Innovation capability in Australian manufacturing organisations: an exploratory study

This paper reports on the results of a comparative case study of innovation capability in Australian manufacturing companies. Following a review of the salient literature in the field, six case studies were undertaken with organisations having a degree of variance across company size, ownership type and industry sector. All the cases reflected a history of successful innovation and the managers were interviewed about the attributes of innovation and the ways in which sustained innovation was manifested in their organisations. Based on the interview data, a model of innovation capability was developed with a view to identifying attributes common to systematic and sustained innovation. These companies derived competitive advantage from differentiation through their innovation. The implications of the model for manufacturing organisations in general, and their managers in particular, are subsequently discussed.     

Sleep-related car crashes: risk perception and decision-making processes in young drivers

The aim of the present study is to analyse factors affecting worries, coping strategies and decisions of young drivers regarding the risk of sleep-related car crashes. Furthermore, the study also analyses whether framing the same information about sleepiness in two different linguistic forms influences: (1) the evaluation of the level of risk associated to a specific level of drowsiness (Attribute Framing problem); (2) the willingness to enact strategies to "prevent" sleepiness before night-time driving (Goal Framing problem); (3) the choice between two different ways, both of equal expected efficacy, of lowering drowsiness (Risky decision-making Framing problem). Six hundred and ninety-five young drivers [(57.6% females, 42.4% males); mean age 20.85 years (S.D.=1.2)] answered questions on drive risk perception and sleepiness, on nocturnal driving experience and on the strategies to deal with driver sleepiness, responding to one of the two different versions of the framed problems. A sub-sample of 130 participants completed the framed problems in both versions. The results show that experiences of sleep attacks and nocturnal driving frequency in the past 6 months affect both risk perception and the preventive strategies adopted. Furthermore, the manipulation on two out of the three problems (attribute and risky decision-making frames) significantly affected the respondents' evaluation.     

Age and gender differences in risky driving: the roles of positive affect and risk perception

A phone survey of 504 teen (age 16–20) and 409 adult (age 25–45) drivers in the US state of Alabama was conducted to examine the relationships among risk perception, positive affect and risky driving. Male drivers reported engaging in risky driving behaviors more frequently than female drivers and teen drivers reported engaging in risky driving behaviors more frequently than adult drivers. Positive affect (liking for risky driving behaviors) and perceived risk mediated the relationships of age and gender with risky driving. Affect and risk perception were independent predictors of risky driving behavior. Interactions of positive affect and perceived risk with gender and age showed that positive affect more strongly predicted risky driving for teen and male drivers than for adult and female drivers. These findings are interpreted in the context of dual process models of behavioral decision making. Future research into interventions designed to moderate the positive affect surrounding driving may have promise for reducing risky driving behavior.     

The impact of operations capability on firm performance

We propose that a firm's operations capability is manifested through its new product design and development, just-in-time, and quality-management efforts. Moreover, we propose that operations capability, so defined, directly and positively impacts firm performance. Survey data were used to independently calibrate and validate a structural equation model linking operations capability, a second-order construct, to firm performance. Results provide support for the model and demonstrate a positive relationship between operations capability and firm performance.     

Driving under the influence of distraction: Examining dissociations between risk perception and engagement in distracted driving

Driving while distracted is a critical and unwavering problem in the United States leading to numerous injuries and fatalities each year. While increasing legislation and developing technological interventions strive to ensure we only focus on driving, individuals still drive distracted. We surveyed college-aged adults to examine the factors that influence both their risk perception of driving while distracted and how often they engage in distracting activities and situations while driving. We found a disassociation between individuals’ perception of driving distraction risk and their engagement with the distraction. Exposure, perceived knowledge of risks, fairness beliefs, and ratings of perceived visual and cognitive demands was associated with risk perception. Conversely, risk-seeking traits, how voluntary the task was perceived, and previous exposure to a distraction influenced engagement. Overall, we recommend additional research focusing on factors that predict engagement in driver distraction rather than perceived risk alone.     

Impact of risk attitudes and perception on game theoretic driving interactions and safety

This study employs game theory to investigate behavioural norms of interaction between drivers at a signalised intersection. The choice framework incorporates drivers’ risk perception as well as their risk attitudes. A laboratory experiment is conducted to study the impact of risk attitudes and perception in crossing behaviour at a signalised intersection. The laboratory experiment uses methods from experimental economics to induce incentives and study revealed behaviour. Conflicting drivers are considered to have symmetric disincentives for crashing, to represent a no-fault car insurance environment. The study is novel as it uses experimental data collection methods to investigate perceived risk. Further, it directly integrates perceived risk of crashing with other active drivers into the modelling structure. A theoretical model of intersection crossing behaviour is also developed in this paper. This study shows that right-of-way entitlements assigned without authoritative penalties to at-fault drivers may still improve perceptions of safety. Further, risk aversion amongst drivers attributes to manoeuvring strategies at or below Nash mixed strategy equilibrium. These findings offer a theoretical explanation for interactive manoeuvres that lead to crashes, as opposed to purely statistical methods which provide correlation but not necessarily explanation.     

Powered two-wheelers road accidents and their risk perception in dense urban areas: Case of Paris

For a few years, the use of powered two-wheelers has taken off in Paris. It then became critical for the City of Paris to understand both the mechanisms leading to traffic accidents involving at least one powered two-wheelers user and the perception of their risk when riding in dense urban areas. In so doing, two studies were carried out along similar lines so that their results could be compared. The first study focused on the perception of situations where accidents are most likely to occur. The second one was an analysis of police reports of accidents involving at least one powered two-wheelers and the drawing-up of prototypical accident scenarios. Comparing the results of the two studies revealed a gap between perceived and objective risks of these users. In fact, they rather fear the situations during which a car driver is changing lanes, while accidents involving them occur more often when a car driver turns (right, left or U). Knowledge of this dissonance in terms of awareness of road risks for powered two-wheelers and equally, other road users, will give the City of Paris food for thought. The promising results of this study have encouraged the City of Paris to extend it to other types of users, such as cyclists or elderly pedestrians.     

Continuing to drive while sleepy: The influence of sleepiness countermeasures,motivation for driving sleepy,and risk perception

Driver sleepiness is a major contributor to road crashes. The current study sought to examine the association between perceptions of effectiveness of six sleepiness countermeasures and their relationship with self-reports of continuing to drive while sleepy among 309 drivers after controlling for the influence of age, sex, motivation for driving sleepy, and risk perception of sleepy driving. The results demonstrate that the variables of age, sex, motivation, and risk perception were significantly associated with self-reports of continuing to drive while sleepy and only one countermeasure was associated with self-reports of continuing to drive while sleepy. Further, it was found that age differences in self-reports of continuing to drive while sleepy was mediated by participants’ motivation and risk perception. These findings highlight modifiable factors that could be focused on with interventions that seek to modify drivers’ attitudes and behaviours of driving while sleepy.     

Professional culture and risk perception: Coping with danger on board small fishing boats and offshore service vessels

This paper discusses the relationships between subjective risk perception and individuals’ adaptation to high-risk working conditions. It is based on a study carried out among personnel on offshore service vessels in the North Sea and Norwegian fishermen. Risk perception, fatality rates and the discrepancy between subjective risk perception and formal risk levels are compared. The results of these comparisons are discussed by using the concept of culture, and indicate that a correlation between formal risk estimation and subjective perception does not necessarily exist. In fact, subjective risk perception may be seen as a reflection of interactional conventions developed among employees dealing with their working conditions, more than as a reflection of the formal estimated risk level.     

Superstition,risk-taking and risk perception of accidents among South African taxi drivers

The aim of this study was to investigate taxi drivers' superstition and risk perception of accidents as well as risk-taking in an urban area in South Africa. One hundred and thirty drivers of minibuses, so-called "taxis" were interviewed on the basis of: (1) a superstition scale; (2) a risk-taking scale; (3) a list of perceived causes of road traffic accidents. Drivers showed largely superstitious attitudes and expressed a high degree of risk-taking behavior.Superstition was positively correlated with the number of self-reported accidents the drivers had been involved in and the number of accidents they had witnessed. Path analysis revealed a direct path from superstition to accident involvement while the influence of formal education was negligible. Risk-taking was inversely correlated with driving experience and the number of accidents witnessed but not so with the number of accidents involved in. There was no clear pattern of associations between superstition and risk-taking and perceived causes of accidents. Superstition and risk-taking were slightly and inversely correlated with each other. It is concluded that superstition represents an attitude that is associated with a driver's accident risk, and further research on superstitious attitudes among South African drivers is advocated.     

Cell phone conversing while driving in New Zealand: prevalence, risk perception and legislation

This study investigated (i) the prevalence of conversing on a cell phone while driving in New Zealand, (ii) respondents’ perception of risk regarding this behaviour and (iii) attitudes towards legislation banning cell phone use while driving. In addition, the study examined the association between the prevalence of conversing on a cell phone and risk perception. Anonymous, self-reported, survey data was collected via the internet from 1057 drivers nationwide regarding the frequency of conversing on a cell phone, including hands-free and hand-held conversing, risk perception, views on legislation, and demographic information. A positive relationship was found between the frequency of conversing on a cell phone and risk perception; that is, as the frequency of conversing on a cell phone increased, the perceived risk of this behaviour decreased.     

The effects of risk perception and flight experience on airline pilots’ locus of control with regard to safety operation behaviors

The primary objective of this paper was to integrate two research traditions, social cognition approach and individual state approach, and to understand the relationships between locus of control (LOC), risk perception, flight time, and safety operation behavior (SOB) among Chinese airline pilots. The study sample consisted of 193 commercial airline pilots from China Southern Airlines Ltd. The results showed that internal locus of control directly affected pilot safety operation behavior. Risk perception seemed to mediate the relationship between locus of control and safety operation behaviors, and total flight time moderated internal locus of control. Thus, locus of control primarily influences safety operation behavior indirectly by affecting risk perception. The total effect of internal locus of control on safety behaviors is larger than that of external locus of control. Furthermore, the safety benefit of flight experience is more pronounced among pilots with high internal loci of control in the early and middle flight building stages. Practical implications for aviation safety and directions for future research are also discussed.     

Getting beyond ‘grin and bear it’ in the practice of risk management

Risk perception researchers frequently notice major discrepancies between expert judgment and lay opinion concerning the identity of ‘large’ risks. These discrepancies are particularly disconcerting because they lead to a significant misallocation of scarce resources devoted to public risk management. Yet, democratic decision-making also appeals to many risk perception researchers, and some see such little prospect for a solution thaty they seem close to surrendering to decision-making based on lay risk perception. This article argues that such a ‘grin and bear it’ strategy is also unsatisfactory; that risk perceptions are unstable grounds for decision-making; that expert risk assessment and lay risk perception differ by design rather than accident; that risk experts' search for ‘virtuous lawmakers’ who would make public decisions for the greatest public good is a vain one; that the dissonance risk perception researchers now observe will likely get worse in the new information age; and that risk perception researchers need to return to first principles to find solutions to these dilemmas. In particular, the gap between expert judgment and lay perception will close only when non-experts are permitted and expected to make their own risk management decisions, so far as that is possible, while bearing full responsibility for their choices.     

Strategic orientations and mass customisation capability: the moderating effect of product life cycle

This study examines the influence of three strategic orientations (customer, competitor and innovation) on mass customisation (MC) capability via the organisational learning process known as customisation knowledge utilisation (CKU). The moderating effect of product life cycle (PLC) is also investigated. Using data collected from 204 manufacturers, we show that all three strategic orientations positively contribute to MC capability, both directly and indirectly through CKU. Further, our empirical findings suggest that the effects of customer, competitor and innovation orientation on MC capability are contingent on PLC. The effects of customer orientation on CKU and the effects of competitor orientation on CKU and MC capability are stronger when a product is in the maturity stage of its life cycle, whereas the effect of innovation orientation on CKU and MC capability are stronger in the growth stage. These findings suggest that to effectively improve MC capability, managers need to leverage external and internal orientations at different stages of the PLC.     

Evaluation of city innovation capability using the TOPSIS-based order relation method: The case of Liaoning province,China

Innovation in the knowledge economy is now widely acknowledged as the most important factor accelerating the economic growth at the level of country, region, and city. This paper proposes the TOPSIS-based Order Relation Method (TOPSIS-ORM) to measure and rank the city innovation capability in Liaoning province from 2012 to 2016. For this purpose, an indicator system that includes a set of 12 indicators is first established from the dimensions of innovation input, output, and environment. To determine the indicator weights, the increment and growth rate of each indicator are simultaneously considered in the calculation of the importance of the associated indicator by using dynamic-TOPSIS, and then the ORM is chosen to compute the weighting system. The results show that the innovation capability of most cities in Liaoning province was extremely poor, showing a dramatically downward trend during the studied years. However, Shenyang and Dalian, which have high political hierarchy, achieved a comparatively high innovation performance. Furthermore, cities in southern Liaoning province achieved the highest evaluation values, and the innovation performance of western cities were lagging, which indicates a “hot spot in the South” and “cold spot in the West” characteristic. To illustrate different dimensions, innovation input, output, and environment showed significant fluctuation. By comparing with different indicators, we find the ratio of internet users (C₁₀) to be the primary driving indicator for promoting innovation capability, whereas the ratio of college students (C₁₂) is the common obstacle to improving innovation performance.     

Innovation and possible long-term impact driven by COVID-19: Manufacturing,personal protective equipment and digital technologies

It is known that discrete events causing extreme societal and economic pressures as well as technological opportunity are major driving factors of innovation. Due to the presence of both of these factors during the COVID-19 pandemic it was hypothesized that there would be significant on-going innovation throughout society during the pandemic, with many of the innovations having the ability to have long-term societal impact. Analysis of literature and patent databases determined sectors of accelerated innovation to include manufacturing, personal protective equipment and digital technologies. The ability of flexible and advanced manufacturing technologies to provide more adaptable production capabilities that are less susceptible to disruption, make it likely that these technologies will be incorporated further, changing the way many manufacturing firms operate. Collaboration has increased, demonstrating increases in problem-solving efficiency; however, concerns around intellectual property is likely to reduce the long-term impact of these procedural changes. Advancements in personal protective equipment and disinfection technologies may have the long-term impact of reducing waste production and triggering changes in cleaning protocols throughout society. Digital technologies such as telemedicine, data collection, artificial intelligence and communication technologies were found to have undergone significant innovation, with possible impacts such as large-scale systemic shifts, and changes in how governments, corporations, the scientific community and the public interact.     

Exploring the effects of driving experience on hazard awareness and risk perception via real-time hazard identification,hazard classification,and rating tasks

This study investigated the effects of driving experience on hazard awareness and risk perception skills. These topics have previously been investigated separately, yet a novel approach is suggested where hazard awareness and risk perception are examined concurrently. Young, newly qualified drivers, experienced drivers, and a group of commercial drivers, namely, taxi drivers performed three consecutive tasks: (1) observed 10 short movies of real-world driving situations and were asked to press a button each time they identified a hazardous situation; (2) observed one of three possible sub-sets of 8 movies (out of the 10 they have seen earlier) for the second time, and were asked to categorize them into an arbitrary number of clusters according to the similarity in their hazardous situation; and (3) observed the same sub-set for a third time and following each movie were asked to rate its level of hazardousness. The first task is considered a real-time identification task while the other two are performed using hindsight. During it participants’ eye movements were recorded. Results showed that taxi drivers were more sensitive to hidden hazards than the other driver groups and that young-novices were the least sensitive. Young-novice drivers also relied heavily on materialized hazards in their categorization structure. In addition, it emerged that risk perception was derived from two major components: the likelihood of a crash and the severity of its outcome. Yet, the outcome was rarely considered under time pressure (i.e., in real-time hazard identification tasks). Using hindsight, when drivers were provided with the opportunity to rate the movies’ hazardousness more freely (rating task) they considered both components. Otherwise, in the categorization task, they usually chose the severity of the crash outcome as their dominant criterion. Theoretical and practical implications are discussed.     

The influence of image valence on visual attention and perception of risk in drivers

Currently there is little research into the relationship between emotion and driving in the context of advertising and distraction. Research that has looked into this also has methodological limitations that could be affecting the results rather than emotional processing (Trick et al., 2012). The current study investigated the relationship between image valence and risk perception, eye movements and physiological reactions. Participants watched hazard perception clips which had emotional images from the international affective picture system overlaid onto them. They rated how hazardous or safe they felt, whilst eye movements, galvanic skin response and heart rate were recorded. Results suggested that participants were more aware of potential hazards when a neutral image had been shown, in comparison to positive and negative valenced images; that is, participants showed higher subjective ratings of risk, larger physiological responses and marginally longer fixation durations when viewing a hazard after a neutral image, but this effect was attenuated after emotional images. It appears that emotional images reduce sensitivity to potential hazards, and we suggest that future studies could apply these findings to higher fidelity paradigms such as driving simulators.     

The perceptions of young rural drivers in NSW,Australia of speeding and associated risk: A mixed methods study

The study, using mixed methodology, examined perceptions of risk associated with speeding in young rural people. Focus groups discussions (age range 16–24) in which speeding was identified as often being an involuntary driving behaviour, informed the development of a survey instrument. The survey was conducted with two groups of young people, one rural (n = 217) and another semi-rural (n = 235). The results from both the focus groups and surveys indicate that young rural drivers had specific attitudes to speeding, when compared with other risk factors for crashing. Speeding behaviour was viewed as both acceptable and inevitable. Males and those from a rural area viewed speeding, and reducing trip time when compared to that of a peer, to be less risky than did females and those who lived in a semi-rural area. Speeding was considered to be less risky than drink driving. These perceptions of speeding may contribute to the crash rates on rural roads involving young, local drivers and need to be considered in interventions or educational programmes which aim to reduce the rural road crash rate.