REDUCING SELF-INJURY AND CORRESPONDING SELF-RESTRAINT THROUGH THE STRATEGIC USE OF PROTECTIVE CLOTHING

We examined the use of protective clothing to reduce a retarded male's face-punching and leg-kicking and two corresponding forms of self-restraint—arm and leg self-restraint. The resident was observed each day in three sessions of randomly ordered conditions (one condition per session): without any protective clothing, with a padded helmet, and with a padded helmet and padded slippers. Use of the padded helmet substantially reduced face-punching and arm self-restraint. The addition of padded slippers reduced leg-kicking and leg self-restraint. These results suggest a practical and effective means of controlling self-injury and self-restraint. They are also consistent with the possibility that the resident's arm restraint was maintained in part by escape or avoidance of face-punching and that his leg restraint was maintained in part by escape or avoidance of leg-kicking.     

Investigating the impact of a novel active gap metering signalization strategy on driver behavior at highway merging sections

A safe headway to the lead vehicle is important to reduce conflicts with merging vehicles from highway on-ramps. Previous research has outlined the advantage of gap metering strategies to yield sufficient space to merging vehicles and improve highway capacity during peak hours. However, prevailing gap metering systems fail to indicate the minimum required gap and leave it to the drivers’ judgment to adjust their headway. This paper proposes a new Active Gap Metering (AGM) signalization that helps outer lane drivers to adjust their headway to the lead vehicle when approaching highway ramps with incoming vehicles. This AGM signalization represents a combination of pavement markings and an innovative Variable Message Sign (VMS). The AGM system was tested alone and in combination with additional variable speed limits (VSL) in distinct environments of the Doha Expressway in the State of Qatar using a driving simulator. The driving behavior of 64 drivers was analyzed using repeated-measures ANOVA. The results showed that the AGM effectively influenced the drivers’ behavior on the right stream lane. Drivers did gradually increase the distance to the lead vehicle, which resulted in optimal headways to merging on-ramp vehicles. Most importantly, the minimum time-to-collision (TTC_min) to the merging vehicle was increased by an additional 1–1.5 s as compared to no treatment. The proposed AGM signalization can, therefore, be considered by policymakers to influence drivers’ headways at critical merging sections.     

Effects of forward collision warning technology in different pre-crash scenarios

The forward collision warning (FCW) system is expected to reduce rear-end crashes; however, its effects on driving behavior and safety have not been thoroughly investigated, specifically the effect variations between different pre-crash scenarios. To identify these variations, this study conducted a driving simulator experiment and compared the FCW’s effects between three pre-crash scenarios: the freeway scenario, the arterial scenario and the intersection dilemma zone scenario. Thirty-nine participants were involved in the experiment. The results showed that the adaptation of driver behavior in impending rear-end collision events resulted from both the FCW and the scenario. The intersection dilemma zone scenario has indications of slowing down, which encouraged drivers to take a more aggressive response strategy under the FCW; the arterial scenario might be regarded as an “easy-to-handle” situation in which a significant portion of drivers adopted moderate level of response strategy under the FCW; both the intersection dilemma zone scenario and freeway scenario have burdened driving tasks, and this might deteriorate a driver’s ability to adapt to the FCW. In addition, different types of drivers experienced varied benefits from the FCW in each scenario. The FCW would be particularly recommended for non-experienced drivers in the freeway scenario and for female drivers in the arterial scenario; moreover, in the scenario of the intersection dilemma zone, the FCW would be particularly recommended for drivers who have a crash/citation before. The results also support specific FCW designs which are able to highlight the collision risk. This study demonstrated that it would be better to indicate the effects of the FCW under the restriction of specific scenario features and develop the FCW based on that.     

Relationships between personality facets and accident involvement among truck drivers

Prior research on the personality characteristics of truck drivers and accident involvement has relied primarily on the Big Five personality factors (e.g., Extraversion), and has largely focused on self-reported number of accidents rather than more objective, independent records. We examined the association between personality characteristics and accidents among professional truck drivers at the facet level of personality using company records of accidents over time. Analyses suggested that more empathetic individuals had lower rates of accident involvement, whereas more anxious, guilt-prone, exhibitionistic, and risk-taking individuals had higher rates. We discuss implications for decreasing rates of accidents, the selection of drivers, and use in other industries where physical safety is a concern.     

Cognitive-behavioural interventions in a patient with an anxiety disorder related to diabetes

This study extends the data on the efficacy of cognitive interventions for patients with chronic medical problems and describes the case of a 37-year-old woman with an anxiety disorder related to diabetes. The effects on panic frequency, use of safety behaviour and related beliefs were investigated after the introduction of two main cognitive-behavioral interventions. The results are consistent with predictions from the cognitive model of panic. This case demonstrates the usefulness of directly challenging the 'meaning' of the feared situation in order to produce clinically significant improvements in the management of physical disease.     

Systematic application and removal of protective equipment in the assessment of multiple topographies of self-injury

We evaluated the effects of systematic application and removal of protective equipment on three topographies of self-injurious behavior (SIB) exhibited by a girl who had been diagnosed with autism. Results showed that when protective equipment was applied, SIB decreased to near-zero levels. In addition, withdrawal of protective equipment for specific topographies of SIB (by removing only the corresponding padding) increased rates of SIB only for that topography of SIB. Next, a functional analysis of hand SIB showed that protective equipment suppressed this behavior in all conditions and that the behavior was maintained by automatic reinforcement when padding was removed. Results are discussed in terms of sensory extinction as a possible mechanism responsible for response suppression.     

On the relation between object manipulation and stereotypic self-injurious behavior

Results from a number of studies have shown an inverse relationship between stereotypic behavior and object manipulation. The purposes of this study were to determine whether techniques similar to those used previously (prompting and reinforcement) would be effective in increasing object manipulation under both prompted and unprompted conditions, and to ascertain whether increases in object manipulation would result in decreases in stereotypic self-injurious behavior (SIB). Two individuals with developmental disabilities who engaged in SIB maintained by automatic reinforcement participated. Results showed that object manipulation increased from baseline levels when experimenters prompted participants to manipulate leisure items, but that object manipulation was not maintained under unprompted conditions, and rates of SIB stayed within baseline levels. We then attempted to increase object manipulation further by (a) reinforcing object manipulation, (b) blocking SIB while reinforcing manipulation, and (c) preventing SIB by applying protective equipment while reinforcing object manipulation. Reinforcing object manipulation alone did not affect levels of object manipulation. Blocking effectively reduced attempts to engage in SIB for 1 participant but produced no increase in object manipulation. When the 2nd participant was prevented from engaging in SIB through the use of protective equipment, rates of object manipulation increased dramatically but were not maintained when the equipment was removed. These results suggest that stimulation derived from object manipulation, even when supplemented with arbitrary reinforcement, may not compete with stimulation produced by stereotypic SIB; therefore, direct interventions to reduce SIB are required.     

Supervisory interpretation of safety climate versus employee safety climate perception: Association with safety behavior and outcomes for lone workers

Research has shown that safety climate predicts safety behavior and safety outcomes in a variety of settings. Prior studies have focused on traditional work environments in which employees and supervisors work in the same location and the mechanisms through which safety climate affects behavior are largely understood. However, the nascent research examining safety climate among lone workers suggests that safety climate may have some uniqueness in this context. Based on leadership theories and utilizing an exploratory approach, this study increases our understanding of the lone worker context by examining employee perception of safety climate and supervisory interpretation of safety climate; how similar or different they are, and how they are related to important safety outcomes. Surveys were administered to a matched sample of 1831 truck drivers and their 219 supervisors at four different trucking companies. Objective data on employee injuries were collected six months after survey administration. The results provided support for the measurement equivalence of the Trucking Safety Climate Scale at the organization level for both employee and supervisor respondents. For both organization- and group-level safety climate, employee perceptions of safety climate and supervisory interpretation of safety climate were significantly different, such that supervisors provided higher ratings for both safety climate sub-scales. Further, only employee safety climate perceptions significantly predicted self-reported safety behavior (directly) and objective injury outcomes (indirectly). This suggests that when trying to gauge and improve upon a trucking company’s safety climate, we should rely on employee perspectives, rather than supervisory interpretation, of safety climate.     

Controlling the flight on double-handed foiling catamarans: The role of shared equipment on the crew members' mutual modes of regulation

The purpose of this study was to contribute to the understanding of the role of shared sport equipment in the collective coordination of a team. It was conducted within an enactive approach of human cognition by mobilizing the methodological tools and methods of the Course of Action framework. Six crew members of hydrofoil sailing catamarans participated in this study. Data collection consisted in video-recording training sessions followed by individual self-confrontation interviews. A qualitative analysis of the data allowed typical modes of regulation of the flight to be characterized from each crew member's perspective. Three main modes of regulation were identified. All of them involved either salient perception of the boat's movements, or actions directed to regulating the boat’s movement. In the discussion, we propose a distinction between three types of collective sport situations, regarding the role of the material environment of athletes in their coordination. This distinction opens new perspectives both for future research on team coordination, and for pedagogical and training implications.     

Physiological markers of traffic-related stress during active travel

Understanding perceptions of safety and comfort (PSC) while walking or cycling is essential to accommodating and encouraging active travel, but current measures of PSC, primarily surveys, suffer from validity and reliability issues. Physiological markers of stress like electrodermal activity and heart rate variability have been proposed as alternative, objective measures of PSC. This paper presents a literature summary and conceptual framework examining the use of physiological stress markers during walking and cycling. The existing studies of active traveller stress markers report inconsistent findings and account for limited controls. We propose a comprehensive conceptual framework to describe the array of dynamic stimuli experienced during active travel, with complex appraisals and multidimensional stress responses that feedback to travel behaviour and stimuli exposure, and culminate in a set of physiological outcomes triggered by activation of the autonomic nervous system – all moderated by numerous personal and trip-related factors. The key challenge of inferring traffic-related fear or discomfort from physiological markers measured on-road is potential confounding effects of: (1) non-traffic factors that induce or modify stress responses, (2) traffic factors that induce stress responses not associated with safety or comfort, and (3) personal and environmental factors that directly influence physiological measurements outside of a stress response. No physiological stress marker has yet been shown to be reliable for on-road active travellers, particularly not for inter-subject comparisons. Physiological markers have the potential to provide high-resolution, objective information about pedestrian and cyclist PSC, but further research, particularly controlled experiments, and more precise study framing are needed to ensure validity and address moderating and confounding factors.