which was distributed to 18 installations in February/March 1994. The questionnaire contained six scales that were suitable and relevant for the purposes of comparison. These scales measured ‘risk perception’, ‘satisfaction with safety measures’, ‘perceptions of the job situation’, ‘attitudes to safety’, ‘perceptions of others' commitment to safety’ and ‘perceptions of social support’. The data show clear differences in how UK and Norwegian workers evaluate various social and organizational factors that can have an impact upon safety, however, eta² analysis indicated that for most of the scales ‘installation’ explained a greater percentage of the variance than sector. The exceptions to this were scales measuring ‘safety attitudes’ where both sector and installation contributed equally to the effects. Although the results from the ‘safety attitudes’ scales should be interpreted with caution (due to low internal reliability), it is possible that they are tapping into more deeply held beliefs about the nature of safety, e.g. ‘fatalism’ and the ‘causes of accidents’. In contrast, the other scales are measuring factors directly related to the working environment such as perceptions of risk and satisfaction with safety measures on the installation. These may reflect the prevailing ‘safety climate’ or ‘atmosphere’ on the installations surveyed, whereas constructs such as ‘fatalism’, etc. may be reflections of underlying ‘cultural’ values. Recognizing the existence of different ‘safety cultures’ and understanding the processes which lie behind them could have implications for safety management in an industry which is highly international in nature and in which workers' are often required to work in foreign countries for varying periods of time.     

Relationships among budgetary leadership behavior, managerial budgeting games, and budgetary attitudes: Evidence from Taiwanese corporations

In this paper, we examine the relationship among leadership behavior (contingent reward vs. contingent punishment), managerial budgeting games (devious games vs. economic games), and attitudes towards the budgetary process. Relationships were tested using a structural equation model that was estimated on the basis of questionnaire data from 216 Taiwanese managers. The majority of respondents were accounting/finance managers employed by manufacturing firms. Results reveal that contingent-reward leadership behavior has a direct and positive effect on attitudes toward the budgetary process, and an indirect effect through economic games. On the other hand, we find evidence that contingent-punishment leadership behavior has only an indirect and negative effect on attitudes toward the budgetary process through devious games, especially for non-accounting/finance managers. Managers who play economic games tend to have positive attitudes towards the budgetary process, while those who play devious games do not. The findings should be useful to management in understanding what effective leadership behavior is in the budget-preparation process in Taiwan, and assessing how budgeting games are likely to be adopted by Taiwanese managers.     

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.     

Budget emphasis,participation, task difficulty and performance: the effect of diversity within culture

Recent research on the impact of national culture on control systems had overlooked two important aspects. First, while cross-cultural studies have saturated mainly Anglo-American and Asian nations, other important cultural regions, such as the Nordic cultural group, have largely been overlooked. More importantly, the impact of the diversity within national culture, brought about by the diversity of the population, in terms of ethnic background, religion, language and egalitarianism, has also not been considered. With a low power distance and moderate individualism culture, and relatively centralised and formalised industrial relations systems which emphasise democratic work environment, Norwegian managers' budgetary participation is expected to be high. More importantly, as the Norwegian culture is old and the society homogeneous in terms of ethnic background, religion and egalitarianism, the diversity within the Norwegian culture is likely to be much lower than those of the newer, and much more ethnically diverse, societies.such as Australia and Singapore. Consequently, Norwegian managers' participation is expected to range from medium to high, rather than from low to high. Since high participation situations are common in Norway, prior studies' findings pertaining to high participation situations are expected to be supported in Norway. In contrast, since low participation situations are rare in Norway, prior studies' findings pertaining to low participation are unlikely to be supported in Norway. These expectations are supported by the results of this study.     

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.     

Risk perceptions and risk attitudes among Chinese consumers: the toxic capsule crisis

The toxic capsule crisis (TCC) shocked China in 2012, and seriously harmed consumer confidence. Based on a firsthand survey in 12 provinces with 850 observations, this paper examines Chinese consumers’ risk perceptions and risk attitudes about drugs after the TCC. The empirical results suggest that Chinese consumers’ risk perceptions (attributed likelihood of a drug safety accident occurrence) and risk attitudes (measured as level of concern about drug labeling) are weakly negatively correlated, but that risk perceptions are positively correlated with consumer concern about drug safety problems in general. Risk perception was higher among male consumers and those from rural areas, reporting a religious faith, of higher education, and with a family member who has experienced problems caused by drug safety problems. Those reporting a higher level of concern about drug safety issues, with a higher level of understanding of TCC, who reported less frequent physical examinations, and who searched for information after the TCC also had a higher level of risk perception. Being or having a family member who engaged in the health industry and being more satisfied with the government response to the TCC decreased risk perception. Regarding risk attitude, older consumers, those with a higher level of education and with a self-reported religious faith, and those less prepared including those who did not purchase health insurance, do not have health exams as frequently, and who do not take measures of protection and isolation when ill are more concerned about drug labeling information.     

Environmental concern and environmental behaviour among the Norwegian public

Current studies indicate that the most accurate predictor of actual buying behaviour is consumer attitudes (Glendon and McKenna, Human Safety and Risk Management , London: Chapman and Hall, 1995). This study seeks to investigate questions relating to the extent to which attitudes on safety and risk issues are critical to safety-related behaviour. The dispositional view of human behaviour implies behavioural consistency across different behaviours performed in different situations, as long as the behaviours are instances of the same underlying disposition. The present study tests this hypothesis in relation to health and environmental behaviour. Both direct and indirect effects are investigated. An additional aim was to test for gender differences as well as differences due to age and educational level. The results are based on survey data of a representative sample of the Norwegian population given self-completion questionnaires during the period 1997-98. A total of 1450 respondents replied to the questionnaire. Health attitudes and the Health Value Scale correlated strongly with health behaviour and environmental concern with environmental behaviour. Attitude towards illness prevention was important for both behavioural dimensions. Health behaviour influenced environmental behaviour in an indirect way, through health attitudes. The results imply that it can be useful to study dispositional concepts. When appropriately applied, they yield useful information. It is important to focus on specific attitudes and related specific behaviours in order to change behavioural practices. In addition, it seems possible to change environmental and consumer behaviour through changing health     

Extrapolating understanding of food risk perceptions to emerging food safety cases

Important determinants of risk perceptions associated with foods are the extent to which the potential hazards are perceived to have technological or naturally occurring origins, together with the acute vs. chronic dimension in which the potential hazard is presented (acute or chronic). This study presents a case study analysis based on an extensive literature review examining how these hazard characteristics affect people’s risk and benefit perceptions, and associated attitudes and behaviors. The cases include E. coli incidences (outbreaks linked to fresh spinach and fenugreek sprouts), contamination of fish by environmental pollutants, (organochlorine contaminants in farmed salmon), radioactive contamination of food following a nuclear accident (the Fukushima accident in Japan), and GM salmon destined for the human food chain. The analysis of the cases over the acute vs. chronic dimension suggests that longitudinal quantification of the relationship between risk perceptions and impacts is important for both acute and chronic food safety, but this has infrequently been applied to chronic hazards. Technologies applied to food production tend to potentially be associated with higher levels of risk perception, linked to perceptions that the risk is unnatural. However, for some risks (e.g. those involving biological irreversibility), moral or ethical concerns may be more important determinants of consumer responses than risk or benefit perceptions. (Lack of) trust has been highlighted in all of the cases suggesting transparent and honest risk–benefit communications following the occurrence of a food safety incident. Implications for optimizing associated risk communication strategies, additional research linking risk perception, and other quantitative measures, including comparisons in time and space, are suggested.     

Insights into the reception and acceptance of risk messages: nuclear emergency communication

The objective of this paper is to test whether the effect of variables such as knowledge, attitudes, trust, risk perception, and psychometric risk characteristics changes in the different stages of risk-related information processing. To address this question, a distinction is made between two information-processing steps, reception (measured as a person’s ability to retain the information communicated) and acceptance (measured as a person’s level of agreement with the communicated information). An empirical study was conducted, using a radiological accident (2008) in Belgium as a communication case study. Face-to-face interviews were conducted on a large sample of Belgian population representative with respect to province, region, level of urbanization, gender, age, and professionally active status (N?=?1031) and among the population living in vicinity of the accident (N?=?104). All factors were measured on reliable scales (Cronbach’s α?>?.75). The reception–acceptance model was used to produce new insights into risk communication. The results demonstrate that knowledge was the driving factor only for the reception of risk messages, while heuristic predictors such as psychometric risk characteristics, attitudes, and trust were most influential for the acceptance of risk messages. It is discussed how the results will facilitate a more thorough understanding of information processing and how they could be used to design more focused risk communication strategies.