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.     

Identity and travel behaviour: A cross-sectional study on commute mode choice and intention to change

IntroductionSocial and self-identities have been conceptualised to prevent travel behaviour change, as threats to one’s identity may cause resistance to change. This study focuses on the role of social, transport, place, and self-identities on commute mode choice and intention to change mode choice.MethodData were collected in June 2015 in Utrecht, the Netherlands. Invitations to participate were distributed by mail using data from the municipality, resulting in 1062 adult participants.The outcome measures were the transport mode shares based on a 14-day travel-to-and-from-work record of trips (i) involving any car use, (ii) involving any bicycling, (iii) involving any walking, and (iv) involving any public transport use. The second series of outcome measures concerned the willingness to change the amount of car use, bicycle use and walking, determined by the question ‘to what extent do you intend to change the use of …?’. Identity was measured on a seven-point disagree/agree scale for 17 items by asking to what extent the respondent ‘sees him/herself as …’. Separate multinomial regression models were estimated stepwise adjusting for socioeconomic and transport characteristics.ResultsMultiple identity items were associated with the use of all commute modes. In the maximally adjusted models, identities associated with the respective modes remained significant. For example, whether someone identified themselves with being a cyclist corresponded with higher likelihood of cycling occasionally (relative risk ratio (RRR): 1.84; 95% confidence interval (CI):1.47–2.30), or always to work (RRR: 2.86; 95% CI: 2.16–3.79). In addition, we found that a family-oriented identity was negatively associated with occasional commuting by car, and a ‘sporty’ identity was negatively associated with always cycling to work.Transport identities were also associated with stated intentions to change as were several social, place, and self-identities. Identifying with being a car driver decreased the likelihood of intending to reduce car use, but it increased the likelihood of intending to increase car use, as did identifying with being career-oriented. Individuals that identified with being a cyclist were less likely to have an intention to reduce bicycle use, whereas countryside-lovers had greater intentions of increasing cycling. Individuals that identified themselves as pedestrians had a lower intention of decreasing their walking levels, and a higher intention of increasing them, as did those who identified themselves as being family-oriented.DiscussionThe results confirm limited previous findings that identifying with users of a transport mode correspond with its use. Nevertheless, questions around causality remain. The intention to change mode choice was associated with several identities, including transport-related identities, place-related identities, social/family-related identities, and self-identities. Future research should focus on the associations between identity and actual behaviour change to further our understanding of the effect of identity on travel behaviour.     

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.     

Perceived ethical leadership: Its moderating influence on employees’ organisational commitment and organisational citizenship behaviours

This study investigated the extent to which employees’ perception of ethical leadership moderated their organisational commitment and organisational citizenship behaviour. A non-probability purposive sample (N = 839; females = 32%) of employees in a railway organisation in the Democratic Republic of Congo (DRC) participated in the study. They completed the following measures: the Organisational Commitment Scale (OCS), the Organisational Citizenship Behaviour Questionnaire (OCBQ) and the Ethical Leadership Scale (ELS). Stepwise hierarchical regression analysis was utilised to determine the influence of employees’ perceptions of the relationships between their self-reported organisational commitment and organisational citizenship behaviour. The results indicated employee perceptions of the integrity, fairness and honesty aspects of ethical leadership to explain their affective, continuance and normative aspects of organisational commitment and organisational citizenship behaviour. The results also showed that employee perceptions of high ethical leadership influenced their willingness to engage in positive organisational commitment such as psychological attachment, work continuance, normative commitment and also their organisational citizen behaviours such as altruism, conscientiousness, courtesy and civic virtue. By implication, leaders with high ethical conduct have the potential to positively stimulate the commitment of employees towards supporting the organisational values and mission.     

Community member perceptions of influences on teenage pregnancies

This exploratory qualitative study aimed to provide insight into the factors contributing to the high prevalence rate of teenage pregnancy in South African communities. Focus group were conducted with 193 community members (females = 44.6%; adults = 50.8%, teenagers/youth = 44.0%) and followed by thematic content analysis to interpret the data. Several overarching themes regarding the increasingly common occurrence of teenage pregnancy emerged from the data. These included: (1) the increased acceptability of teenage pregnancy to families and communities for economic and material gain; (2) the influence of social pressure; and (3) the lack of sexual knowledge and provision of sex education. Community members perceived teenage pregnancy as an increasingly common occurrence in their communities. Community members perceived teenage pregnancy to be driven by multiple factors and to require holistic interventions at the individual, family and community level.     

Promoting fan engagement: An exploration of the fundamental motives for sport consumption amongst premier league football spectators

The aim of this study was to examine whether fan engagement could be predicted by the motivational dimensions of sport consumption. A sample of 806 football sport fans (African = 85%, male = 67.4%, part of an organised supporters club = 57.6%) were participants. They completed the Fan Engagement Scale (FES), the Motivation Scale for Sport Consumption (MSSC) and a biographical questionnaire. Structural equation modelling was applied to evaluate the postulated regressive paths between the motivational dimensions for sports consumption and fan engagement. The motivational dimensions for sport consumption were clustered into personal and game-related factors. Both these clusters of factors were predictive of fan engagement. Customer engagement (CE) theory appears to explain the findings.     

Psychological adjustment to cleft lip and/or palate: A narrative review of the literature

Objective: Adjustment to cleft lip and/or palate (CL/P) is multifaceted, involving several domains of psychological and social functioning. A substantial increase in research in this area has been evident in recent years, along with a preliminary shift in how adjustment to CL/P is conceptualised and measured. An updated and comprehensive review of the literature is needed in light of the rapidly expanding and changing field.

Design: A narrative review of 148 quantitative and qualitative studies published between January 2004 and July 2015.

Main outcome measures: Findings are presented according to five key domains of adjustment: Developmental Trajectory, Behaviour, Emotional Well-being, Social Experiences and Satisfaction with Appearance and Treatment. Data pertaining to General Psychological Well-being were also examined.

Results: The overall impact of CL/P on psychological adjustment appears to be low. Nonetheless, the review demonstrates the complexity of findings both within and across domains, and highlights recurring methodological challenges.

Conclusions: Research findings from the last decade are considered to be largely inconclusive, although some areas of emerging consensus and improvements in the approaches used were identified. Efforts to collect data from large, representative and longitudinal samples, which are comparable across studies and encompassing of the patient perspective, should be doubled.