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.     

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.     

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.     

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.     

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.     

Employee images of risk

Risk perception and risk judgements are interesting because they may influence behaviour as well as decision making related to hazards. Risk perception consists of a rational as well as an emotional component. In the present study the rational and affective components of perceived risk were measured separately and the hypothesis that they may be related differently to risk behaviour was tested. In 1997 and 1998 a self-completion questionnaire survey was carried out among employees at 14 plants within the industrial company Norsk Hydro. The plants belonged to several divisions within the company. A total of 814 respondents replied to the questionnaire. Structural equation modelling was used to test models aimed at determining the relations between risk perception and behaviour. The affective component of risk perception and risk behaviour was found to be independent variables. The rational component seemed to have a significant, however small, effect on behaviour. Acceptability of rule violations was the most important predictor, probably because acceptability also was associated with how often the respondents took chances and broke safety rules. The models explained about 50 per cent of the variance in risk behaviour.     

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 impact of industrial incidents on stock market volatility

We examine stock market volatility attributed to industrial incidents involving publicly traded US companies, with contributing factors identified as company violations and safety errors, equipment failure, human error and vandalism. Incidents identified as safety violations elicited the highest costs in terms of equity price reductions, but the volatility effects of these incidents tend to mitigate within two weeks. Incidents caused by vandalism experience the sharpest volatility increases, but reduce within two days. Volatility associated with incidents caused by equipment failure tends to persist for almost four weeks. Injuries cost publicly traded companies $14 million each while fatalities lead to equity market capitalisation reductions of between $465 and $720 million. These results shed light on the equity market's role as a driver for enhanced compliance with health and safety regulation and with industry good practice.     

The link between personality,aggressive driving,and risky driving outcomes – testing a theoretical model

This study tested a theoretical model of the relationship between the Big Five Personality Factors, aggressive driving and ‘risky driving outcomes’ (accidents, traffic tickets, and license suspension). It also tested the mediation effect of aggressive driving in the relationship between the five factor personality model and risky driving outcomes. Structural equation modeling was used to analyze the 293 participants’ responses. Bivariate correlations showed that aggressive driving was negatively related to emotional stability, agreeableness, and conscientiousness and positively related to risky driving outcomes. Agreeableness was negatively related to accidents, tickets, and license suspension. Conscientiousness was negatively related to tickets. The structural model was supported by data in which agreeableness predicted risky driving outcomes. Emotional stability, agreeableness, and conscientiousness predicted aggressive driving, which in turn predicted risky driving outcomes. Aggressive driving was shown to be a mediator in the relationship between agreeableness and risky driving outcomes.     

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.     

Personality variables as predictors of budget system characteristics

Personality measures, perceptions of organizational climate, and attitudes toward the budgetary system were gathered from 97 operating executives with heavy budgetary responsibilities in 18 companies, along with data concerning the degree of rigidity or degree of participation in the budgetary system of each company. The personality traits of authoritarianism, need for independence, and flexibility were found to be correlated with the individual's perception of organizational climate and with certain attitudes toward the budgetary system. A discriminant analysis of these personality variables indicates that they have predictive ability concerning the rigidity or participativeness of the budgetary system but have no predictive ability concerning the individual's attitude toward the system.     

Conformity to gender stereotypes,motives for riding and aberrant behaviors of French motorcycle riders

As sex differences are very pronounced in motorcycle crashes, both in terms of number and severity, the present study aims to determine the relationship between gender, motives for riding a motorcycle, and risk-taking behaviors among motorcyclists. Declared aberrant behaviors, conformity to gender stereotypes and motives to ride a motorcycle were investigated among 2262 riders of heavy motorcycles, through an Internet survey. Ages ranged from 18 to 78 years, 10.5% of the respondents were women. Results revealed the new scale on motives for riding a motorcycle was effective and allowed to show that competition motives were associated to masculinity, low femininity and youth. They also showed that maleness, masculinity, youth, and competition motives were predictors of violations and femaleness and low masculinity were predictors of lapses. Furthermore, competition motives were also mediators between masculinity and aberrant behaviors, except for personal protective equipment negligence. This study gives new knowledge on the relationship between conformity to gender stereotypes, motivations, and the behaviors of riders of heavy motorcycles. Results can be useful for adapting prevention campaigns to the small sub-groups that are the more at risk in the motorcyclists’ population.     

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.     

Aptiv Becoming a More Sustainable Business

The President and CEO of Aptiv presents and then discusses his progress in carrying out his ‘long‐term plan’ to transform an automotive parts supplier that was once part of General Motors into a ‘global technology company.’ The company's mission is to maintain and strengthen its current position as ‘a partner of choice’ of the world's largest automakers in designing and manufacturing ‘the brain and the nervous system of the vehicle’—and in so doing, to make vehicle transportation ‘safer, greener, and more connected.’ With 15 major tech centers and 126 manufacturing sites spread across 44 countries, and with over 160,000 employees, including 18,600 engineers and scientists, the company has the scale and resources to carry out that mission. And attesting to the resilience of its business model, in 2018, a year in which the global number of cars sold actually went down, the company increased its revenue by 10% and its operating cash flow by 50%. In the area of safety, the company is helping its customers build vehicles that move the industry closer to its goal of zero traffic fatalities and accidents by delivering the building blocks of active safety systems—which include perception and vision systems, and the high‐speed and high‐reliability networks that connect them. (And promising even greater gains in safety, the company's advances in fully automated vehicles are helping make self‐driving cars a reality.) In terms of green initiatives, the company is focused on minimizing the vehicles' ‘total lifecycle impact on the environment’ by providing the high‐voltage distribution and connection systems for electric cars, while also using ‘smarter’ vehicle architectures to achieve significant reductions in weight and mass. Finally, the company is helping the industry incorporate the increased connectivity that aims to provide a seamless integration between the passenger, the vehicle, and the Internet of Things. The company's commitment to corporate social responsibility goes well beyond its products and solutions. As an important part of its disciplined approach to creating sustainable long‐term value for its shareholders, the company tracks a range of key performance indicators designed to ensure that ‘we devote the right amount of time and attention to each of our key stakeholders.’ Along with its stakeholder programs and ongoing investment in human capital, which have helped the company win the designation ‘one of the world's most ethical companies’ in seven consecutive years, the CEO also cites the important roles played by its highly collaborative and engaged board of directors, and by a long‐term incentive pay plan for its senior management team that, along with standard financial measures, uses a ‘strategic results modifier’ that reflects the company's success in meeting ‘non‐financial goals that are related to talent, culture, and product quality.’     

Cultural resources and public trust shape attitudes toward climate change and preferred futures—A case study among the Norwegian public

Since climate change mitigation likely will affect most sectors of society, adapting to climate change essentially requires the public to envision and adjust to alternative futures. There is a need for more studies on the social basis for climate change asking why people hold the attitudes they do, rather than the dominant tendency to ask how to change attitudes and behavior. Research in different fields show that fundamental life values and worldviews are shaped through life and heavily influenced by early life socialization and culture, which in turn can shape attitudes toward specific phenomena like climate change. We surveyed a representative sample of the Norwegian public and examined how cultural resources and trust in environmental governance institutions are related to attitudes toward climate change. High levels of trust are associated with a tendency to perceive climate change as human caused, and low levels of trust correspond with stronger beliefs that climate change are natural phenomena. High levels of cultural resources are found among climate change deniers as well as believers, indicating that groups with different political, professional and intellectual orientations, as well as life histories, may not trust climate change science. We argue that improved knowledge about the social basis for climate change is an imperative part of futures-oriented expertise.     

The relationships between CEO characteristics and strategic risk-taking in family firms

Abstract

We examine the influences of chief executive officer (CEO) personal characteristics on family firms’ strategic risk-taking. Building on upper echelons theory, we investigate the influences of CEO family relationships, the CEO professional education, other career experiences, tenure, and career horizon have on the risk level a company takes. By analyzing a sample of 107 Italian family firms listed on the Milan Stock Exchange, we find that company’s risk-taking significantly and negatively relates to CEO family relationship and professional education, but positively to CEO career horizon. This provides support to the argument that such CEO personal characteristics are key factors in explaining differences in risk-taking among family firms. Further, our analysis of control variables shows that family firms’ risk-taking relates positively to board size and negatively to company size. These results suggest that company and board characteristics also significantly influence the risk levels taken by a company.     

Baker Hughes: Greasing the wheels in Kazakhstan (FCPA violations and implementation of a corporate ethics and anti-corruption compliance program)

This case discusses the Foreign Corrupt Practices Act (FCPA) violations of Texas-based Baker Hughes, in connection with its oil service operations in Kazakhstan. You will assume the position of a newly assigned audit committee member who is trying to understand Baker Hughes’ FCPA violations related to its Kazakhstan operations. Your investigation will involve the examination of the SEC court complaint, press releases, government and company publications and 10-K annual reports.     

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.     

Guest Editorial

This is an empirical and quantitative study of the validity of four kinds of distal explanatory factors in risk perception. In an initial study, personality constructs (Five Factor Model, Myers-Briggs Indicator of Jungian constructs and risk attitudes) were related to risk perception data (26 hazards). A relationship was found between emotional stability and risk perception, but none with Jungian constructs. One risk attitude dimension, 'Macho' risk willingness, was (negatively) related to demand for governmental risk mitigation. In a second study with a different sample, indices were constructed to measure the four World Views according to Cultural Theory (CT) as well as Group/Grid dimensions, New Age beliefs and the New Environmental Paradigm (NEP) dimensions of Dunlap et al . Risk perception data were obtained with regard to 37 hazards, both general and personal risk. The respondents were a large representative sample of the Swedish population. Only about 5% of the variance of perceived risk was accounted for by Cultural Theory dimensions, considerably more by New Age beliefs and one of the NEP scales (eco-crisis). In a third study, data from the five Nordic countries were used to analyse the relationships between CT dimensions and risk perception. Only weak relations were found. The results are discussed in relation to other current work on models of risk perception and the question of what should be considered 'strong' evidence for a theory.