An empirical study for the direct and indirect links between trust in regulatory institutions and acceptability of hazards

Several studies have identified a significant relationship between trust in regulatory institutions and the extent of a hazard’s acceptability. Many, however, have overlooked the potential impact perceived risk and perceived benefit may have on the relationship. Our principal goal is to assess empirically the link between social trust in regulatory entities and the degree of public acceptability of hazards in view of interactions among social trust, perceived risk, perceived benefit and public acceptability. A survey was conducted in 2006 in three cities representative of central Mexico. A total of 356 participants answered the survey. Each participant assessed 30 hazards for perceived risk, perceived benefit, acceptability, social trust in regulatory entities, and personal knowledge. Our main finding was that social trust retained a direct as well as an indirect causal link with the degree of a hazard’s public acceptability, independent of hazard, the extent of knowledge, and the magnitude of the hazard’s perceived risk and benefit. The relationship encountered between perceived risk and acceptability was unexpected, as numerous studies have demonstrated empirically the influence perceived risk on how acceptable an activity or technology is. In our results the statistical significance of the perceived risk-acceptability relationship practically disappeared when controlled for institutional trust and perceived benefit. In other words, the net linear relationship between perceived risk and acceptability is mediated by the extent of social trust and the benefit perceived. Comparisons with several prior studies are conducted, and implications for regulatory entities are discussed.     

Job control and occupational health: the moderating role of national R&D activity

Workers (n = 17 275) from 14 European Union (EU) member states provided data on job control, job dissatisfaction, perceived risk of occupational stress, and absence. For each state, level of research and development (R&D) activity was assessed. Associations between individual levels of control and occupational health were stronger where national R&D activity was higher. The moderation occurred for individuals' levels of control in relation to job dissatisfaction, perceived risk of occupational stress, and absence. The findings with job dissatisfaction and absence were replicated in a sample of workers from 10 Eastern European former Communist countries (n = 7926). Copyright © 2007 John Wiley & Sons, Ltd.     

Associations between risk perception and safety

The relationship between perception of risk and involvement in accidents is receiving increasing attention in the offshore oil industry. A self-completion questionnaire survey was carried out among employees on twelve offshore oil installations in 1994.¹ The number of respondents were 1138. Employee evaluations of the status of safety and contingency measures were affected by physical working conditions, attitudes towards safety and accident prevention work as well as management commitment and involvement in safety promotion. These factors were also related to job stress, perceived risk and risk behaviour. There was a significant positive correlation between perceived risk and risk behaviour, but risk perception was not found to predict risk behaviour. Risk behaviour affected accidents as well as near-misses. The possibility that safety cannot be improved by changing individual risk perception is discussed.     

Implications of turnover and trust for safety attitudes and behaviour in work teams

Turnover potentially leads to a new individual being selected into a work team. This study investigated the safety-specific trust which team members place in their organisation’s selection and induction processes, and related this to the perceived risk from new employees. The research was conducted with teams working in forest harvesting, an occupation which has high-turnover, high risk and a high accident rate. Results indicate that trust in induction processes was negatively correlated with perceived risk from a new employee. Team members also engaged in a number of safety ensuring behaviours when a new individual joined the team, and these were related to the level of perceived risk, and how much they cared about their team members’ safety. It is argued that trust in the safety-specific characteristics of an organisation’s selection and induction process may have negative consequences for safety.     

An Exploratory Study of Meanings of Risk Control for Long Term and Acute Effect Occupational Health and Safety Risks in Small Business Construction Firms

A qualitative study of employers' and employees' meanings of occupational health and safety (OHS) risk control was conducted among a sample of small businesses engaged in the Australian construction industry. Two OHS risks relevant to the construction industry were selected for study. One risk (falls from height) represented an immediate consequence, whereas the other (occupational skin disease) represented a long-term health effect. Meanings of the sources and control for these risks were explored during in-depth interviews. Participants perceived the immediate effect, falls from height OHS risk, as being more important in their workplaces than the delayed effect, skin disease OHS risk. The risk of falls from height was perceived to be controllable but requiring a great deal of effort to prevent, whereas there was a fatalistic resignation to the risk of occupational skin disease. Meanings of risk control for both occupational skin disease and falls from height focused on individual rather than technological risk controls. Organizational barriers to the adoption of technological OHS risk controls in the construction industry were identified.     

Prevention of alcohol-related traffic problems: Computer simulation of alternative strategies

Strategies to reduce alcohol-related traffic problems were evaluated for Wake County, North Carolina, Alameda County, California, and Washington County, Vermont. Computer simulation was utilized, employing primary data from national studies and local sources, as well as research findings. Increasing the perceived risk of sanctions against drinking and driving had significant but short-term impact, while increasing actual sanctions without purposefully raising perceived risk had low impact.     

Employee risk perception related to offshore oil platform movements

The results presented in this paper are based on a self-completion questionnaire survey regarding perceived risk and organizational factors conducted among 179 respondents on an offshore oil-installation in the Norwegian part of the North Sea. The aims are (1) to measure perceived risk caused by platform movements, potentially hazardous circumstances, and during the conducting of work tasks; (2) to measure employee evaluations of organizational and social factors, and (3) to analyze the associations between risk perception and the organizational and social factors. Ordinary occupational accidents caused the greatest proportion of respondents who felt unsafe. Perceived risk caused by catastrophes and disasters also created insecurity. The respondents were most satisfied with the status of contingency measures, and especially with the use of personal protective equipment and availability of personal protective equipment.     

Roughness and slipperiness of floor surface: Tactile sensation and perception

The slipperiness of floor is one of the risk factors affecting the occurrence of slipping and falling. The purpose of the study was to compare the roughness and slipperiness of five floor surfaces based on tactual sensations from different body segments for human subjects. The perceived roughness and perceived floor slipperiness of five floors based on tactual sensation from 20 male and 20 female subjects were collected and compared. The female subjects tended to give higher subjective ratings on both perceived roughness and slipperiness than their male counterpart. Both index fingertip and palm were more sensitive than foot in the sensation of floor roughness. The differences among fingertip, palm, and foot in the perceived floor slipperiness were not statistically different. The regression analysis results indicated that floor roughness parameter R_a is a better predictor in predicting both the perceived floor roughness and perceived floor slipperiness than the COF of the floor.     

Adolescents’ risk perceptions in relation to risk behavior with long-term health consequences; antecedents and outcomes: A literature review

There is a need for a systematic literature review focusing on adolescents’ risk perceptions in relation to risk behavior with long-term health consequences with delayed onset. The aim of this literature review was to review the results of such empirical studies, and to interpret these results from a general risk psychology perspective. Special focus was on factors influencing adolescents’ risk perceptions, and on the risk perceptions – risk behavior relationship. Literature searches were conducted in the PsycInfo, PubMed, and Cinahl databases. In total 51 journal articles were included in the review. Evidence, although inconsistent, was found for age, ethnicity, socioeconomic status, close exposure to negative outcome, perceived control, and knowledge, stereotyping and misconceptions as covariates of risk perceptions. Evidence was found both for a negative and a positive association between risk perceptions and risk behavior. The results suggest that the adolescent’s risk perception, knowledge, perceived control (response- and self-efficacy) as well as benefits and costs of health behavior must be well balanced. Any agent, such as care providers, aiming at encouraging adolescents to take active responsibility for their long term health, must be able to determine each young person’s status regarding these issues concomitantly, in order not to evoke risk denial, exaggerated unrealistic optimism, or impaired mental wellbeing.     

“Like it’s wrong,but it’s not that wrong:” Exploring the normalization of risk-compensatory strategies among young drivers engaging in illegal smartphone use

Introduction: Young drivers are the most vulnerable road users and most likely to use a smartphone illegally while driving. Although when compared with drink-driving, attitudes to illegal smartphone risk are nearly identical, smartphone use among young drivers continues to increase. Method: Four in-depth focus groups were conducted with 13 young (18–25 years) drivers to gain insight into their perceptions of the risks associated with the behavior. Our aim was to determine how drivers navigate that risk and if their behavior shapes and informs perceptions of norms. Results: Three key themes emerged: (a) participants perceived illegal smartphone use as commonplace, easy, and benign; (b) self-regulatory behaviors that compensate for risk are pervasive among illegal smartphone users; and (c) risk-compensation strategies rationalize risks and perceived norms, reducing the seriousness of transgression when compared with drink-driving. Young drivers rationalized their own use by comparing their selfregulatory smartphone and driving skills with those of “bad drivers,” not law abiders. Practical Applications: These findings suggest that smartphone behaviors shape attitudes to risk, highlighting the importance for any countermeasure aimed at reducing illegal use to acknowledge how a young person’s continued engagement in illegal smartphone use is justified by the dynamic composition of use, risk assessment and the perceived norms.     

Examining RULA’s Postural Scoring System With Selected Physiological and Psychophysiological Measures

The Rapid Upper Limb Assessment (RULA) survey is a posture-sampling tool used specifically to examine the level of risk associated with upper limb disorders of individual workers. This paper examines the relationship between RULA’s postural scoring system and measures of surface electromyography (EMG), self-reports of discomfort, and job attitude questionnaires. Twenty participants each performed a 30-min typing task on a computer in 3 working postures based on RULA’s scoring system. A statistically significant difference was found only in perceived discomfort. The perceived discomfort results demonstrated that RULA was able to identify “high risk” postures. The next question we need to ask is, does perceived discomfort result in tissue damage, or does tissue damage yield discomfort?     

Mobile phone use while driving: Predicting drivers’ answering intentions and compensatory decisions

The current study considered, for the first time, compensatory decisions within the theory of planned behaviour (TPB) to explain why people use mobile phones while driving. The effects of age, gender, and mobile phone mode on respondents’ answering intentions and compensatory decisions were mainly examined. A series of questions were administered to 333 drivers (ages 25-59), which included (1) demographic measures, (2) scales that measured prior mobile use activities in both driving and ordinary contexts, (3) a question to measure drivers’ perceptions of the safety of hands-free phones, and (4) TPB measures, which measured answer intention and two compensatory behavioural decisions (i.e., reminding the caller that he/she is driving, limiting the length of a conversations (including perceived its limits)), along with predictive variables. Drivers reported a moderate likelihood of answering intention and a strong tendency to engage in the two compensatory behaviours. Answering intention and compensatory decisions, perceived behavioural control, perceived risk, and usage frequency were more dependent on mobile phone mode and age group than gender. The regression models explained 64% and 67% of the variance in answering intention in the handheld and hands-free scenario separately. Attitudes, subjective norms, perceived behavioural risk and control (PBRC), and prior answering behaviour emerged as common predictors. The predictive models explained 31% and 37% of the variance for perceived limits of a conversation length in handheld and hands-free scenarios, respectively. Answering intention and PBRC consistently predicted most of the variance (handheld: 28%; hands-free: 32%) for this compensatory perception limits. The theoretical and practical implications of these results are discussed.     

Traffic culture as symbol exchange - A cross-country comparison of Russia and Norway

The core aim of the study was to gain insight into the cross-country differences in traffic risk perception and driving behaviour and also how culture and cultural differences may influence perceived risk and risk behaviour by comparing a sample of the Russian population with a sample of the Norwegian population. A new measurement instrument aimed at measuring culture as symbol exchange was applied. Self-completion questionnaire surveys were carried out among representative samples of the Norwegian (n = 247) and the Russian (n = 299) population aged 18 years and over. The results showed that culture defined as symbol exchange was weakly associated with risk perception. It is suggested that research carried out to date on the role of culture in risk research may have focused on criterion variables which are not very relevant. However, while traffic safety culture does not seem to be important for risk perception, this study shows that it seems to be relevant for drivers’ risk behaviour and thus it is still relevant and important to focus on traffic culture in risk research despite the fact that culture does not predict perceived risk. As symbol exchange, the newly developed measure of traffic safety culture is capable of predicting drivers’ risk behaviour in traffic and is therefore a valid predictor of traffic safety.     

Driver personality characteristics related to self-reported accident involvement and mobile phone use while driving

A causal model was developed in this study to clarify the effect of mobile phone use on driving safety. Based on the model, a series of questionnaires were developed, and 194 car drivers were interviewed based on these questionnaires. Results showed that perceived risk and mobile phone usage habits varied with different individual traits. Drivers who were prone to accidents revealed a lower perception of safety risks and a higher self-reported accident rate resulting from mobile phone use than those who were not accident-prone. Aggressive drivers were found to use mobile phones more frequently while driving but had a similar accident rate to non-aggressive drivers. Frequency in mobile phone use while driving significantly increased among aggressive male drivers regardless of accident proneness. Findings from this study imply that the perceived risk of drivers might be an ignored but important factor in the relationship between mobile phone use and driving safety. Because of the difficulty in practically identifying who is accident-prone or not, this study suggests that overall prohibition in mobile phone use while driving is needed to reduce the corresponding number of traffic accidents.     

Bicyclist fatalities involving heavy goods vehicles: gender differences in risk perception, behavioral choices, and training

Objectives: Females are typically involved in fewer collisions when pedal cycling than males. However, female cyclists appear to be overrepresented in the number of fatal collisions involving heavy goods vehicles (HGVs). These collisions often involve cyclists passing HGVs on the side furthest from the HGV driver (nearside). It is hypothesized that this pattern of fatalities may be partly due to differences in how males and females perceive the risk associated with various cycling maneuvers. It is also hypothesized that this difference may be overcome with advanced training. Methods: 4,596 UK cyclists completed an online questionnaire in which they reported their level of cycle training and rated the risk they perceived to be associated with various cycling maneuvers, the likelihood that they would engage in them, and history of collision involvement. Results: Females perceived a slightly greater level of risk to be associated with cycling. However, males differentiated between the risks involved in nearside and offside overtaking to a greater extent than females. Risk perception was significantly correlated with the reported likelihood that participants would engage in risky maneuvers such as overtaking on the nearside and also with past collision prevalence. Advanced cycling training was correlated with higher levels of perceived risk associated with overtaking on the nearside; however, basic cycle training was not. Conclusions: Cyclists who do not correctly differentiate between the risks associated with nearside and offside overtaking may be more at risk of being involved in HGV-related collisions. Advanced cycling training is linked to more accurate risk perception. To reduce fatalities, public awareness campaigns should focus on the increased risk of nearside overtaking and encourage cyclists to take advanced training.     

Modeling perceived collision risk in port water navigation

An increase in the likelihood of navigational collisions in port waters has put focus on the collision avoidance process in port traffic safety. The most widely used on-board collision-avoidance system is the automatic radar plotting aid which is a passive warning system that triggers an alert based on the pilot’s pre-defined indicators of distance and time proximities at the closest point of approaches in encounters with nearby vessels. To better help pilot in decision making in close quarter situations, collision risk should be considered as a continuous monotonic function of the proximities and risk perception should be considered probabilistically. This paper derives an ordered probit regression model to study perceived collision risks. To illustrate the procedure, the risks perceived by Singapore port pilots were obtained to calibrate the regression model. The results demonstrate that a framework based on the probabilistic risk assessment model can be used to give a better understanding of collision risk and to define a more appropriate level of evasive actions.     

Resources and coping with stressful events

This longitudinal, quasi‐field experiment tested whether perceived stress and increase in perceived stress are related to the resources of the individual, namely, personality (core self evaluation scale (CSES)), physical fitness, social support (acceptance and/or rejection by peers), and cognitive abilities. Perceived stress scale (PSS) was administered at two points in time to participants in a two‐day selection process for a military unit, whose stressful environment formed the manipulation in this study. Baseline PSS was obtained from soldiers before the selection activity, when threatened with resource loss. PSS was next administered during the selection activity, when individuals had to cope with actual loss of resources and difficulty in regaining them. As expected, participants perceived more stress during the selection activity. Participants with higher CSES, higher cognitive abilities and higher levels of social support perceived lower stress levels prior to the activity. The increase in stress level was lower for participants with better fitness levels, but greater for participants rejected by their peers. Exploratory analysis of resource overlap was conducted and revealed a contribution of few key resources to coping, even in the presence of other resources. Copyright © 2008 John Wiley & Sons, Ltd.     

Differences in risk perception,priorities, worry and demand for risk mitigation in transport among Norwegians in 2004 and 2008

The present study aimed to investigate differences in risk perception, the demand for risk mitigation, priorities and worry related to transport among the Norwegian public in 2004 and 2008. Age, gender, education, driver licence and number of injuries in transport were controlled for. The comparison was carried out with questionnaire surveys among representative samples of the Norwegian public in 2004 (n = 1730) and 2008 (n = 1864). The results showed that the perceived probabilities of transport accidents decreased, whereas the perceived severity of consequences increased during this period. Both samples estimated higher probabilities of accidents by private means of transport. The demand for risk mitigation and priorities related to transport safety increased significantly in the same period. The 2008 sample also reported more worry regarding accidents by private transport. Results were discussed in relation to transport safety campaigns, safety measures and significant accidents which occurred in this period.     

Risk and safety perception on urban and rural roads: Effects of environmental features,driver age and risk sensitivity

Objective: The ability to detect changing visual information is a vital component of safe driving. In addition to detecting changing visual information, drivers must also interpret its relevance to safety. Environmental changes considered to have high safety relevance will likely demand greater attention and more timely responses than those considered to have lower safety relevance. The aim of this study was to explore factors that are likely to influence perceptions of risk and safety regarding changing visual information in the driving environment. Factors explored were the environment in which the change occurs (i.e., urban vs. rural), the type of object that changes, and the driver's age, experience, and risk sensitivity.

Methods: Sixty-three licensed drivers aged 18–70 years completed a hazard rating task, which required them to rate the perceived hazardousness of changing specific elements within urban and rural driving environments. Three attributes of potential hazards were systematically manipulated: the environment (urban, rural); the type of object changed (road sign, car, motorcycle, pedestrian, traffic light, animal, tree); and its inherent safety risk (low risk, high risk). Inherent safety risk was manipulated by either varying the object's placement, on/near or away from the road, or altering an infrastructure element that would require a change to driver behavior. Participants also completed two driving-related risk perception tasks, rating their relative crash risk and perceived risk of aberrant driving behaviors.

Results: Driver age was not significantly associated with hazard ratings, but individual differences in perceived risk of aberrant driving behaviors predicted hazard ratings, suggesting that general driving-related risk sensitivity plays a strong role in safety perception. In both urban and rural scenes, there were significant associations between hazard ratings and inherent safety risk, with low-risk changes perceived as consistently less hazardous than high-risk impact changes; however, the effect was larger for urban environments. There were also effects of object type, with certain objects rated as consistently more safety relevant. In urban scenes, changes involving pedestrians were rated significantly more hazardous than all other objects, and in rural scenes, changes involving animals were rated as significantly more hazardous. Notably, hazard ratings were found to be higher in urban compared with rural driving environments, even when changes were matched between environments.

Conclusion: This study demonstrates that drivers perceive rural roads as less risky than urban roads, even when similar scenarios occur in both environments. Age did not affect hazard ratings. Instead, the findings suggest that the assessment of risk posed by hazards is influenced more by individual differences in risk sensitivity. This highlights the need for driver education to account for appraisal of hazards’ risk and relevance, in addition to hazard detection, when considering factors that promote road safety.     

Risky health and safety habits related to perceived value of the future

Risk homeostasis theory postulates that people accept a specific level (target level) of risk in a given activity in return for benefits accruing from that activity. It follows that, if people expect a great deal from the future, the less likely they are to jeopardise it by taking risks in respect of their health and safety. One effective method for reducing target level of risk are incentives, and the available literature contains ample evidence of the effectiveness of incentives programmes in accident prevention. As incentives essentially imply an enhanced quality of life in the future, the question arises as to how expectations of the future may be related to health and safety habits. In order to explore the relationship between perceived value of the future and health and safety habits, an analysis of the psychological literature on individual differences in future time orientation/perspective is presented. Four factors are identified: (1) clear ideation of the future, (2) active planning for the future, (3) time pressure, and (4) optimistic expectations about events outside one's own control. It is hypothesised that factors (1) and (2) are associated with positive health and safety habits, while factors (3) and (4) may characterise individuals with relatively high target levels of physical risk. Research questions and procedures for the study of these relationships are discussed.