Adolescent mental health in Japan and Russia: The role of body image,bullying victimisation and school environment

This study examined associations between self-reported mental health problems, body image, bullying victimisation and school safety in large adolescent samples in Japan and Russia, considering the effects of gender, culture and their interactions. In both Japan and Russia, girls reported a greater number of mental health problems, less bullying victimisation and much higher body dissatisfaction than boys did. Japanese adolescents rated themselves higher on total difficulties, reported less body dissatisfaction and bullying victimisation, and rated their school safety lower than that of Russian youths. Cross-cultural differences in total difficulties and body image were qualified by gender. Body dissatisfaction, bullying victimisation and school safety all independently contributed to adolescent mental health problems. The protective effect of school safety on total difficulties was larger for girls than for boys; the strength of the association between bullying victimisation and adolescent mental health problems differed across genders and cultures. The findings indicate a need for a cross-cultural approach and provide a strong basis for targeted interventions that seek to improve adolescent mental health.     

Personality subtypes of young drivers. Relationship to risk-taking preferences, accident involvement, and response to a traffic safety campaign

The present study aimed at identifying subtypes of young drivers (N=2524) and evaluate how these responded to a traffic safety campaign. On basis of a cluster analysis of personality measures, six subtypes of young drivers were identified. The subtypes were found to differ on self-reported risky driving behaviour, attitudes towards traffic safety, risk perception, estimation of own driving skills, and accident involvement. Two of the subtypes were identified as high-risk groups in traffic. The first high-risk group consisted of mostly men, characterised by low levels of altruism and anxiety, and high levels of sensation-seeking, irresponsibility, and driving related aggression. The second high-risk group reported high sensation seeking, aggression, anxiety, and driving anger. The subtypes were also found to differ on how they evaluated and responded to the traffic safety campaign. The results indicated that the campaign seemed to appeal most to the low-risk subtypes. Gender differences within each subtype were also found on the different traffic related measures, as well as on response to the campaign. It is concluded that young drivers should not be treated as a homogenous group pertaining to road safety. Practical suggestions on how to promote safe driving among these subtypes are also discussed.     

The implications of low quality bicycle paths on gaze behavior of cyclists: A field test

Unlike for car driving and walking, the visual behavior during cycling is poorly documented. The aim of this experiment was to explore the visual behavior of adult bicycle users ‘in situ’ and to investigate to what extent the surface quality affects this behavior. Therefore cycling speed, gaze distribution and gaze location of five participants were analyzed on a high and a low quality bicycle track. Although there was no difference in cycling speed between the low and the high quality cycling path, there was an apparent shift of attention from distant environmental regions to more proximate road properties on the low quality track. These findings suggest that low quality bicycle tracks may affect the alertness and responsiveness of cyclists to environmental hazards.     

Preventing childhood accidents in the home: Parental behavior to reduce household hazards

The parents of all children between 6 and 18 months in four Norwegian municipalities participated in an investigation to assess to what extent parents take actions to reduce household hazards their children are exposed to, and to identify factors associated with such behaviors. The Health Belief Model was used as a theoretical framework guiding the selection of variables. The results indicate that most parents take considerable action to reduce household hazards. The constructs derived from the Health Belief Model accounted for only a small part of the variance in parental behavior to reduce hazards in the home.     

Can Civility Norms Boost Positive Effects of Management Commitment to Safety?

We proposed that civility norms would strengthen relationships between management commitment to safety and workers' safety motivation, safety behaviors, and injuries. Survey data were obtained from working adults in hazardous jobs—those for which physical labor is required and/or a realistic possibility of physical injury is present (N = 290). Results showed that management commitment positively related to workers' safety motivation, safety participation, and safety compliance, and negatively related to minor injuries. Furthermore, management commitment to safety displayed a stronger positive relationship with safety motivation and safety participation, and a stronger negative relationship with minor worker injuries when civility norms were high (versus low). The results confirm existing known relationships between management commitment to safety and worker safety motivation and behavior; furthermore, civility norms facilitate the relationships between management commitment to safety and various outcomes important to worker safety. In order to promote an optimally safe working environment, managers should demonstrate a commitment to worker safety and promote positive norms for interpersonal treatment between workers in their units.     

Auditory localisation of conventional and electric cars: Laboratory results and implications for cycling safety

When driven at low speeds, cars operating in electric mode have been found to be quieter than conventional cars. As a result, the auditory cues which pedestrians and cyclists use to assess the presence, proximity and location oncoming traffic may be reduced, posing a safety hazard. This laboratory study examined auditory localisation of conventional and electric cars including vehicle motion paths relevant for cycling activity. Participants (N = 65) in three age groups (16–18, 30–40 and 65–70 year old) indicated the location and movement direction (approaching versus receding) of cars driven at 15, 30 and 50 km/h in two ambient sound conditions (low and moderate). Results show that low speeds, higher ambient sound level and older age were associated with worse performance on the location and motion direction tasks. In addition, participants were less accurate at determining the location of electric and conventional car sounds emanating from directly behind the participant. Implications for cycling safety and proposals for adding extra artificial noise or warning sounds to quiet (electric) cars are discussed.     

Investigations into pedestrian crossing choices on Cape Town freeways

South Africa is regularly identified in international literature as one of the countries with the highest number of traffic deaths per capita. Of these, around one third are pedestrians. Freeways constitute one of the highest risk locations for pedestrians – in most developed countries pedestrians are not seen in such locations, but for many South African pedestrians freeways are a regular part of their commute. Walking alongside and crossing of freeways are extremely common – and deaths associated with such activity also tragically so. Over the past four years in the Cape Town area alone there have been 413 pedestrian crashes causing 139 pedestrian deaths on freeways, as well as an unrecorded number of serious injuries.While pedestrian crossing behaviour has been extensively researched in many parts of the world, almost none has so far been carried out in the context of freeways. Little is known about pedestrian crossing decisions in locations where the stakes are so high.Following a study using traffic cameras associated with the Freeway Management System to measure the frequency and location of pedestrians crossing freeways, this article reports on surveys into crossing decisions of pedestrians on Cape Town’s freeways. Two successive surveys were conducted with pedestrians on or alongside the freeway. These included pedestrians who crossed using footbridges, and pedestrians who crossed at grade.In the analysis it was clear that while some of the traditional factors such as time saving and convenience were considered, far more important to pedestrians were issues of safety. Safety from fast-moving vehicles was one factor, while safety from criminals was a second and often conflicting factor which affected crossing choices. Crossing at grade was partly described in terms of utility maximisation (time and distance saving) but it was also, for many, one way of avoiding becoming a victim of crime. In terms of their perceptions of being involved in crashes, at-grade crossers reflected an astute awareness of the risks that they face. Many pedestrians articulated the belief that their choice of crossing was constrained by lack of alternatives. Until public transport and safe crossing locations are provided for these pedestrians it is clear that many will continue to cross dangerous roads, in full awareness of the risks they face.     

Job characteristics,well-being and risky behaviour amongst pharmacists

Healthcare practitioners’ fitness to practise has often been linked to their personal and demographic characteristics. It is possible that situational factors, such as the work environment and physical or psychological well-being, also have an influence on an individual’s fitness to practise. However, it is unclear how these factors might be linked to behaviours that risk compromising fitness to practise. The aim of this study was to examine the association between job characteristics, well-being and behaviour reflecting risky practice amongst a sample of registered pharmacists in a region of the United Kingdom. Data were obtained from a cross-sectional self-report survey of 517 pharmacists. These data were subjected to principal component analysis and path analysis, with job characteristics (demand, autonomy and feedback) and well-being (distress and perceived competence) as the predictors and behaviour as the outcome variable. Two aspects of behaviour were found: Overloading (taking on more work than one can comfortably manage) and risk taking (working at or beyond boundaries of safe practice). Separate path models including either job characteristics or well-being as independent variables provided a good fit to the data-set. Of the job characteristics, demand had the strongest association with behaviour, while the association between well-being and risky behaviour differed according to the aspect of behaviour being assessed. The findings suggest that, in general terms, situational factors should be considered alongside personal factors when assessing, judging or remediating fitness to practise. They also suggest the presence of different facets to the relationship between job characteristics, well-being and risky behaviour amongst pharmacists.     

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.