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Caldera systems such as Long Valley Caldera, California; Taupo, New Zealand; and Campi Flegrei, Italy, experience centuries to millennia without eruption, but have the potential for large eruptions. This raises questions about how local residents' behavioral responses to these low-probability high-consequence events differ from their responses to events, such as wildfires and earthquakes, that have higher probabilities. To examine this issue, a multi-hazard mail survey of 229 households explored perceptions of—and responses to—volcano, earthquake and wildfire hazards in the Long Valley Volcanic Region. Response efficacy was the only significant predictor of emergency preparedness, which suggests that hazard managers can increase household emergency preparedness by emphasizing this attribute of protective actions. In addition to response efficacy, expected personal consequences, hazard intrusiveness, and affective responses were all significantly related to information seeking. This indicates that hazard managers can also increase households’ information seeking about local hazards and appropriate protective actions by communicating the certainty and severity of hazard impacts (thus increasing expected personal consequences) and that they communicate this information repeatedly (thus increasing hazard intrusiveness) to produce significant emotional involvement (thus increasing affective response).

<p>The hazard perception test developed by Sagberg and Bjornskau (2006) measuring reaction times in relation to different hazardous situations in traffic, has been used in the present study to analyze older drivers’ visual behaviour when passing/responding to the test.</p><p>The overall objective of this study has been to investigate the relation between hazard perception in traffic and visual behaviour among older drivers in comparison with a younger age group. The purpose of the study was to provide knowledge on what traffic situations that are more difficult for older drivers to interpret or perceive as hazardous. The elderly were expected to have more problems in situations that included objects classified as context hazards. Context hazards consist of objects that are slowly moving on the side of the road, which poses a situation where the driver should be prepared for the potential behaviour of that object.</p><p>The study was composed of two groups of drivers, one group of middle-aged drivers, 35-55 years old, and one group of older drivers, 65 years old and above, who performed the hazard perception test wearing an eye tracker. Hazard interpretation level within age group and situation was investigated, and eye movement data analyzed in terms of fixation duration time.</p><p>Overall results showed that the older participants had more problems in interpreting situations classified as context hazards as risky, especially context hazards consisting of pedestrians or cyclists. The differences were nevertheless significant. In addition, when investigating total fixation time on the hazard objects, the differences between age groups were shown to be significant for one of the situations consisting of pedestrians, classified as context/hidden hazard. No significant differences between age groups were found in either of the other situations.</p><p>The conclusions are that the elderly tentatively should be exposed to context hazards composed by pedestrians or cyclist in future training schemes. Since there were no significant differences between age groups, more research is, however, needed in the area. Also, since the class of context/hidden hazards, which showed significant differences in fixation time between age groups, was composed by only one situation, resembling situations should be investigated in order to verify these differences.</p>

The hazard perception test developed by Sagberg and Bjornskau (2006) measuring reaction times in relation to different hazardous situations in traffic, has been used in the present study to analyze older drivers’ visual behaviour when passing/responding to the test. The overall objective of this study has been to investigate the relation between hazard perception in traffic and visual behaviour among older drivers in comparison with a younger age group. The purpose of the study was to provide knowledge on what traffic situations that are more difficult for older drivers to interpret or perceive as hazardous. The elderly were expected to have more problems in situations that included objects classified as context hazards. Context hazards consist of objects that are slowly moving on the side of the road, which poses a situation where the driver should be prepared for the potential behaviour of that object. The study was composed of two groups of drivers, one group of middle-aged drivers, 35-55 years old, and one group of older drivers, 65 years old and above, who performed the hazard perception test wearing an eye tracker. Hazard interpretation level within age group and situation was investigated, and eye movement data analyzed in terms of fixation duration time. Overall results showed that the older participants had more problems in interpreting situations classified as context hazards as risky, especially context hazards consisting of pedestrians or cyclists. The differences were nevertheless significant. In addition, when investigating total fixation time on the hazard objects, the differences between age groups were shown to be significant for one of the situations consisting of pedestrians, classified as context/hidden hazard. No significant differences between age groups were found in either of the other situations. The conclusions are that the elderly tentatively should be exposed to context hazards composed by pedestrians or cyclist in future training schemes. Since there were no significant differences between age groups, more research is, however, needed in the area. Also, since the class of context/hidden hazards, which showed significant differences in fixation time between age groups, was composed by only one situation, resembling situations should be investigated in order to verify these differences.

No description available.

Master of Arts / Department of Geography / John A. Harrington Jr / Wildcat Creek Watershed near Manhattan, Kansas, experiences damaging flash floods that have required evacuations in recent years (Spicer 2011). The purpose of this study was to qualitatively examine the issue of flooding in the Wildcat Creek Watershed through interviewing stakeholders (those that reside, own a business, or study) using a semi – structured approach. Interview discussion examined stakeholders’ perceptions of 1) how they understand the processes that create the flooding hazard, 2) whether or not they value the implementation of mitigation efforts to reduce the negative impacts of flooding, 3) whether they feel at risk to flooding, and 4) who they consider a trusted source of information about the hydrologic characteristics of the watershed. Based on the results of this study, a spatial relationship in perceptions of flooding issues in the Wildcat Creek Watershed was found. Across the study area, stakeholders understood many of the physical causes of flooding, but did not tend to see the connections among the many physical components. Overall, stakeholders believed that mitigation strategies to curb flash flooding were valuable, although many were not supportive of paying for these efforts through potential taxation from a watershed district. Despite the increase of flooding events in the past decade (Anderson 2011), many stakeholders neither saw any changes in their personal risk of exposure to flooding nor a change in their flood vulnerability. In the context of the flooding issue in Wildcat Creek Watershed, most participants trusted their neighbors and community leaders as sources of information instead of professionals who research and/or conduct work on the watershed.

Recent evidence in the road safety research literature indicates that skills in hazard perception, visual search and attention may be developing executive functions in young novice drivers before the age of 25 years, contributing to their unintentional risk taking behaviour and subsequent high crash rates. The present research aimed to investigate these skills, whether they are predictive of each other, and whether hazard perception can be improved through road commentary training. Twenty-two young novice drivers and eight experienced drivers were recruited as participants in this study. The experienced drivers performed significantly better than the novice drivers on the hazard detection task that was specifically designed for the study. Their visual search skills were also examined and compared using the Visual Search and Attention Test, with the experienced drivers performing significantly better than the novice drivers. Interestingly, a significant positive correlation was found between the scores of the participants on the hazard detection task and the Visual Search and Attention Test which may indicate that the hazard detection skills can be predicted. The novice driver group who received 12 trials of video based road commentary training significantly improved in their hazard detection skills, suggesting that video based road commentary could be an effective road safety intervention for young novice drivers and if developed into a more comprehensive programme, holds promise for future implementation into the New Zealand Graduated Driver Licensing System. The results also hold promise for future investigation into the use of the Visual Search and Attention Test as a predictor of hazard perception skills in novice drivers.

In Australia, the developments of hazard-specific legislation, policy and guidelines aims to minimise community exposure to the adverse effects of natural hazards. This occurs under policies of ecologically sustainable development land-use planning processes, which must also now involve the assessment of hazard-risk. However the development occurring in potentially hazardous environments, for example urban floodplains susceptible to flooding, continues to occur as a result of contemporary land-use planning and risk management processes. Why is this an outcome of past and present risk management and land-use planning processes? This thesis finds that a significant factor contributing to this outcome is the discrepancy between the perception and management of risk, particularly acceptable risk, by stakeholders (Local Government, the development industry, risk managers and floodplain occupants). The research is based on an Australian example of an urban floodplain currently under considerable development pressure, but at risk from flooding – Guragunbah (Carrara Merrimac Floodplain) and surrounding suburbs within the Nerang River catchment on the Gold Coast. A case study methodology was adopted, involving a combination of survey data and secondary documents. A basis for the thesis was the modelling of the actual risk decision-making processes operating within the case study Local Government, and the comparison between actual observed process and the theoretical framework outlined by the existing hazard risk management and land-use planning policy, guidelines and legislation. This enabled the identification of key stakeholders and their roles within the risk management and land-use planning processes operating within the case study area. The scope of the results of this thesis indicate that a large proportion of stakeholders external to the Local Government (such as residents and some members of the development industry) do not understand the risks of flooding represented by the standards formally adopted by local government (1-in-100 year flood, for example) and as a result, misinterpret their levels of flood risk exposure. Importantly, the results also indicate that contrasts exist in the flood risks considered to be ‘acceptable’ by the stakeholders, particularly when the potential consequences associated with events are described or illustrated in ‘non-technical’ terms. The extent to which the formal standards are misinterpreted suggests that many stakeholders may potentially be exposed to risks greater than they consider to be ‘acceptable’, but they are assuming that the Local Government (in particular) is setting risk standards that are acceptable to them. The thesis questions the true ‘acceptability’ of the formal standards being adopted through floodplain management policy at the Local, State and Federal levels of Government and identifies management opportunities and constraints in addressing the issue. Obstacles to management change include resource availability, lack of political will and stakeholder consultation. Opportunities for management change include modifying: the approach adopted by Local Governments when constructing planning schemes; the existing planning standards and decisions associated with permissible individual land-use; the mitigation of existing flood risks and exposure; and the communication of flood risk information. In the ‘real-world’ Local Government context, as illustrated by this case study, the issue may be practically addressed by modifying the standards and processes followed to establish acceptable risk.

The overall aim of this thesis is to corroborate whether the Situation Awareness (SA) of older drivers is deficient to that of younger driving groups, due to the onset of age-related cognitive decrements. This is important to ascertain due to a presumed linkage between the concept and accident causation. In addition, the research undertaken to date to investigate this linkage has exclusively utilised rather artificial driving simulators and simulations. Thus there is a need for data from more ecologically valid methods. The research studies reported here have sought to preference on-road assessments (of different complexity), and to capture what information was selectively perceived, comprehended and reacted to; rather than, as in previous work, what was recalled. To achieve this, a Think aloud methodology was chosen to produce narratives of a driver s thoughts. This method was advantageously unobtrusiveness, but also flexible - it could additionally be used to compare an individual's SA to a driving performance measure, Hazard Perception. The driving-based studies undertaken found that for a relatively non-taxing route, an older driver group could produce cohesive awareness in parity with a younger driver group. However, the concepts from which that awareness was based upon drew more on general, direction based, concepts, in contrast to the younger group s focus on more specific, action based, concepts, and rearward and safety-related cues. For a more cognitively taxing route, the younger group produced significantly higher (p < 0.024) individual SA-related scores than their older counterparts. But the concepts/cues both groups relied upon remained similar - particularly in regards to the ratio of those indicative of a rearward and/or a safety-related focus. In a video-based study, however, and in contrast, the older driver group s SA scores improved sufficient to outperform a younger group, but, despite this, not for video-based scores indicative of Hazard Perception (HP). In this latter regard, age-related decrements appeared to be more influential, as the older group felt they were under time pressure during a HP test. However, the difficulty this presented appeared to advantageously bring more attention and effort to the task, which were argued as important factors for the uplift in their SA scoring. The thesis also showed that older groups judgement of the actual complexity of a driving task could potentially be deficient to that of younger driver groups. This could cause problems as incorrect perceptions could deflate the relevance and cohesiveness of information being processing. In contrast, the perceived complexity of a task could bring a rise or fall in SA score for both groups. Such results raised questions as to the impact of cognitive decrements, relative to task difficulty and related effort whilst driving. It also provided evidence that Situation Awareness, rather than being uniformly good or bad, could, like any other psychological construct, be prone to change. These aspects were drawn together in a proposed model of driving SA.

No description available.