Evaluation of the FASIKI traffic safety programme for parents of cycling children

The voluntary cycling test is an important milestone in traffic education in primary school. Cycling helps to develop traffic competences and traffic sense, it increases the mobility range of children and also improves sustainable mobility. On the other hand, data shows that beginning with school age more children have accidents due to cycling (Drott, Johansson, & Aström, 2008; Funk, 2013). The aim of the paper is to show that a measure that can be easily implemented in given structures could help to enhance safe cycling behaviour of children. The voluntary cycling test for ten-year-old children in Austria was complemented with a short traffic psychological intervention for parents called FASIKI. The main aim of the FASIKI programme is to promote a safe cycling performance for children. Therefore, the programme should show parents the average developmental status of their ten-year-old children, so that they can train them in an adequate way as far as age and competence level is concerned. From a traffic psychological point of view it is important for safe cycling behaviour that parents do not over- or underestimate the traffic competences of their children. The present study aimed to verify the effectiveness of the FASIKI programme using Kirkpatrick’s four level evaluation model. Based on a pre-post design, first changes in knowledge and attitudes of parents who attended the programme as well as the impact of the programme on the practical skills of their children in the voluntary cycling test were assessed. The results show positive effects of the FASIKI programme on both, parents’ knowledge and attitudes, and on children’s practical skills. Parental intentions to do cycling exercises with their children were strengthened. Finally, practical implications and policy recommendations concerning traffic safety for children are discussed.     

An evaluation of speed management measures in Bangladesh based upon alternative accident recording,speed measurements,and DOCTOR traffic conflict observations

With 21,000 people annually killed in road traffic (estimated figure by World Health Organization), Bangladesh has one of the highest fatality rates in the world. Vulnerable road users (VRUs) account for over 50% of road traffic casualties, and 70% of casualties occur in rural areas. As in many Low and Middle Income Countries (LMICs), the official road accident statistics are incomplete and biased.Safe Crossings (Netherlands) and the Centre for Injury Prevention and Research Bangladesh (CIPRB) (Bangladesh) received permission from the Bangladesh government in 2014 to design and implement an integrated speed management program (consisting of a combination of small-scale infrastructural measures, active community involvement and road user education) at three locations where a national highway intersects small communities. The infrastructural countermeasures to improve road safety consisted of speed humps, rumble strips, signs and road markings and were designed following the Dutch road design guidelines. In a Before–After study design, we used a combination of three research methods to monitor and evaluate the road safety interventions. We created our own traffic accident recording system with trained local record keepers, we conducted laser-gun speed measurements of motorized traffic (both at intervention and control locations), and we applied the Dutch Objective Conflict Technique for Operation and Research (DOCTOR) for observing serious traffic conflicts at the intervention locations. The latter was based upon DOCTOR scores from video recordings of the behaviour at the three experimental locations Before and After the interventions.Prior to installing the intervention program, the three locations combined had, on average, about 100 serious accidents, 10 deaths, and 200 injured people on a yearly basis. In April 2015, all infrastructural measures were completed. In the after period (till the end of January 2016), the alternative accident recording system showed a 66% reduction in the number of serious accidents, a 73% reduction in the number of injured people, and a 67% reduction in the number of people killed.The unobtrusive laser-gun speed measurements resulted in a net reduction of 13.3 km/h (or 20% in relative terms) on average at the intervention locations by taking the general speed development at the control locations into account. According to Nilsson’s power law this would result in a 59% reduction of the number of people killed, well in line with the actual accident figures.The total number of serious conflicts (only DOCTOR scores 3, 4, and 5) was significantly reduced from 64 serious conflicts per location in a 4.5 h period Before to 29 serious conflicts in the After period, on average (Poisson distributed variable, p < 0.01), or a 55% reduction in relative terms. By including the traffic volumes, the reduction in conflict risk overall is 54%. Moreover, the severity of conflicts was reduced in the After period with only one most severe conflict (DOCTOR score 5) left. Buses represent the largest portion of road users involved in serious conflicts at all three locations, followed by cars and CNGs (Compressed Natural Gas vehicle). By far, the most frequently occurring conflict is of the type head-on conflict between an overtaking bus or car that is encountering a road user in opposite direction (for the greater part a CNG).All three evaluation measures point to a similar impact of the intervention program and unveil an improvement in road safety between 54% and 60%. The speed-reducing measures indeed considerably reduce the speed of motorized traffic, both the mean speed and 85th percentile values, both the number and severity of serious conflicts are reduced, and the actual number of accidents has decreased. It appears that Nilsson’s power law for the relation between a difference in mean speed and the change in the number of accidents also applies to LMICs.Speed management measures as common in high-income countries appear to be also effective in LMICs. For evaluation purposes of road safety impacts, a Traffic Conflicts Technique approach (also developed in high-income countries) seems valid and effective as well for application in LMICs.As there are thousands of traffic black spots with similar characteristics as the three intervention locations in Bangladesh, this integrated approach may well offer similar road safety improvements elsewhere.     

Adolescent Coping and Neighborhood Violence: Perceptions, Exposure, and Urban Youths' Efforts to Deal with Danger

Neighborhood violence is a persistent source of danger, stress, and other adverse outcomes for urban youth. We examined how 140 African American and Latino adolescents coped with neighborhood danger in low, medium, and high crime neighborhoods throughout Chicago. Participants reported using a range of coping strategies (measured via a modified version of the Ways of Coping Scale; R. S. Lazarus & S. Folkman, 1984). In low and medium crime rate areas, using confrontive strategies was significantly correlated with increased exposure to violence, and no strategies were associated with perceptions of safety. Coping strategies were associated with perceived safety to a substantial degree only in high crime neighborhoods, and none were associated with exposure to violence. A k means cluster analysis identified groups that differed in coping profiles and varied in rates of exposure to violence. Moderating effects of gender, ethnicity, and neighborhood were found for both person level and variable level analyses.     

Evil intent and design responsibility

Mass casualty attacks in recent years have demonstrated the need to include “evil intent” as a design consideration. Three recent actual or potential weapons of mass destruction (WMD) attacks did not involve nuclear bombs or other devices designed as weapons, but rather benign objects used with evil intent. Just as unplanned events such as hurricanes, earthquakes, fires, and user misuse have been codified into design requirements based on the likelihood and potential impact of the event, “evil intent” has to become part of the design process for buildings, vehicles, equipment, and other items. The endstate should be reasonable additions to existing codes and standards such that it is clear what is and is not designed for. In the absence of specific design guidance, professionals with appropriate expertise can assess potential for “evil intent” and provide recommendations to design out or warn against this potential harm to public safety, particularly when codified requirements are not present. An earlier version of this paper was presented at the “Ethics and Social Responsibility in Engineering and Technology” meeting, New Orleans, 2003. Author Note: Bart Kemper, PE, is the principal engineer for Kemper Imageering, Inc. A significant portion of his work has been involved in industrial equipment design, product design, and the design and analysis of different security devices as well as performing simulations, computer modelling, reliability studies, blast analyses, and FMEA analyses on commercial equipment, including marine, offshore, and industrial facilities. He is also a US Army Reserve captain in the Corps of Engineers and was mobilized and deployed overseas in February 2003 in support of Operation Iraqi Freedom as a member of the 412^th Engineer Command, headquartered in Vicksburg, Mississippi. A significant portion of his duties involved reviewing intelligence, analyzing potential courses of action, and evaluating risks with regard to Iraqi and Coalition activities in the northern Iraqi oilfields as well as base camp design and infrastructure engineering. This paper is unclassified and has been cleared for publication.     

Increasing safety-belt use in Spanish drivers: a field test of personal prompts

A variation of the ABAB experimental design was used to assess the impact of a verbal prompt on safety-belt use for those traveling by urban roads and highways in Spain. The personal prompt resulted in an increase (29.6%) in safety-belt use among drivers traveling on urban roads. This research shows that the impact of personal prompts can be generalized to cultures outside the United States.     

A technology to measure multiple driving behaviors without self-report or participant reactivity

An in-vehicle information system (IVIS) was used to videotape drivers (N = 61) without their knowledge while driving 22 miles in normal traffic. The drivers were told that they were participating in a study of direction following and map reading. Two data-coding procedures were used to analyze videotapes. Safety-related behaviors were counted during consecutive 15-s intervals of a driving trial, and the occurrence of certain safety-related behaviors was assessed under critical conditions. These two methods of data coding were assessed for practicality, reliability, and sensitivity. Interobserver agreement for the five different driving behaviors ranged from 85% to 95%. Within-subject variability in safe driving was more pronounced among younger drivers and decreased as a function of age. Contrary to previous research that has relied on self-reports, driver risk taking did not vary significantly as a function of gender. These results are used to illustrate the capabilities of the technology introduced here to design and evaluate behavior-analytic interventions to increase safe driving.     

Safety Planning Within Acceptance and Commitment Therapy

Acceptance and commitment therapy (ACT) is a contextual behavioral psychotherapy that helps clients build meaningful lives in the service of their own chosen values, rather than specifically focusing on symptom reduction or prevention of destructive behaviors. However, empowering ACT clients to navigate suicidal crises effectively is vital to ensuring the opportunity to build a life they will choose to live. Suicide safety planning is a widely used empirically supported approach to prepare clients to survive suicidal crises, and can be effectively incorporated into ACT. In this paper, we offer a contextual behavioral conceptualization of suicide as an extreme attempt to solve the problem of painful thoughts, emotions, and sensations, and provide an example of how this conceptualization and the necessity of safety planning can be introduced to clients. Use of chain analysis of suicidal behavior is introduced as a tool to inform the suicide safety plan. We describe how ACT processes can enhance safety plans and, in turn, create safety plans that will serve as means to develop skills associated with efficacious/effective ACT interventions. Finally, we discuss the ongoing evaluation and revision of the safety plan from an ACT framework.     

Creating the conditions for psychological safety and its impact on quality coach-athlete relationships

In this study, we investigated the notion that giving voice to athletes is an important aspect to creating a psychologically safe environment which can then feed into maintaining good quality coach-athlete relationships where every athlete feels heard, valued, and connected. 379 athletes completed a multi-section questionnaire that assessed their (a) capacity to be open and manage conflict with their coaches, (b) perceptions of psychological safety within their team or group, and (c) perceptions of the coach-athlete relationship quality. Structural equation modelling revealed that openness and conflict management positively predicted psychological safety which, in turn, positively predicted coach-athlete relationship quality. Psychological safety was found to explain the association between athletes’ communication (i.e., capacity to be open, honest and transparent as well as manage interpersonal conflict effectively) and coach-athlete relationship quality regardless of athletes’ gender. These findings highlighted that if athletes have the capacity to have candid discussions and can navigate conflict with their coaches, then it is possible to feel psychologically safe and thus able to engage in risky interpersonal interactions (e.g., raise concerns, admit mistakes) within their group context without fear of intimidation and humiliation. Furthermore, it was revealed that such a psychologically safe group environment fostered athletes’ trust and respect, as well as commitment and cooperation with their coach. The discussion provides links to theory, research and practice.