Too individualistic for safety culture? Non-traffic related work safety among heavy goods vehicle drivers

IntroductionThis article reports on a study of non-traffic related work safety among drivers of heavy goods vehicles in Denmark. In the heavy goods vehicle transport (HGV) sector only 6.4% of workplace accidents involving drivers are traffic related. HGV work is characterised by solitary work, as drivers tend to work at a physical distance from their own company and their working environment is also influenced by the working environment of other companies e.g. the places where they deliver goods. This study focuses on an analysis of HGV drivers’ and managers’ differentiated understandings of risk and safety and its management within an organisational context. The situational focus involves viewing HGV drivers’ working environment as a part of the organisational structure as well as of other social relationships. An understanding of safety culture as practice is applied with the view of identifying values and attitudes as well as organisational and technical aspects in relation to how individualist or collectivist understandings of risk and safety influence the working environment in HGVs.MethodThe study applied a mixed methods approach and in this article the qualitative interviews conducted with drivers and managers is the primary data source.ResultsThis study suggests a widespread understanding of drivers as being individually oriented in their work, from drivers and management alike. However, the study also demonstrates that, in conducting their work, the drivers are actually interdependent, and share knowledge frequently, albeit informally. The organisational structure of the company shapes their individual attitudes towards safety but they also report being dependent on relationships with, and information from, their fellow colleagues, former colleagues and friends who shape their understandings and attitudes towards hazards and safety practices. The analysis points to risk-taking and unsafe practices as prevalent among HGV drivers, who often refer to risk as trivial and the management of such risks as one’s own responsibility. Knowledge of how to manage risks in everyday practice is shown to be principally related to personal experiences but also to the good advice and examples of fellow drivers.ConclusionsThe analysis points to interdependent and collectivist practices among HGV drivers even though they are perceived as being individualistically oriented when it comes to safety. Therefore, non-traffic related safety practices, in this case the loading and unloading of vehicles, occur in the grey zone of organisational safety management. Despite the fact that organisational safety initiatives are initiated, the management sees limited possibilities for enforcing them and hence safety practice is often left to the individual driver.Practical applicationsA safety culture perspective might enhance work safety among HGV drivers if we are able to understand workplace culture in a pluralistic way. Collectivist practice among the drivers can be utilised in order to improve knowledge sharing and situational safety practices. The informal communication identified among the drivers might offer a new model for safety initiatives based on more collectivist, albeit informal, safety culture practices on behalf of HGV companies.     

Is gaze behaviour in a laboratory context similar to that in real-life? A study in bicyclists

Numerous laboratory-based studies recorded eye movements in participants with varying expertise when watching video projections in the lab. Although research in the lab offers the advantage of internal validity, reliability and ethical considerations, ecological validity is often questionable. Therefore the current study compared visual search in 13 adult cyclists, when cycling a real bicycle path and while watching a film clip of the same road. Dwell time towards five Areas of Interest (AOIs) is analysed. Dwell time (%) in the lab and real-life was comparable only for the low quality bicycle path. Both in real-life and the lab, gaze is predominantly driven towards the road. Since gaze behaviour in the lab and real-life tends to be comparable with increasing task-complexity (road quality), it is concluded that under certain task constraints laboratory experiments making use of video clips might provide valuable information regarding gaze behaviour in real-life.     

The effect of fatigue driving on car following behavior

Existing fatigued driving analysis methods mainly focus on lateral driving performance by using the measurements related to the steering wheel or lane position. There is a lack of research on longitudinal car following behavior. In this study, 40 professional drivers are invited to participate in field expressway driving experiment, lasting at least for 6 h. During the test, their performance is measured in terms of their self-reported fatigued driving level according to the Karolinska Sleepiness Scale (KSS), the PERcentage of eye CLOSures (PERCLOS) and the Time Headway (THW). Then the effects of the fatigued driving level on car following behavior are evaluated. The results indicate that the fatigue level (for both KSS and PERCLOS) has significantly impact on THW parameters, including the mean, standard deviation and minimum THW. An increase in KSS and PERCLOS leads to a lower mean and minimum THW. Meanwhile, the standard deviation of THW increases with the increase of KSS and PERCLOS. In conclusion, this study found that a higher fatigue level leads to the driver keeping a smaller THW when following another vehicle and choosing shorter THW to make lane change. More deviation of car following performance was also found with the increase of fatigue level. Therefore, the findings of this study can be used to explain fatigue as one of the major reasons for rear-end collisions. Also, the research findings demonstrate the impact of fatigue on driving behavior in terms of car following performance, which can be used as a measurement for monitoring fatigued drivers.     

The role of traffic law enforcements in the relationship between cultural variables and traffic fatality rates across some countries of the world

The aims of the present study were to investigate whether cultural variables are related to law enforcements as well as traffic fatality rates and to examine the role of law enforcements of five risk factors for road safety (i.e., national speed law, national drink-driving law, national motorcycle helmet law, national seat-belt law, and national child restraint law) in the relationship between cultural variables and traffic fatality rates across countries of the world. The aggregated data of the study included Hofstede’s cultural dimensions, Schwartz’s value dimensions, law enforcements of five risk factors for road safety, gross national income per capita, and traffic fatality rates for 97 countries of the world. The results showed that most of the cultural variables were associated with law enforcements of five risk factors for road safety and traffic fatality rates of countries. By bootstrapping, among Hofstede’s cultural dimensions, it was found that the indirect effects of long-term orientation (LTO) on fatality rates (FR) through speed, helmet, and child restraint enforcements were significant, separately. Among Schwartz’s value dimensions, the indirect effects of embeddedness on fatality rates through speed and child restraint enforcements were significant, separately. Intellectual autonomy had also significant indirect effects on fatality rates via speed and child restraint enforcements, separately. Finally, it was found that the indirect effects of affective autonomy on fatality rates through speed and helmet enforcements were significant, separately.     

Health behaviour change theory meets falls prevention: Feasibility of a habit-based balance and strength exercise intervention for older adults

ObjectivesHabit formation is a proposed mechanism for behaviour maintenance. Very few falls prevention studies have adopted this as an intervention framework and outcome. Therefore, we tested feasibility of a theory-based behaviour change intervention that encouraged women to embed balance and strength exercises into daily life routines (e.g., eating, self-care routines).DesignThe EASY LiFE study was a mixed-methods, 4-month feasibility intervention that included seven group-based sessions and two telephone calls.Main outcome measuresWe obtained performance-based (i.e., Short-Physical-Performance-Battery) and psychological self-report measures (i.e., intention, self-efficacy, planning, action control, habit strength, quality of life) from 13 women at baseline (T1) and 4-month follow-up (T2). We applied the Framework-Method to post-intervention, semi-structured interviews to evaluate program content and delivery.ResultsIn total, 10 of 13 women completed the program (M_age = 66.23, SD = 3.98) and showed changes in their level of action control [mean difference_T1−T2 = 1.7, 95% CI (−2.2 to −0.8)], action planning [mean difference_T1−T2 = 0.8, 95% CI (−1.1 to −0.2)], automaticity [mean difference_T1−T2 = 2.5, 95% CI (−3.7 to −1.2)], and exercise identity [mean difference_T1−T2 = 2.0, 95% CI (−3.2 to −0.8)]. Based on the Theoretical Domains Framework we identified knowledge, behavioural regulation, and social factors as important themes. For program delivery, dominant themes were engagement, session facilitators and group format.ConclusionThe theory-based framework showed feasibility for promoting lifestyle integrated balance and strength exercise habits. Using activity and object-based cues may be particularly effective in generating action and automaticity.     

Exploring athletes' perceptions of the relationship between mental toughness and dispositional flow in sport

ObjectivesDespite considerable scholarly attention over the last two decades, little is known about the influence of dispositional attributes on flow in sport. In achievement settings, mental toughness (MT) is a personal capacity supporting the process of high performance. Based on common overlaps with peak performance, confidence, control, concentration, and thriving in demanding situations, the present research aimed to explore the relationship between MT and dispositional flow and elucidate the psychological variables underlying dispositional flow.DesignA mixed method explanatory participant-selection design was adopted, whereby a quantitative approach was used to identify individuals for a qualitative follow-up phase to explore the relationship between MT and dispositional flow.MethodAn intensity sampling strategy was used to identify individuals with higher/lower MT and dispositional flow. Semi-structured interviews were conducted with 16 athletes (M age = 25, SD = 3.24; female n = 10; male n = 6). An inductive content analysis was undertaken to interpret data.ResultsSeven general dimensions describing the psychological attributes related to dispositional flow in athletes with higher and lower MT emerged. Specifically, differences in confidence, perfectionism, goal orientation, coping mechanism selection, locus of control, optimism and concentration were apparent and could account for differences in dispositional flow.ConclusionWhile all athletes experienced flow, there were differences in dispositional flow and the processes involved in entering, maintaining and restoring flow between higher and lower MT subgroups. Findings are discussed in relation to the existing literature, and recommendations for future research into the MT-flow relationship are outlined.     

The Added Value of Studying Embodied Responses in Couple Therapy Research: A Case Study

This article reports on the added value of embodied responses identified through sympathetic nervous system (SNS) activity in couple therapy research. It focuses on moments of change and the timing of therapeutic interventions or therapeutic moves in a couple therapy session. The data for this single‐case study comprise couple therapy process videotapes recorded in a multi‐camera setting, and measurements of participants’ SNS activity. The voluntary participants were a marital couple in their late thirties and two middle‐aged male psychotherapists. The division into topic segments showed how the key issue of seeking help, which was found to comprise three separate components, was repeatedly dealt with in the session. SNS activity showed different degrees of synchronization between the couple, between the therapists, and between the couple and therapists during the dialogue pertaining to these three components. The issue of timing emerged as a complex, even ambivalent, phenomenon. Arousal in the therapists was in line with their therapeutic activity, whereas in the clients it was more anticipatory. The approach used here rendered visible some of the intensity that therapeutic dialogue can generate when dealing with issues of relationship change in the couple context and showed how this intensity can be dialogically regulated in the therapeutic system.     

Well‐being and pressures of daily life in two West Bank villages—Exploring context and history

Interest in the well‐being of people exposed to long‐term violence and conflict has tended to focus on measurable effects of acute traumatic events, while attention to the pressures of their daily living context is relatively new. Using qualitative and quantitative data from a 2005 survey of all female family caretakers in 2 neighbouring Israeli‐occupied West Bank villages (n = 820), we explored the associations of demographic, health‐related and contextual factors with reported pressures and WHO‐5 well‐being index scores. The final model explained 17.8% of the variance with negative associations between health‐related factors (“back‐aches,” “stomach aches” “psychological illness in the family”) and family‐related factors (“male head of household aggressive”, “male head of household physically violent”) and the WHO‐5 well‐being index scores. We found positive associations between socio‐economic factors (“standard of living”; “number of rooms”) and village‐related factors (“residency in village A/B”) and the WHO‐5 well‐being index score. Exploring the daily living context of villages A and B illuminated how the impact of historical and political events differed, even in villages that are geographically close. The paper lends support to calls for including politics and history in research on well‐being in contexts of long‐term violence and conflict.     

Speed-calming measures and their effect on driving speed – Test of a new technique measuring speeds based on GNSS data

Speeding increases the risk and severity of accidents, especially for vulnerable road users. Hence, minimisation of speeding in built-up areas is vital. Some countries widely use speed-calming measures (SCs). Documentation shows that SCs reduce speeding considerably although various types and designs of SCs affect this reduction. This paper includes studies of the effects from establishment of sinus speed humps of height 10 cm and length 950 cm and chicanes (with a free carriageway width of 5.30 cm and a length between the 0.5 m wide obstacles of 18 m) as a before/after study where the speed pattern after establishing SCs is compared with the one before. Floating Car Data used for analyses includes 3216 trips passing one/more SCs. The main results are that the effect from SCs decreases with the distance from the SCs and that a clear pattern is hard to establish above 75 m from the SC. Despite the apparent absence of more distant effects of each SC, there is an overall reduced average speed on the full length of a road with SCs. Humps reduce the mean speed comparable to the reduction from chicanes, but the speed variation is less reduced near chicanes, and especially prior to the arrival to such SC. Due to different traffic patterns around the two types of SCs, a direct comparison between the effects from humps and chicanes cannot be made. A tentative result at least for the two types of SCs studied is that the chicane results in a reduced effect on speed variation compared to the hump. The chicanes result in increased speed variation prior to the arrival to the SC compared to the humps. Hence, the indication is that chicanes might be less safe than humps due to speed variation although more research is needed especially concerning developing of best practice design for speed reducing devices and other speed-calming measures in built-up areas.