Parental risk perceptions of childhood pedestrian road safety

Problem: Pedestrian injury is a major hazard to the health of children in most developed countries, including Australia. In a previous study it was found that parental road risk perception is a significant factor associated with their modeling of safe behavior as pedestrians. This study aimed to investigate factors that affect parental road risk perception. Method: This cross-sectional population-based randomized telephone survey aimed to study factors associated with risk perception on pedestrian road safety among parents with young children aged 4–12 years. Results: Five factors were found to be significantly associated with parental risk perception. They included age of child, sex of parent, employment of parent, living environment, and previous injury experience. The results suggested that the age of the child contributed greatest to the variance explained by the regression model. However, other factors remained significant even after adjusting for each other. Discussion: Results were discussed in light of the design and development of childhood pedestrian road safety campaigns. Impact on industry: Parental risk perceptions determine their safe road modeling behavior. In this study, significant factors that affect parental road risk perception have been identified. The information obtained can be used in the design of road safety programs that aim at changing the road risk perception of parents.     

Importance of public information and perception for managing recreational activities in the Peel-Harvey estuary, Western Australia

Surveys of water recreational activities were conducted in the Peel-Harvey estuary. Channels used by recreationists to gain information about water quality, the perception of water quality and resulting behaviour were investigated. This study showed that personal perception, local knowledge and history, absence of warnings and residency were major factors contributing to risk perception and behaviour in this recreational community. Management strategies should take this information into account to achieve maximal outcomes.     

Natterer’s bat (Myotis nattereri Kuhl, 1818) hawks for prey close to vegetation using echolocation signals of very broad bandwidth

We present a hitherto unknown prey perception strategy in bats: Myotis nattereri (Vespertilionidae, Chiroptera) is able to perceive prey by echolocation within a few centimeters of echo-cluttering vegetation, by using frequency-modulated search signals of very large bandwidth (up to 135 kHz). We describe the species’ search behavior and echolocation repertoire from the field and from experiments in a flight tent. In the field, bats varied signal parameters in relation to their distance from vegetation and usually flew close to vegetation. In the flight tent, M. nattereri detected and localized prey by echolocation alone as close as 5 cm from vegetation. Apparently, the bats were able to tolerate some overlap between prey and clutter echoes. Passive prey cues (vision, olfaction, prey-generated sounds) were not used in prey perception. The bats selected prey by size. The animals performed aerial catches and produced approach sequences typical for aerial hawking bats, but were able to do so within a few centimeters of the substrate. M. nattereri thus has access to silent, suspended prey very close to vegetation (e.g., spiders, and caterpillars on threads). Received: 29 September 1999 / Received in revised form: 12 February 2000 / Accepted: 12 February 2000     

Attitudes and Perceptions about Ecological Resources and Hazards of People Living Aroung the Savannah River Site

Although considerable attention is devoted to environmental monitoring and assessment with respect to both pollutants and the status of particular plant or animal populations, less attention is devoted to assessing people's attitudes about the relative importance of ecological resources. In this paper we examine the attitudes and perceptions about ecological resources of people living around the Department of Energy's Savannah River Site (SRS), in South Carolina. Our overall hypothesis is that people who are directly affected by the possible outcomes and consequences of a particular hazard (i.e., those people employed at SRS) will undervalue the risks and overvalue the potential benefits from future land uses that favor continued site activity, compared to people who live near but are not employed at SRS. We interviewed 286 people attending the Aiken Trials horse show on 14 March 1997. There were few gender differences, although men hunted and fished more than women, women ranked three environmental concerns as more severe than did men, and women were more concerned about the effect of SRS on property values. Maintenance of SRS as a National Environmental Research Park ranked first as a future land use; nuclear production ranked second, followed by hunting and hiking. Only residential development ranked very low as a future land use. There were many differences as a function of employment history at SRS: 1) people who work at SRS think that the federal government should spend funds to clean up all nuclear facilities, and they think less money should be spent on other environmental problems than did non-employees, 2) people who work at SRS ranked continued current uses of SRS higher than did people who never worked at SRS, and 3) people who work at SRS are less concerned about the storage of nuclear material or accidents at the site than are people who never worked at the site.     

Quantification of risk perception: Development and validation of the construction worker risk perception (CoWoRP) scale

Introduction: The construction sector is leading in the number of accidents and fatalities; risk perception is the key to driving these numbers. Previous construction safety studies on risk perception quantification have not considered affective risk perception of construction workers or conducted comprehensive reliability and validity testing. Thus, this study aims to fill this need by developing a psychometrically sound instrument – the Construction Worker Risk Perception (CoWoRP) Scale – to assess the risk perception of construction workers. Method: Four phases of scale development, namely, item development, factor analysis, reliability assessment, and validity assessment were conducted with the collection and testing of data from a group (n = 469) of voluntary construction workers in Hong Kong. Results: The CoWoRP Scale with 13 items was shown to have acceptable test–retest reliability, internal consistency reliability, as well as content, convergent, discriminant, and criterion-related validity. Also, the CoWoRP Scale was affirmed to have three dimensions of worker risk perception, namely risk perception – probability, risk perception – severity, risk perception – worry and unsafe. These three dimensions of worker risk perception were negatively correlated with their risk-taking behavior. Conclusions: The CoWoRP Scale is a reliable and valid instrument for measuring the risk perception of construction workers and is expected to facilitate the construction safety studies that take risk perception of construction workers into account. Practical applications: The CoWoRP Scale could serve as an aptitude test to identify the characteristics of construction workers most likely to perceive lower risk in risky work situations. In turn, this information could help safety management provide safety training programs to those workers to enhance their risk perception and thereby minimizing their risk-taking behavior, reducing unnecessary training costs, and improving the construction safety performance.     

Possible Use of Ash Residues for the Construction of Artificial Reefs at Sea

Utilization of ash residues, including coal ash, oil ash, and municipal solid waste combustion ash, for the construction of artificial reefs at sea has been investigated by many researchers throughout the world for nearly 20 years. Both laboratory and field studies have shown that an artificial reef made of stabillized ash-concrete (SAC) has had no adverse effect on the marine environment. Indeed, published studies have shown that fish counts increase around SAC reefs owing to an abundance of colonizing organisms and to protection provided by cavities within the reef structures. However, public and regulatory resistance to the use of SAC for artificial reef construction at sea is still very strong in certain countries due to concern for possible negative environmental impacts, primarily in the area of bioaccumulation of elements or compounds originating from the ash component of SAC.

In this paper, technological feasibility of using ash residues for artificial reef construction is presented, based on the available 20 years of scientific data, including engineering workability, physical integrity, chemical leaching potential and biological effects. More important, we also identify conceptual barriers for the acceptance of using SAC for the construction of ocean reefs and suggest approaches to overcome these barriers.     

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.     

Farmers’ risk preference and the adoption of risk management strategies in Northern Ghana

The study used the hypothetical lottery-choice questions to measure risk aversion and a detailed survey collected data on input use, farm production and non-farm activities to specifically assess whether risk aversion, risk perceptions, and socioeconomic factors affect the risk management strategies of farm households in Northern Ghana. Risk aversion significantly increases crop diversification strategies of households but marginally reduces herbicide use by households. Market risk significantly increases the use of improved seed varieties and the application of inorganic fertiliser but reduces diversification into livestock production. Production risk largely increases diversification into livestock production. Farmers’ risk management strategies are affected by socioeconomic variables such as access to extension services, area cultivated, age and gender. Policy effort focused on building pliable on-farm crop related risk management strategies should aim at considering the risk aversion and the perception of market risk whilst those focused on livestock should focus on production risk.     

Motorcycle helmet use in Calicut,India: User behaviors,attitudes, and perceptions

Objectives: The objectives of this study include assessing the motorcycle helmet use pattern in Calicut, India, and analyzing the factors influencing helmet use including motorcyclists' perceptions.

Methods: Field observational studies at 15 locations were conducted to determine the helmet use rate among motorcyclists and pillion passengers. A structured questionnaire interview survey was conducted with 709 motorcyclists to evaluate the users' perceptions and opinions regarding the use of motorcycle helmets.

Results: There was a considerable difference in the level of motorcycle helmet use observed between the locations within and outside the city limits, where different levels of helmet law enforcement were exercised. The helmet use was observed at a maximum of 89% within the city and a minimum of 23% in some locations outside the city. The decreasing percentage of helmet use while moving toward the locations outside the city was confirmed statistically through t tests (t = 1.771, df = 13, P < .05). It was found that only 42% of users revealed that helmets are comfortable and 42% expressed that helmets affect hearing ability. It is important to note that 57% of users are of the opinion that there is no need to use a helmet if you drive slowly and carefully. The price of the helmet was not a deterrent for helmet use. In addition, it was observed that only 45% of helmets used by the motorist were standard helmets with an Indian Standards Institute (ISI) mark.

Conclusion: The widely varying helmet use pattern observed in the study area may be attributed due to the users' behaviors; that is, using a helmet only when the helmet law is strictly enforced rather than using a helmet as a protective device. Further, some of the problems and beliefs associated with helmet use prevent motorcyclists from using a helmet. Hence, the road safety of motorcyclists can be improved only through addressing the identified measures comprehensively.     

Crash risk perception of sleepy driving and its comparisons with drink driving and speeding: Which behavior is perceived as the riskiest?

Objective: Driver sleepiness is a major crash risk factor but may be underrecognized as a risky driving behavior. Sleepy driving is usually rated as less of a road safety issue than more well-known risky driving behaviors, such as drink driving and speeding. The objective of this study was to compare perception of crash risk of sleepy driving, drink driving, and speeding.

Methods: Three hundred Australian drivers completed a questionnaire that assessed crash risk perceptions for sleepy driving, drink driving, and speeding. Additionally, the participants' perceptions of crash risk were assessed for 5 different contextual scenarios that included different levels of sleepiness (low, high), driving duration (short, long), and time of day/circadian influences (afternoon, nighttime) of driving.

Results: The analysis confirmed that sleepy driving was considered a risky driving behavior but not as risky as high levels of speeding (P < .05). Yet, the risk of crashing at 4 a.m. was considered as equally risky as low levels of speeding (10 km over the limit). The comparisons of the contextual scenarios revealed driving scenarios that would arguably be perceived as quite risky because time of day/circadian influences were not reported as high risk.

Conclusions: The results suggest a lack of awareness or appreciation of circadian rhythm functioning, particularly the descending phase of circadian rhythm that promotes increased sleepiness in the afternoon and during the early hours of the morning. Yet, the results suggested an appreciation of the danger associated with long-distance driving and driver sleepiness. Further efforts are required to improve the community's awareness of the impairing effects from sleepiness and, in particular, knowledge regarding the human circadian rhythm and the increased sleep propensity during the circadian nadir.