Why Don't People Change? What Stops Them from Changing? An Integrative Commentary on the Special Issue on Resistance

This commentary discusses the four papers from the vantage point of a cognitive-developmental view. Psychotherapeutic change involving changes in core cognitive structures is seen as threatening an individual's personal sense of identity as well as security and safety needs. Core cognitive constructs are laid down early via the principle of covariation of events and form the basis of our tacit knowledge base. Subsequent changes in this tacit knowledge is difficult because the core cognitive constructs act like a mental filter to screen in confirming data and screen out disconfirming data. Ambiguous stimuli tend to be interpreted on the basis of preexisting cognitive constructs, even when the match between event and interpretation is not ideal. Several suggestions are given for increasing the probability of changes occurring in core cognitive constructs.     

Ethical challenges in a technological environment: The perspective of engineers versus managers

In his article ‘Better Communication Between Engineers and Managers: Some Ways to Prevent Many Ethically Hard Choices’¹ Michael Davis analyzes the causes of the disaster in terms of a communications gap between management and engineers. When the communication between (representatives of) both groups breaks down, the organization is in (moral) trouble. Crucial information gets stuck somewhere in the organization prohibiting a careful discussion and weighing of all (moral) arguments. The resulting judgment has therefore little (moral) quality. In this paper I would like to comment on some of Michael Davis’s interesting and thought-provoking insights and ideas. A company which implements Davis’s recommendations at least shows some sensitivity to organizational moral issues. But it might miss the point that moral trouble can also result from a common understanding between managers and engineers. Organizational members sometimes tend to be myopic with regard to safety issues. This paper:

自我损耗对工作场所安全的影响及缓解途径

员工安全行为是工作场所安全的重要保障,而自我控制资源损耗会对安全行为产生负面影响。研究拟借鉴自我控制资源有限模型,结合行为和生理指标,探讨工作要求和辱虐管理通过损耗个体自我控制资源对安全行为的影响,并从特质自我控制和自动化安全趋近倾向两个角度探索上述效应的缓解机制。此外,研究拟采用心率变异性作为自我损耗的生理测量。研究有助于从自我控制资源的角度理解员工不安全行为的影响因素、发生机制和缓解方法。     

Psychological Safety and Appreciation of Differences in Counselor Training Programs: Examining Religion,Spirituality, and Political Beliefs

This study focused on the extent to which religion, spirituality, and political beliefs predicted counseling students' perceptions of psychological safety and appreciation of differences in their programs. The authors used hierarchical regression models to analyze data from 264 students from 4 different institutions. Results indicated that student age, political conservatism, extrinsic religiosity, and intrinsic spirituality were significant predictors of perceived psychological safety and appreciation of differences. The authors discuss implications of these findings.     

Factors contributing to hit-and-run crashes in China

Hit-and-run accidents, or those where the perpetrator leaves the crash scene without reporting the event, are a serious concern because they can delay the rescue of victims, thereby increasing the fatality rate and severity of injuries. However, only a few studies exist on the factors that influence hit-and-run behavior, particularly in developing countries. Using data collected from Guangdong Province in China, this study applies a logistic regression model to analyze factors associated with hit-and-run behavior in five categories: crash attributes and human, vehicle, road, and environmental factors. This study finds that the probability of hit-and-run behavior increases with accidents that involve pedestrians, occur in dark driving conditions, and are caused by drivers who are male, middle-aged, and without a valid driver’s license, extensive driving experience, or automobile insurance. Therefore, we recommend closer supervision and better public education for different groups of people about traffic laws and regulations.     

Traffic safety climate attitudes of road users in Germany

This paper validates traffic safety climate attitudes based on a representative sample of road users of all travel modes. We use the German version of the Traffic Climate Scale (TCS) which was applied in a large-scale road safety survey in 2010. A total of 1680 people were surveyed. The sample is representative for socio-demographic characteristics and travel mode choice in Germany. Factor analysis reveals a three-factor structure of traffic safety climate with the factor ‘External affective demands’ describing emotional engagement in traffic, the factor ‘Internal requirements’ representing individual skills and abilities to successfully participate in traffic, and the factor ‘Functionality’ describing requirements for a functional traffic system. The less emotionally demanding and the more functional traffic is perceived to be, the safer people feel in traffic. External affective demands are consistently related to the perception of others’ driving/riding style but not to one’s own, whereas internal requirements are consistently related to one’s own driving/riding style but not to the perception of others. There is no relation between traffic safety climate and accidents or near accidents. Contrary to our expectations, a positive traffic safety climate is associated with more secondary tasks while driving and traffic violations. Behavioural control beliefs may mediate the traffic climate–traffic behaviour relationship. The results are discussed with reference to attitude research and the theory of planned behaviour in particular.     

Introducing naturalistic cycling data: What factors influence bicyclists’ safety in the real world?

Presently, the collection and analysis of naturalistic data is the most credited method for understanding road user behavior and improving traffic safety. Such methodology was developed for motorized vehicles, such as cars and trucks, and is still largely applied to those vehicles. However, a reasonable question is whether bicycle safety can also benefit from the naturalistic methodology, once collection and analyses are properly ported from motorized vehicles to bicycles. This paper answers this question by showing that instrumented bicycles can also collect analogous naturalistic data. In addition, this paper shows how naturalistic cycling data from 16 bicyclists can be used to estimate risk while cycling. The results show that cycling near an intersection increased the risk of experiencing a critical event by four times, and by twelve times when the intersection presented some form of visual occlusion (e.g., buildings and hedges). Poor maintenance of the road increased the risk tenfold. Furthermore, the risk of experiencing a critical event was twice as large when at least one pedestrian or another bicyclist crossed the bicyclist’s trajectory. Finally, this study suggests the two most common scenarios for bicycle accidents, which result from different situations and thus require different countermeasures. The findings presented in this paper show that bicycle safety can benefit from the naturalistic methodology, which provides data able to guide development and evaluation of (intelligent) countermeasures to increase cycling safety.     

It’s how you say it – The extended Theory of Planned Behaviour explains active transport use in cardiac patients depending on the type of self-report in a hypothesis-generating study

Physical activity (PA) plays an essential part in the secondary prevention of persons with coronary heart disease (CHD). A substantial amount of PA can be gained through increasing the use of active transport modes (walking or cycling for at least 10 min/day) in CHD patients’ daily routine, benefiting the mortality and morbidity rate as well as the environment. The current study aims to investigate the utility of the Theory of Planned Behaviour (TPB) framework extended with habit strength, in understanding the behavioural intention and the behaviour of using active transport modes during the daily travel routine of CHD patients. A cross-sectional survey was conducted from 131 CHD patients. The behaviour was measured using three self-report methods; 1) scale measure, the walking or cycling frequency, 2) direct ATS (Active Travel Score, PA calculated by the directly reported aggregated time spent per day for walking or cycling for travel purposes), and 3) indirect ATS (PA calculated by combining the duration spent on trips by walking and cycling from the self-reported one-day travel diary). Additionally, the participants completed surveys on the direct measures of TPB constructs and habit strength. The results indicated that the TPB constructs explained a 38% variance in the intention to use active transport modes of CHD patients, by which the variance increased to 59% with the addition of habit strength. On the contrary, different behavioural measures were explained differently by TPB and habit strength. The scale measure of behaviour was best predicted (up to 21%) by TPB and habit strength. However, the direct and indirect measures of behaviour were poorly explained (up to 3% and 10% only, respectively). Habit strength moderated the relationship between behaviour (scale measure) and behavioural intention. Surprisingly, higher behavioural intention resulted in a lower behavioural frequency when the habit strength to be active is low. This suggests a limited control over the behaviour thus indicating the intention-behaviour gap. The current study findings highlight the inconsistent predictive utility of TPB across different types of behavioural self-report measures, targeted at the use of active transport modes in CHD patients. However, considering this study as hypothesis-generating, further research is necessary to replicate and extend these findings.     

On-road trust and perceived risk in Level 2 automation

To encourage appropriate use of driving automation, we need to understand and monitor driver’s trust and risk perception. We examined (1) how trust and perceived risk are affected by automation, driving conditions and experience and (2) how well perceived risk can be inferred from behaviour and physiology at three levels: over traffic conditions, aggregated risk events, and individual risk events.30 users with and without automation experience drove a Toyota Corolla with driving support. Safety attitude, subjective ratings, behaviour and physiology were examined.Driving support encouraged a positive safety attitude and active driver involvement. It reduced latent hazards while maintaining saliently perceived risks. Drivers frequently overruled lane centring (3.1 times/minute) and kept their feet on or above the pedals using ACC (65.8% of time). They comfortably used support on curvy motorways and monotonic and congested highways but less in unstable traffic and on roundabouts. They trusted the automation 65.4%, perceived 36.0% risk, acknowledged the need to monitor and would not engage in more secondary tasks than during manual driving.Trust-in situation reduced 2.0% when using automation. It was 8.2% higher than trust-in-automation, presumably due to driver self-confidence. Driving conditions or conflicts between driver and automation did not affect trust-in-automation.At the traffic condition level, physiology showed weak and partially counter-intuitive effects. For aggregated risk events, skin conductance had the clearest response but was discernible from baseline in  < 50%. Pupil dilation and heart rate only increased with strong braking and active lane departure assist. For individual risk events, a CNN classifier could not identify risk events from physiology. We conclude that GSR, heart rate and pupil dilation respond to perceived risk, but lack specificity to monitor it on individual events.