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.     

Exploration of older drivers’ speeding behaviour

Speeding increases crash risk and resulting injury severity. Older drivers are at increased risk of injury due to frailty, at increased risk of crashing due to slower reaction times, and have less agility judging time and distance compared to younger drivers. However, there is little objective evidence about older drivers’ speeding behaviour. Cross-sectional data from older drivers living in the suburban outskirts of Sydney, Australia, were used to determine the proportion of drivers involved in speed events, and examine factors that may influence this behaviour. Driving speed was estimated in approximately one-second intervals using Global Positioning System (GPS) location. Speed events were defined as driving 1 km/h or more, with 3% tolerance, above a single speed limit, averaged over 30-s of travel. Driving data from one-week were recorded for 344 participants aged 75–94 years (median 80). The majority of participants (78%) were involved in a speed event. Speed events per participant ranged from zero to 186 (median 8). Younger participants, those living in rural areas, and those driving on familiar roads closer to home were more likely to be involved in speed events adjusted for distance driven. In addition, rural residents were more likely to be involved in speed events when they had not been a driver involved in a crash during the previous year compared to those involved in a crash. Measures of visual and cognitive function did not predict involvement with speed events per distance (p > 0.2). These findings are important for policy-makers and researchers addressing older drivers’ speeding to reduce the incidence of crashes and resulting fatalities and injuries. As no evidence was found for speeding being associated with functional decline, countermeasures to address speeding for other drivers seem likely to be relevant to older drivers.     

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.     

An investigation of behaviour and attitudes relevant to the user safety of pedestrian/cyclist shared paths

Bicycle/pedestrian shared paths are an increasingly popular solution to providing cycling infrastructure, despite evidence suggesting safety issues. Improved design and management of shared paths should be informed by understanding of bicyclist and pedestrian behaviour on shared paths, and of relevant safety initiatives (e.g. centreline marking). However, relevant research is lacking. Bicyclist/pedestrian passing events (n = 407) were observed on three relatively busy shared paths in Sydney, Australia – one of them without centreline marking. User characteristics, relevant behaviours and incidents (aggression, near-misses, crashes) were recorded. A tendency toward left-hand travel, as on Australian roads, was stronger for cyclists than for pedestrians, and where centreline was present. Cyclists were often estimated to travel above 10 km/h, a speed limit that has been suggested based on pedestrian safety considerations, but that would be unacceptable for long stretches of commuter cycling. Centreline was associated with lower estimated speeds. Cyclists typically adhered to their responsibility of giving way to pedestrians, but often passed on the left, passed too close, passed without slowing, or passed without warning (e.g. with a bell). Use of mobile telephones and mp3 players is common, particularly amongst pedestrians. Five near collisions were observed, and 53 survey participants reported 2 collisions and 13 near misses. Contributing factors appear to include path users using potentially distracting devices, or straying from the rules of thumb to keep to the left, and to overtake on the right.A survey of cyclists and pedestrians suggested that there are issues with perceptions of space ownership. These results represent an important contribution to the evidence-base for initiatives to improve the safety of shared paths.     

Does avoidance‐attachment style attenuate the benefits of being listened to?

We tested both Rogers's hypothesis that listening enables speakers to experience psychological safety and our hypothesis that the benefit of listening for psychological safety is attenuated by avoidance‐attachment style. We tested these hypotheses in six laboratory experiments, a field correlational study, and a scenario experiment. We meta‐analyzed the results of the laboratory experiments and found that listening increased psychological safety on average but that the variance between the experiments was also significant. The between experiment variance in the effect of listening manipulation on psychological safety exposes a methodological challenge in choosing a research paradigm of good‐versus‐normal listening, as opposed to normal‐versus‐poor listening. More importantly, we found, as expected and across all designs, that the higher the avoidance‐attachment style was, the lower the effect of listening on psychological safety. This finding has implications both for practice and for placing a theoretical boundary on Rogers's theory.     

Applying a longitudinal tracer methodology to evaluate complex interventions in complex settings

Long-running multi-faceted intervention studies are particularly problematic in large complex organizations where traditional methods prove too resource intensive and can yield inaccurate and incomplete findings. This paper describes the first use of, longitudinal tracer methodology (LTM), a realist approach to evaluation, to examine the links between multiple complex intervention activities (processes) and their outcomes on a construction megaproject. LTM is especially useful when the researcher has little control over intervention delivery but has evidence drawn from multiple sources to evaluate the intervention activities effects over time. This methodology has rarely been deployed in complex organizational settings and not on a construction megaproject. This paper presents a case study of its use over a period of three years, on 24 construction sites forming London’s Thames Tideway Tunnel (Tideway) megaproject. The study examines the “transformational” power of occupational safety and health (OSH) interventions across the multiple organizations and supply chains in the megaproject. The study shows how the method can be adapted in-flight to accommodate shifting lines of inquiry as the intervention activities progress and change. This feature along with its resource-efficient operation, make it an attractive option where interventions are likely to have differential effects across multiple sites of enactment.     

Linking safety knowledge to safety behaviours: a moderated mediation of supervisor and worker safety attitudes

The thousands of deaths and disabilities due to workplace accidents and injuries each year emphasize the importance of safety research. Despite occupational safety research that has contributed to identifying antecedents of safety, little is known about why and how safety knowledge leads to safety behaviours and how personal and situational factors interact to promote occupational safety. Using a multilevel, multisource, and time-lagged research design, the present study investigates whether safety knowledge affects safety behaviours through safety attitudes and further tests whether supervisory safety attitudes can impact the strength of these relationships and play a role as moderators of the proposed mediated relationship. Data were collected from workers (N = 177) and supervisors (N = 42) in a construction company in the energy industry at two time points. Results indicate full support for the moderated mediation model, demonstrating that worker safety attitudes partially mediate the relationship between safety knowledge and safety behaviours. Moreover, when supervisors had positive attitudes towards safety, both the direct relationship between worker safety attitudes and safety behaviours and the indirect relationship between safety knowledge and safety behaviours were more positive compared to when supervisors had negative safety attitudes. Theoretical and practical implications for occupational safety are discussed.     

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.     

Bicycle fatalities: Trends in crashes with and without motor vehicles in The Netherlands

Boufous and Olivier (2015) recently found an increasing trend of police-reported cyclist deaths in single-vehicle crashes while a decreasing trend was found for fatal bicycle-motor vehicle crashes. This study sets out to conduct the same trend analyses for the Netherlands using causes of death statistics. The results show that for 1996–2014, the number of cyclist deaths in motor vehicle collisions per km cycled (i.e. the risk) has declined by 3.8% per annum (95% CI: −4.6%, −3.0%) while the risk of cyclist deaths in crashes without motor vehicles increased by 7.0% per annum (95% CI: 5.5%, 8.7%). The large majority of cyclist deaths at the beginning of the study period were due to bicycle-motor vehicle crashes. By 2014, however, the share with motor vehicles was only slightly higher than the share without motor vehicles. We also conducted trend analyses controlling for age by stratifying into nine age groups. After controlling for age, the average annual decrease of cyclist deaths in crashes with motor vehicles was 5.4% (95% CI: −6.0% to − 4.7%). The average annual increase of deaths in crashes without motor vehicles was 4.4% (95% CI: 3.1–5.7%). These trends are more favourable than those without controlling for age which can be explained by more cycling among the elderly who have an elevated risk. We conclude that, similar to Australia, cyclist deaths following motor vehicle crashes in the Netherlands have decreased while deaths without motor vehicles have increased.     

Psychosocial safety climate (PSC) and enacted PSC for workplace bullying and psychological health problem reduction

Bullying at work has profound effects on both the individual and organization. We aimed to determine if organizational psychosocial safety climate (PSC; a climate specific to worker psychological health) could reduce workplace bullying and associated psychological health problems (i.e., distress, emotional exhaustion, depression) if specific procedures were implemented (PSC enactment). We theorized that the PSC enactment mechanism works via psychosocial processes such as bullying mistreatment climate (anti-bullying procedures), work design (procedures reduce stress through work redesign), and conflict resolution (procedures to resolve conflict). We used two-wave national longitudinal interview data from 1,062 Australian employees (Australian Workplace Barometer project) and structural equation modelling to explore relationships over 4 years. PSC Time 1 predicted enacted PSC and reduced bullying 4 years later. PSC Time 1 was indirectly negatively related to poor psychological health Time 2 through enacted PSC and bullying. Bullying Time 1 also gave rise to procedures which in turn reduced bullying Time 2. Our findings suggest a multi-component approach to prevent or reduce bullying. Procedures (to reduce psychosocial hazards) that emerge in a high PSC context are more comprehensive than those triggered by bullying (reactive procedures), and can therefore be more effective in reducing worker mistreatment. Building PSC and a strong climate for psychological health, and enacting PSC is fundamental to bullying prevention.