Working hours, job stress, work satisfaction, and accident rates among medical practitioners and allied personnel

Predictors of accident behavior among German medical staff revealed that work-related injuries/accidents experienced during a recent 12-month period were significantly related to working hours per week, distance from home to practice, number of dependent children, gender, and job-related stress. The average yearly number of car accidents was predicted by age and number of working hours. Furthermore, driving accidents going to or coming from work during the last year was determined by working climate, hours of work, length of lunchtime break, distance traveled to and from work, number of dependent children, and gender. Physicians working in excess of 48 hours per week displayed significantly more driving accidents but not work-related accidents, and they reported significantly higher levels of job-related stress than those colleagues working fewer than 48 hours per week. The implications of these results are discussed in the framework on risk management in the health services.     

Task difficulty and risk in the determination of driver behaviour

The task–capability interface (TCI) model provides a theoretical formulation that enables integration of the competing concepts of Wilde’s risk homeostasis theory (Wilde, G.J.S., 1982. The theory of risk homeostasis: implications for safety and health. Risk Analysis 2, 209-225) and the zero risk theory of Näätänen and Summala (1976). The model proposes that drivers opt for a range of task difficulty they are prepared to accept and modify their speed in particular to maintain that level. Three predictions from the TCI model are that perceived difficulty should be systematically related to speed, that ratings of the likelihood of collision (i.e. statistical risk) should be independent of speed until task demand approaches capability and that feelings of risk should correlate with ratings of statistical risk. These predictions were tested in two experiments using 70 licensed participants (M = 24.7 years) who rated segments of three types of road driven at different speeds in a video simulation of the driving task, filmed from the driver’s perspective. The results of both experiments supported predictions from the TCI model that task difficulty ratings would be highly correlated with speed and that estimates of statistical risk would be independent of speed until the driving task became more demanding. However, ratings of perceived risk were completely independent of estimates of statistical risk at lower speeds, but were highly correlated with ratings of task difficulty throughout the range of speeds studied. Thus the experience of risk is not the same as subjective estimates of the probability of collision. It was concluded that feelings of risk may provide the motivational dimension for avoiding taking on a level of task difficulty which is too high.     

The Impact of Adolescents' News and Action Movie Viewing on Risky Driving Behavior: A Longitudinal Study

Traffic crashes remain an important cause of injury and death among young people. The aim of the current study was to examine whether adolescents' viewing of particular television genres predicted later risky driving. Data were collected with a two‐wave panel survey (N = 426); structural equation modeling was used to examine the relationships between television viewing and self‐reported risky driving. Theoretically, the study was framed within cultivation theory and the theory of planned behavior. In line with the hypotheses, more news viewing appeared to be an indirect negative predictor of reckless driving, whereas more exposure to action programs was associated with more risk taking in traffic. This relationship was mediated by risk‐taking attitudes and intentions. The implications for prevention are discussed.     

Seriousness of traffic accidents during work and commuting

This study examined the seriousness of traffic accidents that happen-either on work errands or during commuting. The article was based on three independently gathered data sets, of which two were based on compensation claims to the insurance companies (N=2,050 and N=17,108) and one on the interviews of victims (N=328). The traffic accidents at work led to a major injury or death more often than the commuting accidents. On the other hand, the work-related traffic accidents were less serious than the leisure-time traffic accidents. One explanation could be that heavy vehicles used during the working hours protected the drivers of these vehicles.     

驾驶决策的研究现状与展望

驾驶决策是驾驶员对不同交通场景进行判断、选择,并产生驾驶行为的过程。驾驶决策的研究起源于人因工程学,并随着认知心理学的发展而逐渐受到关注。驾驶决策的研究范式主要采用心理测量与实验法;并与年龄、性别、风险感知、情绪以及决策风格相关;为了有效防止交通事故的发生,驾驶决策的改善逐步成为研究的新热点。今后的研究可以从认知与情绪角度综合探讨适合中国国情的驾驶决策的结构与特征,以提高驾驶员的决策能力。     

The impact of age on useful visual field deterioration and risk evaluation in a simulated driving task

The primary goal of this study is to evaluate whether the driver can estimate his performance and the deterioration of his state of alertness during a simulated driving task. The second goal is to study the relation between useful visual field (UVF) deterioration and the capacity to estimate performance in a visual task and the decrease of level of alertness as a function of age. In our experiment, two groups of subjects: 10 drivers between 21 and 34 years old and nine drivers between 46 and 57 years old were required to follow a vehicle in a simulated road traffic situation for 2 hours. In addition, the driver had to detect the change of colour of a signal located in the central part of his visual field or a peripheral signal appeared on the rear light of one of the vehicles in the traffic. The analysis of data collected during this visual task confirms that UVF deteriorates with the duration of the driving task and with the driver's age. The analysis of subjective data related to the state of alertness highlights an effect both of age and of the moment when this self-evaluation was carried out. However, self-evaluation of the subject's performance does not depend on driver's age. Finally, the study shows that the correlation between objective data (performance of visual task) and subjective data (state of drowsiness and self-evaluation of performance of the visual task) is low, and the implications with regard to road safety are discussed.     

Exploring the effects of the location of the lane-end sign and traffic volume on multistage lane-changing behaviors in work zone areas: A driving simulator-based study

The lane-changing behavior in work zone areas has special features than a regular lane change as the former is usually compulsively motivated involving complicated cognitive processes with drivers’ perception of work-zone control devices. Toward this end, this study conducted a driving simulator-based experiment to understand the effects of lane-end sign distance and traffic volume on driving behaviors. A conceptual model was also proposed to partition the whole lane-changing process into three stages, i.e. the perception, preparation and action stages, reflecting different cognitive and manipulative activities of drivers. In addition to the lane-end sign distance and traffic volume, gender and profession of drivers were adopted as covariates. In this experiment, a complete combination of lane-end sign distance and traffic volume served as treatments. The results verify the impacts of those factors on driving behaviors in and across different stages. For example, the location of the lane-end sign had a profound influence on drivers' perception of the imminent work-zone situation, but the influence continued to diminish in the following two stages. On the other hand, male or taxi drivers tended to act earlier than female or regular drivers respectively, for all the three stages. According to the analysis, several practical implications were also provided. In specific, the lane-end sign is recommended to be installed 500 m upstream to the lane dropping point of work zones. It is a pioneer study toward investigating multistage driving behaviors in work zone areas, which is expected to provide references and guidance for the design of traffic control devices and other driving simulator-based studies.     

From Gibson and Crooks to Damasio: The role of psychology in the development of driver behaviour models

This article presents a brief history and perspective of behavioural model development in traffic psychology. As one specific example of a key behavioural model, Gibson and Crooks (1938), in their classic field theoretical study, offered the first scientific attempt to deal with the issue of compensation. Two central theoretical concepts were developed: “Field of safe travel” and “Minimum stopping zone”. The interplay between the two was used to describe and explain risk compensation and illustrated by observing the impact of brakes on driver behaviour: Better brakes could make the field of safe travel – i.e. the distance to the car in front – shorter. Nearly 50 years later, the launch of Wilde’s Risk Homeostasis Theory (RHT) gave rise to a profound debate about risk homeostasis and risk compensation. The core issue in the debate was Wilde’s strict assertion that all individuals, not only car-drivers, carry an inherent target level of risk that they are seeking to maintain or restore. Gibson and Crooks fell well within psychological theories of the time, while Wilde’s RHT emerged more from control theory and economic utility theory than from psychology. In the 1990s neuroscience emerges, especially by Damasio who introduces a paradigm that has proven fruitful as a framework of more recent driver behaviour models. But neuroscience also had its forerunner in Taylor’s proposal that driver behaviour is governed by a constancy in Galvanic Skin Response (GSR) which makes driving a self-paced task aiming at keeping the GSR at a constant level. Näätänen and Summala’s integrated Taylor in their “Zero-risk model” which has persisted and still prevails as a solid and well accepted model. Psychological learning theory has, however, rarely been adequately dealt with which is quite odd given the prevalence of speeding and risk compensation which cannot escape explanations based on operant conditioning. The paper discusses the emerging role of psychology and psychological concepts that has been proposed and evolved through the development of driver behaviour models since Gibson and Crooks’ study of 1938. The views presented are subjective, they do not represent any attempt to describe the objective reality of the time.     

Drivers' use of hand-held mobile phones in Western Australia

Using a hand-held mobile phone whilst driving has been linked to an increased risk of being involved in a road crash. Little research, however, has been done on actual road exposure rates to this potential safety problem. The main aim of this study was therefore to establish the number of drivers who use hand-held mobile phones while driving, and to discover if this number had increased as compared to similar observations obtained one year earlier. 40 roadside observations were made at major roads during daylight hours. On average approximately 1.5% of all vehicle drivers were observed using hand-held mobile phones. No significant difference was found between the percentage of drivers observed to be using phones in an earlier study and this current study. In addition, separate observations were undertaken at four sites at four periods of the `normal' working day to establish if a possible time of day effect existed. The data found that the level of mobile phone use did not significantly differ during the day, however, as a percentage of vehicle flow, the highest use period was between 11.00 and 12.00. Finally, for the same four sites, supplementary measures were taken to establish personal characteristics of the phone users. It was found that phone users were predominantly male (78%) and less than 40-years old (64%).     

Ethical Predispositions to Violate or Obey Traffic Rules and the Mediating Role of Driving Styles

Traffic law violations are the most important determinants of traffic accidents. This study examined the influence of drivers' ethical perspective on their traffic violations and the mediating role of driving styles in these relationships. A sample of 313 drivers participated in the study. Contrary to expectations, high ethical relativism was found to be associated with fewer aggressive traffic violations. This suggests that the informal normative system that parallels the official traffic regulations is the more salient reference against which drivers usually assess the adequacy of their behaviors, highly relativistic drivers being more willing to also take into consideration the official traffic code in these appraisals. We also found significant interactions between idealism and relativism on both ordinary and aggressive violations. Idealism emerged as a predictor of these violations only in drivers low in relativism. In this group, one's concern about the harm that he/she might cause to other traffic participants induces higher traffic law abidingness. These influences of idealism were mediated by certain driving styles. Drivers' general ethical perspective fosters a specific pattern of driving styles and, consequently, the tendency to commit or to refrain from traffic violations.     

A matter of style? Testing the moderating effect of driving styles on the relationship between job strain and work-related crashes of professional drivers

Different empirical studies suggest that both job strain and driving styles are significant contributors to the work-related traffic crashes suffered by professional drivers. Nevertheless, the current evidence falls considerably short when explaining why driving styles may modify (or not) the relationship between occupational stressors and professional drivers’ safety outcomes. The aim of this study was to examine whether driving styles moderate the effect of job strain on professional drivers’ Work Traffic Crashes (WTCs). This research was performed using the data collected from a sample of 753 professional drivers, responding to a self-report questionnaire on job strain (work stress indicator of the Job Demand-Control model), driving styles and work-traffic safety outcomes suffered in the past two years. Regression-based moderation analyses suggest that the job strain of professional drivers is positively associated with the occupational traffic crashes they suffer, and that such association is stronger in drivers with “reckless & careless”, “anxious”, and “angry & hostile” driving styles. Meanwhile, the “patient & careful” (positive) driving style was not associated with a lower risk of suffering a WTC, nor with a lower vulnerability to stress-related WTCs. The results of this study support the hypothesis that driving styles exert a statistical moderation between the job strain and the occupational traffic crashes suffered by professional drivers. These findings may support the design of evidence-based interventions in both the organizational and individual levels, focused stress-related factors and driving styles as predictors of work traffic crashes.     

非工作时间使用手机工作与员工生活满意度：心理脱离的中介作用和动机的调节作用

非工作时间使用手机工作普遍存在于员工的家庭生活中,带来了一系列积极或消极的影响。使用日记法对88个员工连续5天的日记调查发现：（1）非工作时间使用手机工作对员工生活满意度有显著负向影响;（2）心理脱离在非工作时间使用手机工作和员工生活满意度之间有中介作用;（3）使用手机的动机在非工作时间使用手机工作与员工心理脱离之间有调节作用。研究结果启示管理者可以提高员工的心理脱离水平和自主动机,从而降低非工作时间使用手机工作的消极影响。     

Effects of weather and weather forecasts on driver behaviour

Winter-time slipperiness is a considerable source of elevated road accident risk, especially in northern countries such as Canada, Finland and Sweden. The national road administrations often offer a service to inform drivers of forthcoming weather and driving conditions in different regions. This study addressed the effects of adverse weather and traffic weather forecasts on driver behaviour in Finland. Drivers (n = 1437) answered a questionnaire on perceptions of weather, self-reported driving behaviour, pre-trip acquisition of weather information, and possible travel plan changes. The questionnaires were distributed and instantaneously collected in rural service stations in different weather and driving conditions. Data from traffic weather forecasts, automatic traffic counters and weather measurement stations concerning the same area (and road) were also collected. Acquisition of weather information for the trip was associated with low recent driving experience, increasing age, female gender, long trip in question and very poor (local) conditions perceived by the driver. Drivers who had acquired information had also made more changes to travel plans, but information acquisition did not have an effect on their on-road driving behaviour. However, they estimated prevailing risks higher than those who did not acquire weather information. Drivers generally considered the driving conditions better than the forecast, but significantly less so in darkness than in daylight or civil twilight. Leisure trips were clearly underrepresented during very poor driving conditions forecasts, suggesting that some trips are postponed as a result of adverse weather conditions or forecasts thereof. Drivers reported various kinds of compensatory behaviour during adverse conditions, including a 6–7 km/h target speed decrement. This corresponded to traffic flow speed measurements. The results suggest that the on-road driving behaviour is predominantly affected by the prevailing observable conditions, rather than traffic weather forecasts. It is suggested that if administrators wish to help drivers in adjusting their on-road behaviour in adverse weather conditions, the methods should be more local and technical by nature.     

Association Between Employment and Sexual Risk-Taking Behaviors Among Public High School Adolescents

We examined the relationship between adolescent after school and weekend employment and sexual intercourse behavior in a cross-sectional sample of public high school students in South Carolina. The CDC Youth Risk Behavior Survey was used to secure usable data from 4,800 subjects. Thirty-nine percent of the sample worked at a job for pay during the academic year of the study. The majority of all race/gender groups reported having sexual intercourse in their lifetime and during the past 3 months prior, with the exception of Caucasian females. For Caucasian males employment ranging from 1-5 to 31+ hours per week was associated with sexual risk-taking. Caucasian female employment was associated with sexual risk-taking at 16-20 and 21-25 hours of work per week. For African American males, the relationship between employment and sexual risk-taking was evidenced at the 1-5 and 26-30 hours of work per week levels. Similar trends were determined for Caucasians (males and females) regarding sexual intercourse in the past 3 months prior and working for pay during the academic year. Youth working above 10 hours per week during high school may have an increased risk for unintended pregnancy and sexually transmitted infections, including HIV.     

Personality subtypes of young drivers. Relationship to risk-taking preferences, accident involvement, and response to a traffic safety campaign

The present study aimed at identifying subtypes of young drivers (N=2524) and evaluate how these responded to a traffic safety campaign. On basis of a cluster analysis of personality measures, six subtypes of young drivers were identified. The subtypes were found to differ on self-reported risky driving behaviour, attitudes towards traffic safety, risk perception, estimation of own driving skills, and accident involvement. Two of the subtypes were identified as high-risk groups in traffic. The first high-risk group consisted of mostly men, characterised by low levels of altruism and anxiety, and high levels of sensation-seeking, irresponsibility, and driving related aggression. The second high-risk group reported high sensation seeking, aggression, anxiety, and driving anger. The subtypes were also found to differ on how they evaluated and responded to the traffic safety campaign. The results indicated that the campaign seemed to appeal most to the low-risk subtypes. Gender differences within each subtype were also found on the different traffic related measures, as well as on response to the campaign. It is concluded that young drivers should not be treated as a homogenous group pertaining to road safety. Practical suggestions on how to promote safe driving among these subtypes are also discussed.     

ORDER FROM VIRTUAL STATES: A DIALOGUE ON THE RELEVANCE OF QUANTUM THEORY TO RELIGION

Abstract. Lothar Schäfer has written a poetic tribute pointing out the relevance of quantum theory to religious beliefs. Two items in his article trouble me greatly. First are the excessive claims about the relevance of quantum mechanisms for the creation and evolution of life. Schäfer's claim that “everything that can happen must happen” can be dangerously misleading. The quantum rules predict that most outcomes have a near‐zero chance of occurring. Although “anything can happen” can be a wonderful metaphor for living life, it can be dangerous if taken literally. It can also be misleading when applied to Darwinian mechanisms. My second trouble was with Schäfer's desire to extract moral values from quantum principles in a literalist manner. Extracting ethics from science has always been problematic. Luckily, Schäfer provides balance to these objections by including many wonderful passages that in my opinion correctly point out how quantum theory should change the way we conceive of our place in the universe. I list twelve points in which the quantum ontology differs from our normal Newtonian ontology. Awareness of these aspects is typically missing from our usual appreciation of nature, so Schäfer's poetry on a number of these points is well appreciated.     

Frequency, determinants, and consequences of different drivers’ emotions: An on-the-road study using self-reports, (observed) behaviour, and physiology

In the present study, the frequency, determinants and consequences of three relevant emotions in traffic were investigated. Based on appraisal theory, it was predicted that the combination of three appraisal components (goal congruence, blame and threat) affects the occurrence of anger, anxiety and happiness. Participants (n = 44) filled in a questionnaire containing background and personality variables, and performed a test drive in an instrumented car. During the drive, speed and heart rate were registered and the traffic environment was recorded on video. Participants verbally reported scores for emotions and perceived risk. The most frequently occurring emotion was anxiety, followed by anger and happiness. Emotions while driving were related to emotional traits. Emotions while driving were also related to traffic events: anger and anxiety were both associated with goal incongruent events, and happiness with goal congruent events. Anger was mostly associated with other-blame and anxiety with situation-blame. Anger was mostly associated with events affecting impeded progress, and anxiety with events affecting safety. Anxiety, but not anger or happiness, was associated with increased perceived risk and with increased heart rate. Participants who reported anger drove faster and exceeded the speed limit more often on a 100 km/road section than participants who did not report anger. These and other results are discussed in terms of appraisal theory and state-trait differences in emotion.     

Factors in the fatigue of heavy vehicle drivers

This study assessed work-related and driver-related factors in fatigue among Finnish heavy vehicle drivers. 683 professional drivers responded to a questionnaire, 27.8% of whom reported often feeling fatigue during their work shifts. Of the respondents, 27.5% reported having momentarily fallen asleep at the wheel while driving during the past year. Almost half (46.8%) of the fatigued drivers estimated the reasons for momentarily falling asleep were work-related. Long working shifts and short sleeps significantly increased the risk of momentarily falling asleep at the wheel. The risk of fatigue was the highest for the drivers who were unable to choose the time of their breaks.     

On Nachträglichkeit: The modernity of an old concept1

Nachträglichkeit provides the memory, not the event, with traumatic signifi cance and signifi es a circular complementarity of both directions of time. Conceived by Freud as early as 1895 in the Project for a scientifi c psychology, the concept remains in his work without offi cial status but through its character of biphasic development and latency indispensable for understanding temporal connections and psychic causality. As an implicit principle it is linked with the postponement and biphasic onset of sexual life … and retains its sometimes hidden importance until the late Moses study. Temporarily virtually forgotten, it was recalled to memory by Lacan in 1953. Translations into French as après‐coup and into English as ‘deferred action’ emphasized the two vectors (retroactivity and after‐effect) separately which are united in the substantive form coined by Freud. Unnoticed, it played a part in many aspects of clinical practice, especially in Winnicott's Fear of breakdown and the subsequent (nachträglich) working through of unconscious infantile and transgenerational confl icts. The author uses a clinical illustration to elucidate the belated understanding of the striving for non‐existence in Winnicott's sense. Wolfgang Loch extended Freud's concept of Nachträglichkeit in a constructivist way, advocating an art of interpretation as an innovative enterprise through which connections are not only unmasked but also created, constituted by subsequent (nachträglich) reinterpretation of a subjective past. Very briefl y the author refers to the interdisciplinary reception of the concept of Nachträglichkeit, especially in cultural studies.     

Identifying the main factors contributing to driving errors and traffic violations – Results from naturalistic driving data

Researchers have identified various factors that likely affect aberrant driving behaviors and therefore crash risk. However, it remains unclear which of these factors poses the greatest risk for either errors or violations under naturalistic driving conditions. This study investigated important variables contributing to driving errors and traffic violations based on naturalistic driving data from the second Strategic Highway Research Program (SHRP 2). In addition, this study identified factors determining the drivers’ willingness to perform common secondary tasks while driving, which have been associated with different degrees of crash risk. Results showed that anger, passenger presence, and persistent individual differences in driver behavior were the main factors associated with committed violations; surprise, high-risk visually distracting secondary tasks, and the driving task demand passing through an interchange were the main factors associated with errors. The willingness to engage in risky secondary tasks while driving appeared to be related to an overall tendency to engage in risky driving behaviors. However, drivers considered the driving context particularly when engaging in visually distracting secondary tasks. This study’s comprehensive approach should be a step towards generating a complete model of the variables that contribute to, or mitigate dangers in traffic.