Perceptions of traffic risk in an industrialised and a developing country

This study aimed to investigate differences in traffic risk perception among a Norwegian and Ghanaian public. This was carried out while controlling for relevant background variables such as gender, age, and levels of educational achievement. In order to obtain the core aim of the study, a self-completion questionnaire was devised and distributed to a representative sample of the Norwegian population (n = 247) and to a stratified sample in Accra and Cape-Coast in Ghana (n = 299). The results showed that the Ghanaian sample perceived higher traffic risk than the Norwegian sample. Gender, age, and levels of educational achievement exerted minimal influences on risk perception. The results were discussed in context of industrialisation, cultural differences, and health beliefs.     

Demand for mitigating the risk of COVID-19 infection in public transport: The role of social trust and fatalistic beliefs

The rapid surge of COVID-19 cases worldwide drew attention to COVID-19 infection as a new source of risk in transport. The virus introduced a need for viral transmission mitigation as a major priority when selecting a mode of travel, and caused a significant drop in public transport use. The recovery of public transport use in the post-COVID period requires that the transport authorities favourably address people’s demand for mitigation of the risk of COVID-19 transmission in public transport. The present study aims to explore the role of risk perception, worry and priority of COVID-19 risk reduction along with fatalistic beliefs and public trust in authorities in explaining public demand for risk mitigation. The present study is among the first to investigate the role of fatalistic beliefs, social trust and risk perception for public transport and public demand for risk mitigation. The link between priority of infection prevention and demand for risk mitigation has also been less explored in public transport research. An online survey was conducted among university students in Iran between 19th April and 16th June 2020, during the first wave of the pandemic, when the country was a major epicentre of the disease. A total of 271 out of 370 respondents whose dominant mode on university travels was public transport were included in the analysis. Results of structural equation modelling confirmed the paradox of trust, indicating that social trust is negatively associated with perceived risk of COVID-19 infection, which in turn may lead people to place less importance on COVID-19 prevention as a priority in travel mode choice, and consequently demand less risk mitigation efforts to prevent COVID-19 infection in public transport. Dissimilar to trust, however, the results revealed no relationship between fatalistic beliefs and risk perception, but a significant direct effect of fatalistic beliefs on demand for risk mitigation. To reinforce public demand for mitigating the risk of COVID-19 in public transport, the study calls on policymakers to exploit public trust resources for more effective risk communication, through disseminating the gradually accumulating evidence-based information regarding the infectivity and the virulence of COVID-19 and the scientific risk of infection. The study also underlined the potential importance of considering fatalistic beliefs when developing effective risk communication policies and practices to enhance public support for COVID-19 risk mitigation in public transport.     

Attitudes,risk perception and risk-taking behaviour among regular cyclists in Norway

The main aim of the study was to investigate whether attitudes toward traffic safety, risk perception, worry, risk tolerance, safety priority, and accident involvement are associated with cyclists’ risk-taking behaviour. Two types of cyclists’ risk-taking behaviour were studied: (1) ‘violation of traffic rules, and (2) ‘conflicts with other road users when cycling’. The study was based on a questionnaire survey carried out in 2017 among regular cyclists in Norway (n = 426). The results revealed that cyclists’ risk-taking behaviour was influenced by their attitudes, risk perception, and accident involvement. Pragmatic attitudes toward traffic rule violations and safety priority were found to be important predictors of the frequency of rule violations when cycling. Attitudes towards the enforcement of traffic rules for cyclists and dissatisfaction with the traffic rules for cyclists were found to be important predictors for the frequency of situations involving conflicts with other road users. Risk perception and accident involvement were found to be associated with conflicts with other road users, but not with rule violations when cycling. The findings show that risk perception and attitudes toward traffic safety are important for cyclists’ risk-taking behaviour in traffic. The road infrastructure and the traffic regulations are primarily planned for car drivers and pedestrians. If cyclists’ attitudes are to be changed, the cycling infrastructure and traffic rules for cyclists would need to be adjusted to cyclists as road users. When building new infrastructure and implementing new safety measures for cyclists, it is important to include attitude campaigns, as well as communications to the public about safety and the risks linked to cycling. Attitude campaigns could be used to strengthen the authorities’ communications that cyclists are prioritized as road users.     

Transport risk evaluations associated with past exposure to adverse security events in public transport

The current study aims to examine differences in risk evaluations according to whether individuals have been exposed to adverse security events in transport during the last five years. In addition, a path model is tested where risk evaluations predict intentions to use public transport and use of such transport in these groups. The results are based on a survey conducted in a randomly obtained representative sample of the Norwegian urban public (n = 1043). The results showed that individuals who had been exposed to adverse security events in public transport reported substantially higher risk perception of experiencing security issues in such transport than those who were not exposed. Exposed individuals also reported higher probability judgements and more worry of experiencing injury in public transport. The path model showed that high probability judgements of experiencing injury in public transport were related to a lower intention of using such transport, whereas corresponding worry in the private motorized sector predicted a stronger intention to use public transport. Demand for risk mitigation in the public transport sector was found to be more relevant for intentions to use public transport than similar demands in the private motorized sector. The path model and coefficients were not found to differ significantly according to exposure to security events in public transport. The findings are discussed in relation to the role of negative risk experiences for risk evaluations in transport.     

Barriers to children’s walking to school in Iranian and Chinese samples

Factors that contribute to children’s walking to school have been investigated in previous research, which primarily focussed on socio-economic variables in high income countries. There is a general lack of studies which have examined mode choice differences on school trips in low and middle income countries. Focusing on parental social cognitive variables in addition to household socio-economic characteristics, the present study is among the first to compare barriers to children’s walking in daily commuting to schools across samples from two middle income countries: Iran and China. A self-administered questionnaire was devised and distributed among primary school pupils (7–9 years old) in Mashhad, Iran and Nanjing, China. The children were asked to take the questionnaires to their parents to complete and return the filled forms. A total of 671 (response rate of 90 percent) and 224 (response rate of 82 percent) completely filled questionnaires were returned in Mashhad and Nanjing, respectively. Multivariate analysis of covariance (MANCOVA) showed that parents in Mashhad perceived higher risk and reported more worry of children being involved in road crashes when walking to school. Analyses revealed more safety favourable parental attitudes in the Chinese sample, compared to the Iranian sample. Parental attitudes towards transport safety were safer in the sample from Nanjing as compared to Mashhad. Hierarchical binary logistic regression showed that walking time from home to school and parental worry about road crashes were negatively associated with children’s walking to school in both samples. In the Iranian sample, results suggested that while household car ownership and higher family income were associated with a decreased probability that a child walk to school, the total number of children in the household increased the probability of walking to school.     

Intelligence and emotional disorders: Is the worrying and ruminating mind a more intelligent mind?

Previous research has shown that anxiety and depression symptoms are negatively associated with measures of intelligence. However, this research has often not taken state distress and test anxiety into account, and recent findings indicate possible positive relationships between generalized anxiety disorder (GAD), worry, and intelligence. The present study examined the relationships between GAD, depression, and social anxiety symptoms, as well as their underlying cognitive processes of worry, rumination, and post-event processing, with verbal and non-verbal intelligence in an undergraduate sample (N = 126). While the results indicate that verbal intelligence has positive relationships with GAD and depression symptoms when test anxiety and state negative affect were taken into account, these relationships became non-significant when overlapping variance was controlled for. However, verbal intelligence was a unique positive predictor of worry and rumination severity. Non-verbal intelligence was a unique negative predictor of post-event processing. The possible connections between intelligence and the cognitive processes that underlie emotional disorders are discussed.     

A longitudinal study on the relationship between adolescents’ medical drama viewing and speeding

The present study aimed to examine whether watching medical drama had a long-term protective effect on speeding behavior. Specifically, this research examined the extent to which medical drama viewing in adolescence predicts risk perceptions, crash fear, speeding attitudes and self-reported speeding behavior in early adulthood. Using a longitudinal research method, 487 adolescents (M_age = 17.7 at baseline) who responded to an earlier survey were re-interviewed five years later. Structural equation modeling indicated that more medical drama viewing at baseline was associated with increased risk perception and higher driving-related fear five years later. The fear of being involved in a traffic crash appeared to be associated with less favorable attitudes toward speeding. Furthermore, in line with the expectations, these speeding attitudes were a significant predictor of self-reported speeding behavior. These results help to provide a better understanding of the relationship between media use and subsequent risk-taking, and have implications for prevention efforts.     

Using the Job Demands-Resources model to investigate risk perception, safety climate and job satisfaction in safety critical organizations

Using the Job Demands-Resources model (JD-R) as a theoretical framework, this study investigated the relationship between risk perception as a job demand and psychological safety climate as a job resource with regard to job satisfaction in safety critical organizations. In line with the JD-R model, it was hypothesized that high levels of risk perception is related to low job satisfaction and that a positive perception of safety climate is related to high job satisfaction. In addition, it was hypothesized that safety climate moderates the relationship between risk perception and job satisfaction. Using a sample of Norwegian offshore workers (N = 986), all three hypotheses were supported. In summary, workers who perceived high levels of risk reported lower levels of job satisfaction, whereas this effect diminished when workers perceived their safety climate as positive. Follow-up analyses revealed that this interaction was dependent on the type of risks in question. The results of this study supports the JD-R model, and provides further evidence for relationships between safety-related concepts and work-related outcomes indicating that organizations should not only develop and implement sound safety procedures to reduce the effects of risks and hazards on workers, but can also enhance other areas of organizational life through a focus on safety.     

The perception of positive and negative facial expressions by unilateral stroke patients

There remains conflict in the literature about the lateralisation of affective face perception. Some studies have reported a right hemisphere advantage irrespective of valence, whereas others have found a left hemisphere advantage for positive, and a right hemisphere advantage for negative, emotion. Differences in injury aetiology and chronicity, proportion of male participants, participant age, and the number of emotions used within a perception task may contribute to these contradictory findings. The present study therefore controlled and/or directly examined the influence of these possible moderators. Right brain-damaged (RBD; n = 17), left brain-damaged (LBD; n = 17), and healthy control (HC; n = 34) participants completed two face perception tasks (identification and discrimination). No group differences in facial expression perception according to valence were found. Across emotions, the RBD group was less accurate than the HC group, however RBD and LBD group performance did not differ. The lack of difference between RBD and LBD groups indicates that both hemispheres are involved in positive and negative expression perception. The inclusion of older adults and the well-defined chronicity range of the brain-damaged participants may have moderated these findings. Participant sex and general face perception ability did not influence performance. Furthermore, while the RBD group was less accurate than the LBD group when the identification task tested two emotions, performance of the two groups was indistinguishable when the number of emotions increased (four or six). This suggests that task demand moderates a study’s ability to find hemispheric differences in the perception of facial emotion.     

Elucidating the association of sports lottery bettors’ socio-demographics,personality traits,risk tolerance and behavioural biases

The goal of this study was to explore the psychological and socio-demographic factors of bettors that are associated with the herding behaviour of sports lotteries through a combination of interdisciplinary perspectives. The multidimensional instrument consisted of five-factor personality inventory, the measures of risk tolerance and two types of herding behaviours, betting patterns and socio-demographics was developed, and then nationwide on-site bettors (n = 1032) responded to the questionnaire to conduct a structural equation modelling (SEM) analysis through stratified proportional random sampling and quota sampling methods. The confirmatory factor analysis (CFA) revealed that two structural models displayed goodness-of-fit with respect to the data. Empirical results confirmed the existence of herding behaviours and a gender difference in sports lottery betting. The bettors with neuroticism have lower risk tolerance, and the bettors with greater neuroticism, openness and agreeableness exhibit apparent normative herding behaviours. However, the risk tolerance has only a positively and significantly prediction for informational herding behaviour.     

Feeling me,feeling you? Links between the Dark Triad and internal body awareness

Despite a rapid increase of interest in the Dark Triad of personality (i.e., psychopathy, narcissism and Machiavellianism), very little research has focused on links between the Dark Triad and internal body awareness (i.e., interoception). In an on-line study (N = 323), we investigated the relationship between the Dark Triad and different facets of interoception, such as awareness and trust in body sensations, the capacity to regulate attention, and an awareness of mind–body integration. When we controlled for shared variance between the Dark Triad traits, narcissism emerged as a positive predictor for all but one facet of interoception. Primary psychopathy was a positive predictor of attention regulation, whereas secondary psychopathy was a negative predictor of awareness of body sensation and attention regulation. Machiavellianism emerged as a negative predictor of trusting body sensations. The findings are discussed within an evolutionary framework.     

Worry and the anxiety disorders: A meta-analytic synthesis of specificity to GAD

Although worry is central to the diagnosis of generalized anxiety disorder (GAD), it is also commonly observed in other anxiety disorders. In this meta-analytic review, we empirically evaluated the extent to which worry is specific to GAD relative to patients with other anxiety disorders, those with other psychiatric disorders, and nonpsychiatric controls. A total of 47 published studies (N = 8,410) were included in the analysis. The results yielded a large effect size indicating greater severity/frequency of worry, meta-worry, and domains of worry among anxiety disorder patients v. nonpsychiatric controls (d = 1.64). In contrast to the many differences emerging from comparisons between anxiety disordered patients and nonpsychiatric controls, when anxiety disordered patients were compared to people with other psychiatric disorders they differed only on severity/frequency and not on meta-worry or domains of worry. A large effect size indicating greater severity/frequency of worry, meta-worry, and domains of worry among patients with GAD v. nonpsychiatric controls was also found (d = 2.05). However, differences between GAD and those with other psychiatric disorders also emerged for severity/frequency of worry. GAD was associated with greater worry difficulties than other anxiety disorders, which generally did not differ from those with other psychiatric disorders and each other. The implications of these findings for conceptualizing worry in GAD and other anxiety disorders, and the potentially moderating effects of age and gender are discussed.     

Footbridge usage in high-traffic flow highways: The intersection of safety and security in pedestrian decision-making​

In the Decade of Action for Road Safety, the vulnerability of pedestrians to severe outcomes from road crash is well-recognised. This study explored the factors that are influential in pedestrians’ decisions to cross a high-traffic highway in Barranquilla, Colombia, by using a footbridge over the highway, or by cutting across the highway in close proximity to a footbridge. Participants were recruited at each crossing (n = 105 footbridge, n = 105 ground; n = 117 males; M(SD) age = 23.28(5.98) years) and completed a paper survey exploring demographics, highway crossing behaviour, and attitudes regarding the safety and security of the crossing. Despite the majority of participants reporting the ground crossing was dangerous, and that the footbridge crossing was safe, one third of participants never or rarely (approximately 0% and 25% of the time) used the footbridge to cross the highway. Logistic regression revealed that the decision regarding the highway crossing mode (footbridge or ground) was predicted by (a) the frequency in which the footbridge is crossed, (b) the perception of footbridge security in relation to crime, (c) the perception of footbridge safety about traffic conflicts in general, (d) the proximity of the footbridge to the highway ground crossing, and (e) if the subject had experienced an injury during a previous highway crossing. The findings extend our understanding of pedestrian behaviour in crossing highways, not only in relation to the use of footbridges which separate both road user groups, but also ground crossings which place the pedestrians at significant risk especially those in areas with high traffic flow density. Moreover, the findings highlight the complexity involved in improving pedestrian road safety, particularly as the provision of an engineering solution (a footbridge) in close proximity to a high-risk zone (highway) is clearly not the only solution in the much larger road safety system.     

Risk of crashing with a tram: Perceptions of pedestrians,cyclists, and motorists

IntroductionRoad users not abiding by the rule of tram priority has increased the number of crashes between trams and other road users. This study focuses on the perceptions of pedestrians, cyclists, and motorists regarding the risk of crashes with trams. The first aim was to examine how these road users assess the risk of tram crashes with themselves and with other road users of the same age and type. The second aim was to look into whether and to what extent road users’ comparative judgments about tram risk are realistic in terms of their self-reported behavior.MethodThe study sample included 973 road users (379 pedestrians, 146 cyclists, and 448 motorists). Three versions of a questionnaire were constructed to assess risk perceptions concerning interactions between these road users and trams, self-reported behavior, and knowledge of the tram-priority rules.ResultsThe results showed that all three types of road users perceived the risk of a crash between a tram and themselves to be very low (M = 1.53, SD = 0.88) and with other users to be higher (M = 2.28, SD = 1.06); they therefore expressed comparative optimism. The results also revealed realistic optimism among pedestrians and unrealistic optimism among young motorists.ConclusionThe present study shows that, as a whole, road users have little awareness of crash risks with trams. It may therefore be worthwhile to increase communication about the priority of trams, and to persuade road users not to violate this rule.     

Barriers and facilitators of bicycle helmet use among children and their parents

Despite the fact that bicycle helmet use protects against head injuries, helmet use rate is still low even in countries with high concern for traffic safety. Earlier research shows that helmet use declines with age and that helmet use is low especially among teenagers. The aim of the present study was to investigate barriers and facilitators of helmet use among primary and secondary school pupils and their parents. Identical surveys were conducted among school children (n = 235) and their parents (n = 106). Children’s and adults’ responses concerning cycling, helmet use, helmet ownership, risk assessment and barriers and facilitators were compared and separate regression analyses conducted. Helmet use rate was lower among pupils than adults and they scored higher in most of the barrier items. The results of regression analyses showed that among children, age, gender, barriers and facilitators predicted helmet use while among adults only frequency of cycling and barriers were related to helmet use. Among children, the strongest correlates of not using a helmet were the belief of not needing a helmet and wish to use a cap or a hat instead. Having a helmet wearing as a habit and feeling safer were the strongest correlates of using helmet. Among adults, the strongest correlates of not using a helmet were “helmet looks ridiculous”, “just going to short trip” and riding close to home while the strongest correlate of using a helmet was the habit of helmet use. It was concluded that targeting the barriers in helmet wearing campaigns might work better both among children and adults than emphasising the benefits at least among Norwegian child and adult cyclists.     

Using cluster analysis to test the cultural theory of risk perception

The purpose of the present investigation was to examine if different groups of individuals with similarities in personality and cultural characteristics perceive transport risks differently. The respondents were a representative sample of the Norwegians public (n = 1687). Cluster analysis [Everitt, B. S., Landau, S., & Leese, M. (2001). Cluster analysis. London: Arnold] was applied to identify the groups. There were significant differences in transport risk perception between members of different clusters. However, members with different worldviews did not perceive risk according to the patterns described by cultural theory [Douglas, M., & Wildavsky, A. (1982). Risk and culture. Berkely, Los Angeles, London: University of California Press] and the relations between culture and risk perception seemed somewhat sporadic and unsystematic. Hence the conclusion that there are other factors more important to transport risk perception than the included cultural- and personality characteristics, was supported.     

Compulsive buying and life aspirations: An analysis of intrinsic and extrinsic goals

This study intends to gain better insight into the role the life aspirations described in the framework of Self-determination theory play in compulsive buying. Profiles based on the importance and likelihood for extrinsic and intrinsic personal goals in three groups with low, moderate, and high compulsive buying propensities from a general population representative sample (N = 2159) were initially established. Moreover, results from MANCOVA analyses showed that the high propensity group obtained significantly higher scores on the importance placed on each and every one of the extrinsic goals of financial success, image, popularity, and conformity, and on the likelihood of attainment of image and conformity. As for the intrinsic aspirations, it was confirmed that while the high risk group presented similar or significantly higher scores on the importance placed to them, they obtained significantly lower scores for the likelihood of attaining all the intrinsic goals of self-acceptance, affiliation, community feeling, physical health, and safety. Accordingly, interventions focused on the potentiation of the perceived likelihood of attainment of intrinsic goals, jointly with the reduction of the importance ascribed to extrinsic aspirations, may contribute to the effective treatment and prevention of compulsive buying.     

Testing a bi-factor model to disentangle general and specific factors of motivation in self-determination theory

We examined the utility of the bi-factor model for disentangling general motivation and specific motivations (i.e., amotivation, external, introjected, identified, and intrinsic regulations) in relation to goal progress and physical activity (PA). Participants (N = 186 undergraduate students; M_age = 19.26 years) completed assessments of motivation and PA at Time 1. Four weeks later, PA and goal progress were assessed at Time 2. Results indicated that the exploratory bi-factor model specifying motivational regulations as the specific factors and general motivation as the general factor was a good fit to the data. Results of the structural equation model indicated that identified and intrinsic regulations and general motivation predicted concurrent PA at Time 1. A novel finding was that controlling for concurrent PA at Time 1, general motivation emerged as the only predictor of Time 2 goal progress and PA. Results highlight the importance of examining general motivation in addition to quality of motivation in tandem because general motivation emerged as the sole significant longitudinal predictor of PA outcomes.     

Does Worrying Mean Caring Too Much? Interpersonal Prototypicality of Dimensional Worry Controlling for Social Anxiety and Depressive Symptoms

Worry, social anxiety, and depressive symptoms are dimensions that have each been linked to heterogeneous problems in interpersonal functioning. However, the relationships between these symptoms and interpersonal difficulties remain unclear given that most studies have examined diagnostic categories, not accounted for symptoms’ shared variability due to general distress, and investigated only interpersonal problems (neglecting interpersonal traits, interpersonal goals, social behavior in daily life, and reports of significant others). To address these issues, students (Study 1; N = 282) endorsed symptoms and interpersonal circumplex measures of traits and problems, as well as event-contingent social behaviors during one week of naturalistic daily interactions (N = 184; 7,036 records). Additionally, depressed and anxious patients (N = 47) reported symptoms and interpersonal goals in a dyadic relationship, and significant others rated patients’ interpersonal goals and impact (Study 2). We derived hypotheses about prototypical interpersonal features from theories about the functions of particular symptoms and social behaviors. As expected, worry was uniquely associated with prototypically affiliative tendencies across all self-report measures in both samples, but predicted impacting significant others in unaffiliative ways. As also hypothesized, social anxiety was uniquely and prototypically associated with low dominance across measures, and general distress was associated with cold-submissive tendencies. Findings for depressive symptoms provided less consistent evidence for unique prototypical interpersonal features. Overall, results suggest the importance of multimethod assessment and accounting for general distress in interpersonal models of worry, social anxiety, and depressive symptoms.     

Relationships amongst psychological determinants,risk behaviour,and road crashes of young adolescent pedestrians and cyclists: Implications for road safety education programmes

Road safety education (RSE) assumes that psychological determinants predict risk behaviour, and subsequently that risky road behaviour predicts crash involvement. This study examined the validity of this assumption, by analysing these relationships in two age groups of teen cyclists and pedestrians: a younger age group (12 and 13 years old: n = 1372) and an older age group (14–16 years old: n = 938). A questionnaire was administered at school during regular class consisting of items on demographics, on risk behaviour based on the Generic Error Model System (GEMS), on psychological determinants targeted in RSE programmes, and on crash involvement and near crashes. For the younger age group, the results indicated that the risk behaviours ‘errors’, ‘dangerous play’, and ‘lack of protective behaviour’ predicted self-reported crashes; for the older age group only ‘errors’ were found to be predictive of self-reported crashes and near crashes. Path analyses confirmed that risk behaviour could be predicted from the psychological determinants, sharing respectively 44% of the variance in the younger age group and 34% in the older group. In conclusion, these results confirm the RSE assumption that psychological determinants are associated with a higher frequency of risk behaviours and that the latter are again associated with higher crash frequencies. Just as in earlier studies on adolescent risk behaviour, the GEMS based distinction between errors and violations was not confirmed, suggesting that this distinction – derived from studies on adult car drivers – may not apply to young adolescent cyclists and pedestrians.