Analysis of information sources in references of the Wikipedia article "Risk compensation" in English language version.
Over a period of 36 months they observed part of a taxi fleet in Munich, Germany. Half of the observed vehicles were equipped with an anti-lock braking system (ABS)... The overall accident rate showed a slight increase for ABS taxis, but no significant differences between cars with the superior brake-system (ABS) versus cars without the system
there is evidence to suggest that some cyclists ride less cautiously when helmeted because they feel more protected:...
"The Peltzman (1975) effect predicts that when automobile safety regulations are made mandatory, at least some of their benefits will be offset by changes in the behavior of drivers
risk homeostasis theory should be rejected because there is no convincing evidence supporting it and much evidence refuting it
A recognition of 'risk compensation effect' prompts a fresh understanding of the adverse effects of measures such as traffic signals, signs, pedestrian guard rails and barriers on safety, and of their tendency to discourage informal physical activity. It may seem perverse to argue that well being can be improved through making spaces feel riskier, but that is the firm conclusion from both research, and from empirical studies
although the findings do not support the existence of a strong risk compensation mechanism among helmeted cyclists, this possibility cannot be ruled out
The average speed for helmet users of 45.8 km/h (28.4 mph) was significantly higher than those not using a helmet at 41.0 km/h (25.4 mph)
The main findings of this study indicate that the overall Risk Index is higher in helmeted skiers than non-helmeted skiers. The population that contributes the most to the overall Risk Index value is male helmet wearers, signifying that male helmet wearers take more risks while skiing than others
This paper presents results that suggest that while helmets may be effective at preventing minor injuries, they have not been shown to reduce the overall incidence of fatality in skiing and snowboarding even though as many as 40% of the population at risk are currently using helmets
No evidence of risk compensation among helmet wearers was found
his finding is in alignment with risk compensation theory because it predicts that, essentially, skydivers will compensate for any new safety mechanism and consequently perform more dangerous types of jumping
A recognition of 'risk compensation effect' prompts a fresh understanding of the adverse effects of measures such as traffic signals, signs, pedestrian guard rails and barriers on safety, and of their tendency to discourage informal physical activity. It may seem perverse to argue that well being can be improved through making spaces feel riskier, but that is the firm conclusion from both research, and from empirical studies
risk homeostasis theory should be rejected because there is no convincing evidence supporting it and much evidence refuting it
Contrary to popular belief, local speed limits should only be used if 85 out of 100 vehicles are already travelling at the speed it is wished to impose. Experience shows the speeds of these 85 vehicles are likely to influence the speeds of the other 15. This makes the speed limit largely self-enforcing and consequently makes for a manageable enforcement task
risk homeostasis theory should be rejected because there is no convincing evidence supporting it and much evidence refuting it
although the findings do not support the existence of a strong risk compensation mechanism among helmeted cyclists, this possibility cannot be ruled out
The main findings of this study indicate that the overall Risk Index is higher in helmeted skiers than non-helmeted skiers. The population that contributes the most to the overall Risk Index value is male helmet wearers, signifying that male helmet wearers take more risks while skiing than others
No evidence of risk compensation among helmet wearers was found
although the findings do not support the existence of a strong risk compensation mechanism among helmeted cyclists, this possibility cannot be ruled out
No evidence of risk compensation among helmet wearers was found
"The Peltzman (1975) effect predicts that when automobile safety regulations are made mandatory, at least some of their benefits will be offset by changes in the behavior of drivers
A recognition of 'risk compensation effect' prompts a fresh understanding of the adverse effects of measures such as traffic signals, signs, pedestrian guard rails and barriers on safety, and of their tendency to discourage informal physical activity. It may seem perverse to argue that well being can be improved through making spaces feel riskier, but that is the firm conclusion from both research, and from empirical studies
On the day of the change, only 150 minor accidents were reported. Traffic accidents over the next few months went down. ... By 1969, however, accidents were back at normal levels
Contrary to popular belief, local speed limits should only be used if 85 out of 100 vehicles are already travelling at the speed it is wished to impose. Experience shows the speeds of these 85 vehicles are likely to influence the speeds of the other 15. This makes the speed limit largely self-enforcing and consequently makes for a manageable enforcement task
In high-income countries, an established set of interventions have contributed to significant reductions in the incidence and impact of road traffic injuries. These include the enforcement of legislation to control speed and alcohol consumption, mandating the use of seat-belts and crash helmets, and the safer design and use of roads and vehicles.
In general, safety regulation did decrease the probability of death for drivers, but this is offset by involving themselves in a riskier behavior, which reassigns the change of deaths from vehicle occupants to pedestrians
