Search

• Youth ATV operators typically have a diminished field of vision compared to adults. • Limited vision in youth compromises control and perception, increasing crash risks. • Findings provide data to update ATV safety guidelines and prevention strategies. Problem: All-Terrain Vehicles (ATVs) cause a distressing number of fatalities and injuries among farm youth in the United States. The number of severe injuries caused by ATV crashes on farms, which stood at 25 children in 2019, is expected to rise due to increased ATV sales during the COVID-19 pandemic. Existing research into children's injuries has explored physical capabilities like anthropometry, strength, and visual acuity. Yet, studies assessing youths' physical ability to operate ATVs remain limited. This study tests the hypothesis that diminished vision field in young ATV operators raises crash risks. Methods: This study used SAMMIECAD digital human modeling system to simulate and compare the field of vision of youth and adult ATV operators. The simulations incorporated 3-D mockups of ATVs, humans, sprayer tanks, windshields, and obstacles. Ten utility ATVs and children of both genders across nine ages (8–16) and three height percentiles (5th, 50th, 95th) were evaluated. Results: Simulations showed that young ATV operators generally have a more restricted field of vision than adults, particularly those aged 6–11 years. Discussion: Visual limitations hinder riders' ability to see ATV controls, potentially leading to vehicle control loss. Moreover, they impair environmental perception during riding, compromising youths' ATV operation abilities and increasing crash risks. Practical Applications: These findings offer crucial data in support of modifying ATV safety guidelines. Additionally, they can guide youth occupational health professionals in preventing ATV-related incidents in agricultural settings. [ABSTRACT FROM AUTHOR]

• Crisis management strategies for worksite fatalities. • Discuss consequences of construction fatalities. • Identify stakeholders impacted by worksite fatalities. • Identify barriers to crisis management implementation in construction. • Two crisis communication models created for construction industry. Introduction : The construction industry is high risk and unpredictable, requiring extensive safety preparation, practices, and effectiveness on worksites. While preventative measures are important and well documented, the industry, in general, lacks effective crisis management strategies when safety measures fail. The focus of this study was to evaluate dominant crisis communication and management best practices and adopt those methods into models that could be used following a construction worksite fatality. Methods: Through literature review, this study acknowledged barriers to crisis management implementation within the construction industry, defined worksite fatalities as a preventable crisis type, identified major organizational implications of a crisis event, determined applicable response strategies following a worksite fatality, and identified major stakeholder groups impacted by fatality events. Prominent communication theories and models that have been used in multiple industries were identified and researched for this study. The literature review revealed general crisis communication theories and models that could be adapted specifically to the construction industry. Results: Two proactive communication models were created from the collected research. These models were designed to be adapted and utilized by construction organizations as a fundamental crisis communication tool and as a basis for individualized crisis management strategies following emergency events. Conclusions: This study concludes that worksite fatalities are considered a preventable crisis type, with the risk of legal, financial, and reputational damage to an organization. Appropriate response methods include ingratiation, mortification or corrective action strategies which are dependent on an organization's stakeholders, perceived responsibility, reputation, and crisis history. Practical Applications: Construction organizations could apply the models proposed in this study as foundational building blocks in alignment with strategic crisis management planning and safety failure preparation. [ABSTRACT FROM AUTHOR]

Introduction: This study analyzes the relationship between measures of occupational accidents and workers' perception of risk in the workplace using nationally representative data on workers' characteristics and a complete record of occupational accidents. Methods : Regression analyzes addressing both the ordinal nature of the dependent variable and causality were conducted to control for different sociodemographic factors influencing workers' perceptions of occupational risks. Special attention was paid to the risk level of the worker's workgroup, existence of family responsibilities, organizational safety culture, and measures of accident rates. Results : Individuals showed different perceptions of risk based on their personal and work characteristics. Significant associations were observed between each variable of interest and risk perception. Overall, the results remain robust across specifications addressing both simultaneity and ordinality. Conclusions : Employees' "reading" of hazards was not fully aligned with objective information on occupational accidents but depended on individual characteristics. Having family responsibilities or being unionized increased workers' risk perception, whereas belonging to a workgroup with higher accident rates reduced it. Practical applications : Knowing how workers perceive risk and how this perception deviates from statistical information on accidents are essential for management to accurately design safety measures. In this regard, specific characteristics such as age, having dependents in the family, or the typology of the workers' workgroup should be taken into account. Greater knowledge of preventive measures will improve the way workers perceive risk, and ultimately contribute to reducing the likelihood of occupational accidents. [ABSTRACT FROM AUTHOR]

• Children show varying competencies in street crossing in VR. • Children crossing safely spent more time assessing the traffic environment. • Visual search strategies may influence the safety of street crossing. Introduction: Crossing streets represents a risky task for children where they have to assess both the probability and harm severity of being hit by a vehicle. To cross streets safely, children must perceive and interpret the traffic environment and scale their movements to the flow of traffic. Their ability to gather information about the surrounding environment through visual search strategies is essential in this process. This study aimed to explore children's street crossing behaviors and to identify successful risk-assessment strategies. Method: Virtual reality (VR) with built-in eye tracking was used for this investigation; 55 children between 7 and 10 years old completed six street crossing tasks with varying complexity and difficulty. Results: Varying competencies in street crossing were demonstrated among the children. Those who crossed safely looked to the left and right more often to check for traffic and spent more time assessing the traffic environment by following oncoming vehicles with their gaze before crossing than those who crossed dangerously. No apparent differences between children who crossed safely and those who crossed dangerously were found while crossing. Conclusions: The findings suggest that dangerous street crossings were, on different levels, related to assessment time before crossing, visual search strategies during assessment time, and the tasks harm severity and probability risk. Practical Applications: Future research could suggestively include indicators such as assessment time and visual search strategies, and tasks could discern harm severity and probability risk. These indicators might also be considered for training programs aiming to enhance children's pedestrian safety. [ABSTRACT FROM AUTHOR]

• Includes results of a survey of 96 cycling officers in Germany, Austria and Switzerland on how winter maintenance on cycling infrastructure is conducted. • Includes potential barriers to cycling in winter and requirements on winter maintenance from the cyclists perspective (N > 3,000) • Includes results of a comparative Life Cycle Analysis (LCA) of 5 different de-icing materials. • Highlights the conflict between negative environmental impacts on local vs. on global level. • Includes results of a field test of 4 de-icing agents in the city of Hamburg. Reporting and ranking the items safety, visibility and breaking conditions from a survey among more than fifty cyclists. Introduction: In parts of Europe and North America, cycling volumes decrease in winter due to a reduction in subjective safety. To counter this, high-quality winter maintenance is required on cycle paths. At the moment, grit and sodium chloride are considered state-of-the-art gritting/de-icing materials in Germany. However, grit has to be removed after winter because it poses a serious injury risk on dry streets, and, in various German cities, using sodium chloride is prohibited on segregated bike paths due to the harmful impact on surrounding trees. Therefore, there is a need for alternative gritting/de-icing materials. Method: We used a mixed-methods approach consisting of qualitative and quantitative surveys together with laboratory investigations and a life cycle assessment to find suitable alternatives to sodium chloride and grit for use on segregated bike paths, and tested four de-icing materials (sodium chloride as a reference, sodium formate, calcium magnesium acetate or CMA, and potassium acetate) at two sites in Hamburg, Germany. The tests were accompanied by on-site cyclist surveys. Results: The results show that the use of alternative (non-sodium chloride) de-icing materials either reduces or eliminates negative impacts on the environment at a local level, for example on trees along the cycle path. However, this reduction goes hand in hand with increasing negative environmental impacts at a global level due to higher overall emissions associated with the tested alternative de-icing materials. Regarding cyclists' safety, sodium formate was the only de-icing material which delivered comparable results to sodium chloride and should therefore be tested in extended conditions. Conclusions: Further research is needed on the large-scale application of the investigated de-icing agents on cycle paths in different cities, along with a survey of a larger number of cyclists. A final evaluation of the environmental aspects can only be made when the supply and production conditions for large-scale use are clear. Practical Applications: Basically there are two options for the practical application of de-icing materials: The usage of the costlier alternatives with better properties at a local level in the hope of fast development towards a better global GHG footprint in their manufacturing processes, or sticking to the use of grit and sodium chloride (where it is possible) while committing to improving clean-up after the snow and ice melt to prevent unsafe road conditions in spring. [ABSTRACT FROM AUTHOR]

• The criteria Mental Comfort, Interaction, Environment, Ease of Use, and Physical Comfort can be used to assess cyclists' route evaluations and preferences. • Interactions with pedestrians or motor vehicles differ in concentration and mental comfort. • Route attributes and criteria vary in their impact on the overall evaluation. Problem: Previous research on cyclists' route evaluations and preferences already identified influencing factors and relevant evaluation criteria, but studies mostly focused on selected aspects like safety or comfort. This study examined the evaluation of routes more comprehensively considering five evaluation criteria, and further aims to compare the evaluation with the preference of routes. For this, we used the experimental approach of a bicycle simulator. Method: Our participants cycled route segments that varied in certain route characteristics. Each segment was rated in total and on five criteria generated in a previous study, namely Mental Comfort , Interaction , Environment , Ease of Use , and Physical Comfort. At the end, all route segments were ranked according to their quality. Results : Results showed that separated paths were rated the best, while busy footpaths and uphill segments were rated the worst. Interestingly, interacting with pedestrians was described to be more attention-demanding but not as mentally uncomfortable as interacting with motor traffic. The evaluation and preference of routes mostly went hand in hand but differed for the footpath, which was ranked better than it was rated. Results further indicated that gradient has such a strong impact on the physical comfort of a route that it even influenced the overall evaluation. Discussion: Our findings suggest that the evaluation and preference of routes is influenced by the degree of separation, traffic volume, the type of the road user that the cyclists may need to interact with, but most importantly, it is influenced by the interaction of these three aspects. Practical Implications: The five criteria we used can reliably assess the evaluation and preference of routes. They help to differentiate the reason for negative evaluation of routes. This differentiation is crucial to improve cycling routes, as different causes for dissatisfaction among cyclists require different consequences. [ABSTRACT FROM AUTHOR]

• Two online studies carried out on cyclists' lane position and subjective safety. • First experiment to jointly investigate parked cars, sharrows, tram rails & norms. • More central positions chosen in presence of parked cars, sharrows and tram rails. • Cyclists felt safer in absence of parked cars and tram rails. • Cyclists felt safer in the presence of sharrows. Problem : Cyclists riding next to parked vehicles are at risk of crashes with opening vehicle doors. A central position, out of this dooring zone, decreases such a risk but comes with other problems like potentially smaller passing distances kept by overtaking motorists or having to cross tram rails. Method: Factors influencing cyclists' choice of position were investigated by showing a total of 3,444 German cyclists different traffic situations in two online surveys. In the first study (N = 1,850), parked cars, the position of a cyclist riding ahead in the presented images (towards the curb/center of the lane), and presence and kind of sharrows were varied. As the variation in results for the different sharrow types was negligible, in Study 2 (N = 1,594), only the most common type was used. Whether cyclists prefer to accept the risk of falling while crossing tram rails or the risk of being too close to the curb or parked cars was investigated, varying the presence of tram rails, which has not been previously researched. In both studies, respondents indicated which position on the road they would choose in the depicted situations and answered questions about subjective safety, a factor closely related to cyclists' choice of position. Results: Cyclists chose positions farther towards the center of the road if there were parked cars and they chose an even more central position with tram rails. Respondents felt safer with sharrows on the road as well as in situations without parked cars and in situations without tram rails. Discussion and practical implications: The results indicate that, in addition to infrastructure characteristics, other cyclists' behavior (descriptive norm) influences cyclists' position on the road as well as their perceived safety. Implications for infrastructure design, especially regarding (the removal of) parked cars, are discussed. [ABSTRACT FROM AUTHOR]

• The probability of non-motorists' violation is significantly influenced by train, gate operational, and user characteristics. • Train category, train length, and carrying item have no significant impact on the non-motorists' violation. • Group violation and engagement in secondary activities do not influence bicyclists' choice to violate. • The geometrical attributes along with train vehicle unit impact various factors that significantly influence non-motorists' violation. • This research suggests various interventions to limit the violations at rail road grade crossings. Introduction : In order to enhance the existing body of research regarding the prevalence of violations committed by pedestrians and bicyclists, this observational study utilized personal-specific, train-specific, operational, and behavioral data extracted from recorded videos at seven railroad grade crossings (RRGCs). Method: A total of 7,332 pedestrians and 1,684 bicyclist crossing events were observed during 279 gate operation phases at seven study locations. First, two separate violation models (binary logit) for pedestrians and bicyclists were developed to determine the influence of personal-specific characteristics and other behavioral traits on probability of pedestrians' and bicyclists' violation. Later, the impact of various geometrical (railway track, distance between gates, distance between gate and nearest track, and road width) and operational (train vehicle unit) parameters on the factors that caused non-motorist violations was examined by developing distinct binary logit models. Results: The probability of pedestrians' and bicyclists' violation was found to be significantly influenced by train characteristics (train speed and train occupancy time), gate operational attributes (warning time and gate blockage duration), and personal-specific characteristics (gender, age, crossing speed, and looking both side). Furthermore, geometrical attributes along with train vehicle unit were observed to have impact over various factors that significantly influenced the behavior of pedestrians and bicyclists to violate. Practical Applications: The findings of this research provide essential information that could be applied in the initiatives of user awareness and enforcement program, emphasis on situational awareness and design of operational and geometrical elements to significantly limit the effects of risky walking and bicycling behavior at RRGCs. [ABSTRACT FROM AUTHOR]

• Small mobile robots are becoming increasingly popular in construction. • Small mobile robots raise novel occupational safety issues that need to be evaluated. • No previous research examined the impact of small mobile robots on workers' safety. • This conceptual paper identifies and categorizes various risk posed by small mobile robots. • Study outcomes can be used in creating guidelines for safe operations of small mobile robots. Introduction: Small mobile robots have become increasingly popular in the construction domain over the last few years. They are stable on rough terrains, can walk over small obstacles, climb stairs, and carry various sensors or arms to perform diverse functions and sub-tasks required to complete construction-related tasks. Saving time, improving accessibility to difficult or unsafe spaces, and reducing costs while accomplishing construction tasks are some of the benefits of using small, mobile robots in construction. However, serious concerns about new workplace hazards could arise from having mobile robots on the jobsite. Unfortunately, no study has attempted to evaluate these risks, especially in the construction domain. Therefore, there was a significant need to develop a holistic understanding of the direct and indirect risks of mobile robot applications in construction. Method: In this paper, we used inferential and Virtual Reality (VR) visualization techniques to: (1) construct conceptual visualizations of proximal and distant human-robot interaction within the construction context; and (2) identify potential safety challenges of robots, which were categorized into three groups: (a) physical risks, (b) attentional costs, and (c) psychological impacts. These identified safety challenges were then validated and ranked by a group of construction safety and robotic experts who had knowledge and experience using such robots in construction. Practical Applications: The outcomes of the study provided a detailed understanding of how robots might adversely affect workers' safety and health. The study outcomes could also be ultimately used in creating regulatory and administrative guidelines for the safe operations of small mobile robots in construction. [ABSTRACT FROM AUTHOR]

• The electronic logging device (ELD) system allowed research on a new safety system. • Four themes tied into cultural aspects were identified, indicating a safety culture existed. • The data suggested the ELD influenced both positive and negative safety behaviors. • Influence links connecting safety culture, safety climate, and safety behaviors were documented. Introduction: This paper examines the safety relationships between safety culture, safety influences, safety climate, and safety outcomes for long-haul truck drivers. The relationships focus on the intersection of the electronic logging device (ELD) technology, regulations, and truck drivers that fall into the lone-worker category. Results: Through research questions, links between safety culture and safety climate were established with links between the layers. Conclusions: The implementation of the ELD system was associated with safety outcomes. [ABSTRACT FROM AUTHOR]

• Investigated vulnerable roadway users' safety perceptions on road sharing with AVs. • Analyzed the survey responses of pedestrians and bicyclists in Pittsburgh, Pennsylvania, collected by Bike Pittsburgh (Bike PGH) in 2017 and 2019. • Non-parametric tests were applied to compare the safety perceptions of pedestrians and bicyclists across different characteristics, experiences, and attitudes. • An ordered probit model was estimated to better understand the factors influencing safety perceptions regarding road sharing with AVs. • Higher exposures to AVs are associated with improved safety perceptions. • Respondents with a stricter attitude towards AV regulations perceive road sharing with AVs as less safe. Introduction : The operation of autonomous vehicles (AVs) on public roadways affects the safety of vulnerable roadway users, such as pedestrians and bicyclists. This research contributes to the literature by investigating vulnerable roadway users' safety perceptions on road sharing with AVs. Method : This study analyzed the survey responses of pedestrians and bicyclists in Pittsburgh, Pennsylvania, collected by Bike Pittsburgh (Bike PGH) in 2017 and 2019. First, this study investigates how pedestrians and bicyclists perceive safety regarding road sharing with AVs. Second, the study examines how the safety perceptions of pedestrians and bicyclists regarding AVs might be changing over time. Non-parametric tests were applied to compare the safety perceptions of pedestrians and bicyclists across different characteristics, experiences, and attitudes, considering the ordinal nature of the AV safety perception data. An ordered probit model was estimated to better understand the factors influencing safety perceptions regarding road sharing with AVs. Results: The study findings suggest that higher exposures to AVs are associated with improved safety perceptions. In addition, respondents with a stricter attitude toward AV regulations perceive road sharing with AVs as less safe. Respondents whose opinion regarding AVs did not worsen due to the pedestrian/bicyclist involved AV accident in Arizona have higher safety perceptions. Practical Applications: Policymakers can use the findings of this study in developing guidelines to ensure safe road sharing and develop strategies to sustain active transportation usage in the future AV era. [ABSTRACT FROM AUTHOR]

• The first large-scale e-scooter naturalistic driving study. • Addresses an urgent need to evaluate the risk factors associated with e-scooters. • Infrastructure factors were the most prevalent precipitating factors for e-scooter crashes. Introduction: Shared dockless electric scooters (e-scooters) are a popular shared mobility service providing an accessible last-mile transportation option in urban and campus environments. However, city and campus stakeholders may hesitate to introduce these scooters due to safety concerns. While prior e-scooter safety studies have collected injury data from hospitals or riding data under controlled or naturalistic conditions, these datasets are limited and did not identify risk factors associated with e-scooter riding safety. To address this gap in e-scooter safety research, this study collected the largest naturalistic e-scooter dataset to date and quantified the safety risks associated with behavioral, infrastructure, and environmental factors. Method: A fleet of 200 e-scooters was deployed on Virginia Tech's campus in Blacksburg, VA for a 6-month period. Fifty were equipped with a unique onboard data acquisition system, using sensors and video to capture e-scooter trips in their entirety. The resulting dataset consisted of 3,500 hours of data spanning over 8,500 trips. Algorithms were developed to identify safety critical events (SCEs) in the dataset and analyses were conducted to determine the prevalence of various SCE risk factors and associated odds ratios. Results: Results from this study indicate that infrastructure-related factors, behavior of e-scooter riders and other actors, and environmental factors all contributed to the SCE risk for e-scooter riders in Virginia Tech's pedestrian-dense campus environment. Conclusions: To help mitigate unsafe rider behavior, educational outreach programs should quantify the significant risks associated with infrastructure, behavioral, and environmental risk factors and provide clear recommendations to riders. Improved infrastructure maintenance and design may also improve safety for e-scooter riders. Practical Applications: The infrastructure, behavioral, and environmental risk factors quantified in this study can be applied by e-scooter service providers, municipalities, and campus administrators to develop mitigation strategies to reduce the safety risks associated with e-scooter deployments in the future. [ABSTRACT FROM AUTHOR]

About NOIRS: The National Occupational Injury Research Symposium (NOIRS) is the only conference solely dedicated to occupational injury research and prevention. The 8th NOIRS, sponsored by the National Institute for Occupational Safety and Health (NIOSH) and several partners, was held on May 10–12, 2022. NOIRS was held entirely virtually in response to concerns of the COVID-19 pandemic and honoring the symposium theme "Preventing Workplace Injuries in a Changing World." About this Special Issue: The intent of this issue is to highlight the breadth of high-quality presentations at NOIRS, and to make them available to those who did not participate in the conference. This issue includes three short communication articles and nine research articles. Featured research articles in this special issue span a wide variety of methods, data sources, and worker populations. They address leading and emerging causes and contributors to occupational injury in a range of industries and occupations. Concluding Remarks: We hope that this special issue provides readers with a view into some of the research presented at the 2022 NOIRS. We also hope the articles are useful for research and practice, and thinking toward the future. [ABSTRACT FROM AUTHOR]

• We investigated the relationship between general transformational leadership (GTL) and safety-specific transformational leadership (SSTL). • Measurement models show that GTL and SSTL are distinct albeit highly correlated constructs. • We use paradox theory to argue for "either-or" and "both-and" mindsets in considering the relationship between safety and performance. • Perceived safety concern in the work environment helps to distinguish GTL and SSTL. Introduction: Research exploring the relationship between transformational leadership and safety has used transformational leadership in context-free (e.g., "general transformational leadership," or GTL) and context-specific forms (e.g., "safety-specific transformational leadership," or SSTL), assuming these constructs are theoretically and empirically equivalent. In this paper, a paradox theory is drawn on (Schad, Lewis, Raisch, & Smith, 2016; Smith & Lewis, 2011) to reconcile the relationship between these two forms of transformational leadership and safety. Method: This is done by: (a) investigating whether GTL and SSTL are empirically distinguishable; (b) testing the relative importance of GTL and SSTL in explaining variance in context-free work outcomes (i.e., in-role performance, organizational citizenship behaviors) and context-specific (i.e., safety compliance, safety participation); and (c) examining the extent to which perceived safety concern in the work environment renders GTL and SSTL distinguishable. Results: Two studies (one cross-sectional, one short-term longitudinal) show that GTL and SSTL are psychometrically distinct albeit highly correlated. Furthermore, SSTL explained statistically more variance than GTL in both safety participation and organizational citizenship behaviors, whereas GTL explained more variance in in-role performance than did SSTL. However, GTL and SSTL were only distinguishable in low-concern contexts but not high-concern contexts. Conclusions and Practical Applications: These findings challenge the "either-or" (vs "both-and") approach to considering safety and performance, cautioning researchers to consider nuanced differences in context-free and context-specific forms of leadership and to avoid further proliferation of often redundant context-specific operationalizations of leadership. [ABSTRACT FROM AUTHOR]

• Injury on off-highway vehicles is a significant problem. • We apply the Theory of Planned Behavior to off-highway vehicle risk behaviors. • Behavioral intention to engage in four common risk scenarios was predicted. • Perceived behavioral control and attitudes are consistently significant predictors. Introduction : Hundreds of adults are killed or injured each year while operating off-highway vehicles. Four common risk-taking behaviors were identified on off-highway vehicles in the literature and examined intention to engage in such behaviors within the context of the Theory of Planned Behavior. Method: One hundred and sixty-one adults completed measures of experience on off-highway vehicles and injury exposure followed by a self-report created according to the predictive structure of the Theory of Planned Behavior. Behavioral intentions to engage in the four common injury risk behaviors on off-highway vehicles were predicted. Results : Similar to research on other risk behaviors, perceived behavioral control and attitudes emerged as consistently significant predictors. Subjective norms, the number of vehicles operated, and injury exposure showed varying relationships to the four injury risk behaviors. Results are discussed in the context of similar studies, intrapersonal predictors of injury risk behaviors, and with regard to implications for injury prevention efforts. [ABSTRACT FROM AUTHOR]

• A preliminary conceptual framework of normalization of deviance is proposed. • Normalization of deviance appears dependent on the initial normalization of risk. • Impact of organizational factors on normalization of deviance development is shown. • Future research into risk normalization is proposed. Introduction: The concept of normalization of deviance describes the gradual acceptance of deviant observations and practices. It is founded upon the gradual desensitization to risk experienced by individuals or groups who recurrently deviate from standard operating procedures without encountering negative consequences. Since its inception, normalization of deviance has seen extensive, but segmented, application across numerous high-risk industrial contexts. The current paper describes a systematic review of the existing literature on the topic of normalization of deviance within high-risk industrial settings. Method : Four major databases were searched in order to identify relevant academic literature, with 33 academic papers meeting all inclusion criteria. Directed content analysis was used to analyze the texts. Results: Based on the review, an initial conceptual framework was developed to encapsulate identified themes and their interactions; key themes linked to the normalization of deviance included risk normalization, production pressure, culture, and a lack of negative consequences. Conclusions: While preliminary, the present framework offers relevant insights into the phenomenon that may help guide future analysis using primary data sources and aid in the development of intervention methods. Practical Applications: Normalization of deviance is an insidious phenomenon that has been noted in several high-profile disasters across a variety of industrial settings. A number of organizational factors allow for and/or propagate this process, and as such, the phenomenon should be considered as an aspect of safety evaluations and interventions. [ABSTRACT FROM AUTHOR]

• Consensus that automated driving systems require a whole-of life approach to safety. • Support for allowing automated driving systems to adapt within approved boundaries. • Mixed views on requiring human oversight of system changes enabled by machine learning. • Regulators will be challenged by the capabilities needed to assure ADS safety. Introduction: Automated Driving Systems (ADSs) present significant unresolved challenges for traditional safety assurance frameworks. These frameworks did not envisage, nor readily support, automated driving without the active involvement of a human driver, or support safety-critical systems using Machine Learning (ML) to modify their driving functionality during in-service operation. Method: An in-depth qualitative interview study was conducted as part of a broader research project on safety assurance of ADSs that can adapt using ML. The objective was to capture and analyze feedback from leading global experts, from both regulatory and industry stakeholders, with the key objectives of identifying themes that could assist with the development of a safety assurance framework for ADSs, and providing a sense of the level of support and feasibility for various safety assurance concepts relevant to ADSs. Results: Ten themes were identified from an analysis of the interview data. Several themes support a whole-of-life safety assurance approach for ADSs, with strong support for ADS developers to be required to produce a Safety Case, and for ADS operators to maintain a Safety Management Plan throughout an ADSs operational life. There was also strong support for in-service ML-enabled changes to be allowed within pre-approved system boundaries, although there were mixed views on whether human oversight of such changes should be required. Across all themes identified, there was support for progressing reform within current regulatory frameworks, without requiring wholesale changes to current frameworks. The feasibility of some themes was identified as presenting challenges, particularly with the ability for regulators to develop and maintain an appropriate level of knowledge, capability and capacity, and with the ability to effectively articulate and pre-approve boundaries within which in-service changes can occur without additional regulatory approval. Conclusions : Further research on the individual themes and findings would be beneficial to support more informed reform decisions. [ABSTRACT FROM AUTHOR]

• Behavior-based approaches to workplace safety may provide a new avenue for improving psychosocial safety outcomes in high-risk occupations • Psychosocial Safety Behavior (PSB) is a novel construct emerging in the occupational health and safety research literature • A scoping review of emerging evidence provides a summary of research to date and recommendations for the translation of PSB findings in future workplace psychosocial safety research Introduction: In an era of workplace safety where psychosocial risks are widely recognized as occupational hazards, emerging research has sought to clarify the impact of these risks and the requisite interventions for improving psychosocial safety climate and reducing psychological injury risk. Method: The construct of psychosocial safety behavior (PSB) provides a novel framework for emerging research that seeks to apply a behavior-based safety approach to workplace psychosocial risks across several high-risk industries. This scoping review aims to provide a synthesis of existing literature on PSB, including its development as a construct and application in workplace safety interventions to date. Results: Although a limited number of studies of PSB were identified, the findings of this review provide evidence for growing cross-sector applications of behaviorally-focused approaches to improving workplace psychosocial safety. In addition, the identification of a broad spectrum of terminology surrounding the construct of PSB provides evidence of key theoretical and empirical gaps, with implications for future intervention-based research to address emerging areas of focus. [ABSTRACT FROM AUTHOR]

Introduction : Bicycling plays an important role as a major non-motorized travel mode in many urban areas. While increasingly serving as a key part of an integrated transportation demand management system and a sustainable mobility option, interest in biking as an active transportation mode has been unfortunately accompanied by an increase in the number of bike crashes, many with incapacitating injuries or fatal outcomes. Thus, to improve bicycling safety it is crucial to understand the critical factors that influence severe bicyclist crash outcomes, and to identify and prioritize policies and actions to mitigate these risks. Method : The study reported herein was conducted with this objective in mind. Our approach involves the use of classification models (logistic regression, decision tree and random forest), as well as techniques for treating unbalanced data by under sampling, oversampling, and weighted cost sensitivity (CS) learning, applied to bike crash data from the State of Tennessee's two largest urban areas, Nashville and Memphis. Results : The results indicate that random forest with weighted CS offers the potential for greater explanatory accuracy, an important observation given the paucity of efforts to date in applying random forest to bike safety studies. Inadequate lighting conditions, crashes on roadways, speed limits, average annual daily traffic, number of lanes, and weekends are the critical features identified. Conclusion : Based on these results, a series of specific, suggested policy changes are presented for implementation consideration. Practical Applications : There is existing guidance in FHWA Lighting Handbook and TDOT's Roadway Design Guidelines that spell out some engineering design solutions like lighting provisions, bicycle facility design, and traffic calming measures. These measures may alleviate the identified key features impacting fatal and incapacitating bicycle injuries. Further research should be conducted to gauge the efficacy of the solutions suggested. [ABSTRACT FROM AUTHOR]

• This paper critically reviews the extant research on young worker safety. • We reconcile the inconsistent definitions used in young worker safety research. • Safety campaigns and safety training should consider interactions among young workers' age, gender, minority status, and job characteristics. Introduction: Research on young worker safety often relies on inconsistent definitions of young workers and poorly delineated indicators of occupational safety. This review aims to reconcile these fundamental issues by critically integrating research across disciplines and providing clear directions for future research on young worker safety. Method: We critically review the extant research on young worker safety. Results: We first reconcile the inconsistent definitions of young workers and specify the indicators of occupational safety used in young worker safety research. We next describe the prevalence of workplace injuries and population-level predictors of these injuries among young workers and then outline other factors that increase young workers' susceptibility to workplace injuries. Finally, we discuss the convergence of many of these issues on family farms—a context commonly studied in young worker safety research. Conclusions: Clearer definitions of young workers and indicators of occupational safety can improve the interpretation and comparability of extant research findings. Furthermore, the prevalence of workplace injuries and population-level predictors of injury among young workers are subject to the interactions among age, gender, minority status, and job characteristics. Other factors that increase young workers' susceptibility to injury include young workers' responses to hazardous work, individual differences stemming from young workers' biological and psychological development, managerial attitudes about young workers, and the limited safety training young workers are thus provided, the types of work that young workers typically perform, and the range of social influences on young workers. Practical Applications: Safety campaigns and safety training should consider interactions among young workers' age, gender, minority status, and job characteristics, rather than considering these features independently. [ABSTRACT FROM AUTHOR]

• Empirical analysis reveals tensions between nuclear safety and security practices. • To a large extent, tensions are rooted in three paradoxes. • Safety and security tensions can be generative for the organization. • Tension venues can act as reflective spaces to unveil and address tensions. • Effective safety-security articulation should allow for tension venues. While safety in high-risk organizations has been high on the agenda for multiple decades, these organizations are now increasingly concerned about security threats. In light of this, academics and institutions have set forth the vision of a synergistic integration of safety and security, warranted by their common goal to protect people and the environment. However, it is not always clear how this vision should be enacted on the work floor. While safety and security policies share some elements, recent studies point out that their practical enactments may diverge and lead to potential tensions. Methods: Using an empirically grounded inquiry within a nuclear research center, this paper analyzes how safety and security practices interact. Our analysis reveals that, while they contain similar management frameworks and practical means, safety and security interactions are also characterized by various tensions. Mobilizing paradox theory, we highlight how these tensions are (to a large extent) rooted in three underlying paradoxes: distrust vs trust; transparency vs confidentiality; and movement enablement vs movement restriction. Practical Applications: We discuss the practical implications of these findings and, based on these, we argue that an integrated approach to safety and security should, rather than sideline tensions, promote the creation of 'tension venues.' Such tension venues offer spaces for reflection, and as such would enable the co-creation of innovative measures to articulate safety and security. [ABSTRACT FROM AUTHOR]

• Overall, Carmel's roundabout program reduced injury crashes by 47% • The effects were strongest at double-teardrop roundabouts. • Double-teardrop roundabouts reduced injury crashes by 84% and total crashes by 63% • Single-lane roundabouts decreased 51% in total crashes and 50% in PDO crashes. • Double-teardrop roundabouts are recommended to install at interchange terminals. Introduction: Roundabouts are a proven safety countermeasure for intersection safety. This study examined the safety effects of roundabout conversions in Carmel, Indiana, also known as the "Roundabout City." Doing so is of particular interest because Carmel has a high density of roundabouts and its drivers understand their effectiveness and are familiar with navigating them. This study also adds to the current state of knowledge about innovative double-teardrop roundabouts (i.e., linked roundabouts with teardrop-shaped central islands). Method: Negative binomial models accounting for correlation within site pairs were applied to evaluate the safety effects of converting conventional intersections to roundabouts on total crashes, injury crashes, and property-damage-only (PDO) crashes between study sites and control sites for different roundabout types (single-lane, multi-lane, and double-teardrop). We compared crash data from a 2-year period before the installation of the roundabouts with the 2-year period after the conversions. Results: Injury crashes were 47% lower than what would have been expected without the roundabout conversions. The effects were strongest at the double-teardrop roundabouts, where injury crashes were significantly reduced by 84% and total crashes by 63%. Single-lane roundabouts experienced significant decreases of 51% in total crashes and 50% in PDO crashes (and a nonsignificant decrease of 50% in injury crashes). Multi-lane roundabouts were associated with increases in total and PDO crashes but a 15% decrease in injury crashes, though all were nonsignificant. Conclusions: Overall, the City of Carmel's roundabout program is associated with reductions in injury crashes, which indicates improvements to safety. Single-lane and double-teardrop roundabouts are associated with improvements in the occurrence and severity of crashes. Practical Applications: Double-teardrop roundabouts should be considered for installation at interchange terminals to improve highway safety. [ABSTRACT FROM AUTHOR]

• We summarize insights from developing six industry-specific safety climate scales. • Safety climate has been inconsistently operationalized and specific issues are identified. • The conceptualization of safety climate dimensions differs within industries. • Best practice guidelines to develop robust safety climate scales are offered. Introduction: Researchers are finding merits in utilizing industry-specific safety climate scales that capture the nuances of context, and tend to show stronger associations with safety behavior and outcomes like incidents. Yet, to date, guidance around the practicalities of developing and validating such industry-specific scales is lacking in the safety science literature. Method: In this paper we outline our experiences developing six industry-specific safety climate scales and highlight strengths and limitations of our approach. We also briefly review the industry-specific safety climate literature and offer highlights for consideration when developing such scales. Our method to develop industry-specific safety climate scales followed an established best practice structure: literature review of existing published industry scales, collation and review of existing scale items, consultation interviews with industry experts, item drafting, exploratory and confirmatory statistical analyses, and finally, a real-world ecological validity test. Results: Our research highlighted the diversity of safety climate dimensions (both the conceptual and content domains of each dimension) when it is considered at an industry level. Also, the literature reviews revealed a dearth of industry-specific safety climate scales in the areas we engaged with, so our project filled a glaring gap in research and practice. Best practice safety climate scale development methods are provided to stimulate further research. Conclusions: We conclude with reflections on the nature of safety climate within and across industries, and offer suggestions for future lines of research across other contexts (e.g., national culture, geography, and regulatory settings). We suggest that industry-specific safety climate scales have a specific use case, such as identifying specific areas to improve and evaluating the impact of safety interventions. Practical Applications: This article provides applications for both applied researchers (to improve capabilities in safety climate scale development) and practitioners who wish to measure organisational safety climate and design effective interventions. Engaging with regulators to build safety climate scales is powerful because their personnel have rich experiences to share across multiple workplaces. Organisational researchers can engage with survey panels to build robust scales. Finally, industry-specific nuances can lead to richer insights into an organisation's safety climate. [ABSTRACT FROM AUTHOR]

• Rational persuasion (RP) and legitimating (LGT) were the most frequently used. • Pressure and personal appeals were the least frequently used tactics. • RP was the most effective tactic; LGT was less effective in influencing managers. • Knowledge, interpersonal skills, and experience enabled influence. • Organizational culture, leadership styles, and safety beliefs impede influence. Introduction: The ability to influence upwards and gain management commitment has been identified as an essential capability for safety professionals, yet little is known about managers' perceptions of their subordinates use and effectiveness of influence tactics. This study utilizes intra-organizational influence theory to explore how safety professionals influence managers who are making important safety decisions. Method: Survey data were collected from managers (n = 145) on influence tactics used by safety professionals, perceived outcomes, and factors that promote and impede influence. Survey data from a previous study of safety professionals (n = 385) were used to compare the differences in perceptions between the two groups. Results: Managers perceive that the use of influence tactics provides explanation for safety professionals' effectiveness, with rational persuasion being positively associated with influencing effectiveness, and personal appeals and legitimating being negatively associated with effectiveness. Certain factors (i.e., knowledge, understanding organizational context, interpersonal skills, and experience) were more frequently perceived by managers to enable influence, while others were more frequently reported as barriers (i.e., organizational culture, safety beliefs, and leadership styles of managers). Managers and safety professionals agreed on many of these findings, although safety professionals reported a broader range of tactics as being effective than did managers. Conclusions: This study provides important contributions to understanding the upward influence behavior of safety professionals, and to our knowledge is the first study to report this behavior from the perspective of managers. Practical Applications: These findings may prompt safety professionals to reflect on current tactic usage and associated efficacy from managers' perspectives. Safety professionals should also consider the culture of the organization, safety beliefs, and the leadership style of managers prior to influencing, as these factors may negatively impact influencing outcomes. Developing knowledge and skills in both technical and non-technical domains may enhance the strategic influence of safety professionals. [ABSTRACT FROM AUTHOR]

• All-Terrain Vehicles (ATVs) are linked to farming fatalities and injuries every year. However, despite evidence that wearing a helmet reduces the risk of serious injury, few farmers wear them. • This study assessed farmer attitudes to ATV helmets using the Michie COM-B model. • Participants reported a range of barriers to helmet wearing including the perception that helmets could interfere with work activities, social stigma and perceived exemption from harm. • Key interventions are suggested using the Michie behaviour change wheel, including modelling, raising awareness and training. All-Terrain Vehicles (ATV) are a popular piece of farming machinery but are linked to many fatalities and injuries every year. Despite evidence that ATV helmets reduce the risk of serious or fatal injury, research suggests that few farmers wear them. The aim of this study was to explore farmer attitudes toward ATV helmets, using the COM-B model as a framework to identify key barriers and enablers of helmet use and suggest potential interventions to increase helmet use in agriculture. Methods : A mixed-methods online survey featuring quantitative and qualitative questions was used to explore key attitudinal factors relevant to farmer helmet wearing. A total of 211 UK and Irish farmers were recruited, including farm owners, managers, workers, and contractors. Results : Personal exemption from risk, emotional benefits, cognitive barriers, and guideline prompts were all found to be significant predictors of farmer helmet wearing. Key categories within the qualitative data indicated that helmet properties, risk perception, farming culture, and the farming environment could all function as barriers to helmet wearing. Suggested enablers of helmet use included increasing helmet availability and enhancing awareness of the consequences of ATV accidents. Conclusions : The key barriers and enablers presented within this paper highlight the relevance of capability (helmet design, time pressure), opportunity (social norms), and motivation (perceived control of risk) when considering farmer helmet wearing behaviors. In order to encourage farmers to wear helmets it will be necessary to design specific interventions using the behavior change wheel. Practical applications : Key interventions to prompt helmet use include the inclusion of more cues to prompt helmet wearing (e.g., stickers on the ATV), enhanced training and education, and modelling (e.g., key farming figures shown to wear helmets in the media). [ABSTRACT FROM AUTHOR]

• The majority of naval military incidents are attributable to human factors. • The first ever safety climate measure for the Naval Forces is developed, comprised of three factors. • The safety climate measure is validated in a study of 30 warships and 4,042 sailors. • Positive work environment and operational compliance are linked to fewer accidents. • Perceptions of ample organizational resources are related to higher number of accidents. Introduction: Safety climate is a critical human factor that can increase safety-related behaviors and reduce accidents. This research reports on a three-phase program of development and validation of a safety climate survey tool initiated by U.S. Naval Surface Forces after numerous accidents and near misses. Method: The initial survey was administered to 4,042 sailors aboard 30 warships, and factor analysis supported a three-factor measure of a safety climate composed of operational compliance, positive work environment, and organizational resources. The predictive validity of the newly developed safety climate measure was tested against the number of accidents reported in the 12 months after the safety climate survey. Results : This analysis revealed that a positive work environment and operational compliance were linked to fewer accidents; surprisingly, organizational resources were linked to more accidents. Implications for future research on safety climate and occupational safety are discussed. [ABSTRACT FROM AUTHOR]

• Qualitative research examines safety rewarding in high-risk industries. • Rewarding practices on 8 sites across 3 countries are being discussed. • Employee rewarding preferences are derived from 41 semi-structured interviews. • Symbolic recognition and care by the company is important to employees. Introduction: This article examines employers' practices and employees' experiences of incentive programmes that aim to encourage and reward safe behavior in high-risk industries, focusing particularly on the oil and gas sector. Little qualitative research has been carried out that explores how employees would like to be recogniz ed and rewarded within such programs in the oil and gas sector and why, and what their understandings of safety and rewarding are. Method: Drawing on 41 semi-structured interviews and observation research across eight sites in three countries, we examine safety incentivization practices, preferences, and understandings. The use of Hazard Identification cards is also being discussed. Results: One of our findings is that, contrary to the assumptions of managers and supervisors that material awards are particularly motivational, many employees preferred symbolic recognition, care by the company, the provision of training and professional development, and investment into improving their wellbeing. We also identify a preference for collective recognition over individual rewards and discuss the values of certificates. Conclusions: We conclude that rewarding practices of large multinational companies should become more responsive to the individual wishes of employees and their specific socio-economic contexts and highlight the importance of employee involvement in reward programs. [ABSTRACT FROM AUTHOR]

• International synthesis on potential parameters influencing the RRGC performance has been carried out. • Road user behavior, safety, and operational impacts are found to be the crucial parameters affecting the performance of RRGC. • Road user behavior was found to be a prime determinant of the effectiveness of the protection system and governing the safety-related aspect of RRGCs. • Violation and dilemma zone at the RRGC were found to be significantly influenced by road user behavior. • Seven research gaps to improve the performance of RRGC have been identified. Introduction: Railroad grade crossings (RRGCs) have emerged as critical transportation infrastructures from the point of safety and operational aspects because two modes of transportation intermingle at the intersecting zone; the understanding of safety and traffic operation at RRGC is of prime concern while planning and designing this transportation facility. Method: In this context, this work tries to comprehend RRGC performance-related parameters from published literature and figure out critical gaps. An international synthesis on the identified potential parameters influencing the RRGC performance (i.e., safety, driver behavior, and operational impact) was carried out by critically reviewing the articles published worldwide. Furthermore, key findings, used variables, analysis methods, research gaps, and recommendations were studied. Results: The review revealed that many researchers had explored the driver behavior and safety aspect based on past crash data and violations prevailing at RRGC. However, little research has been done to evaluate the effect of highways' operational characteristics on the performance of RRGC. Moreover, limited investigation has been carried out to understand the dilemma of drivers and the proactive safety evaluation of pedestrians and non-motorized vehicles at RRGC. A total of seven critical research gaps concerning parameters are recognized, facilitating a clear agenda for further research pertaining to RRGC performance. [ABSTRACT FROM AUTHOR]

• Drivers found the advanced warning increased their awareness of the pedestrian. • Drivers were 1.79-2.44 and times more likely to stop for the pedestrian when warned. • Age, time of day, and warning message all had significant impacts on behavior. Introduction: Using connected vehicle technologies, pedestrian to vehicle (P2V) communication applications can be installed on smart devices allowing pedestrians to communicate with drivers by broadcasting discrete safety messages, received by drivers in-vehicle, as an alternative to expensive fixed-location physical safety infrastructure. Method: This study consists of designing, developing, and deploying an entirely cyber-physical P2V communication system within the cellular vehicle to everything (C-V2X) environment at a mid-block crosswalk to analyze drivers' reactions to in-vehicle advanced warning messages, the impacts of the advanced warning messages on driver awareness, and drivers' acceptance of this technology. Results: In testing human subjects with, and without, advanced warning messages upon approaching a mid-block crosswalk, driver reaction, acceptance, speed, eye tracking data, and demographic data were collected. Through an odds ratio comparison, it was found that drivers were at least 2.44 times more likely to stop for the pedestrian with the warning than without during the day, and at least 1.79 times more likely during the night. Furthermore, through binary logistic regression analysis, it was found that driver age, time of the day, and the presence of the advanced warning message all had strong, significant impacts with a confidence value of at least 98% (p < 0.02) on the rate at which drivers stopped for the pedestrian. Conclusions: The results from this study indicate that the advanced warning message sent within the C-V2X had a strong, positive impact on driver behavior and understanding of pedestrian intent. Practical Applications: Pedestrian crashes and fatality rates at mid-block crossings continue to increase over the years. Connected vehicle technology utilizing smart devices can be used as a means for communications between pedestrians and drivers to deliver safety messages. State and local city planners should consider geofencing designated mid-block crossings at which this technology operates to increase pedestrian safety and driver awareness. [ABSTRACT FROM AUTHOR]

• We investigated how individuals generate, share, and learn safety knowledge. • Members of a culinary and hospitality arts program were interviewed. • Safety knowledge was shared and learned via social and identity mechanisms. • Safety knowledge sharing relied on novices and experienced members interacting. • A deep, collective understanding of what safety meant was labeled "common sense". • Common sense is shared, developed via practice, and enables a professional identity. Introduction: This paper investigates how members of a culinary and hospitality arts program generate, share, and learn safety knowledge via social and identity mechanisms. Method: We conducted semi-structured interviews with 20 participants of varying roles and experience (i.e., students, culinary instructors, and restaurant chefs) in the culinary and hospitality arts program at a large polytechnic in western Canada. Results: The emergent themes from these interviews indicated that the circulation of safety knowledge relied on the interaction among individuals with various levels of experience, such that those who were more experienced in the culinary arts were able to share safety knowledge with novices, who had less experience. Comparing safety knowledge gleaned from within the school against that gleaned from within the industry highlighted differences between the construction of safety in the two contexts. Notably, many aspects of safety knowledge are not learned in school and those that are may not apply in the industry context. We found that safety knowledge was shared through informal means such as storytelling, a process that allowed members to come to a deep, collective understanding of what safety meant, which they often labeled "common sense." Conclusion: We found that safety knowledge was a currency through which participants achieved legitimacy, generated through continual practical accomplishment of the work in interaction with others. Practical Applications: Our findings provide novel insights into how safety knowledge is shared, and we discuss the implications of these findings for classroom, work-based learning, and other forms of curricula. [ABSTRACT FROM AUTHOR]

• Analysis of fatal nighttime pedestrian collisions 2002–2017 using FARS data. • Post-2009 fatality increase most strongly correlated with infrastructure factors. • Unmarked non-intersections saw 80.8% of additional fatalities and arterials 81.1%. • 40–45 mph roads (54.6% of additional); five-lane roads (40.7%); urban (99.7%). • SUVs involved in 39.7% of additional fatalities, overrepresenting fleet share. • Age of pedestrians killed increased more (18.1%) than the national average (3.2%). Introduction: Pedestrian fatalities in the United States increased 45.5% between 2009 and 2017. More than 85% of those additional pedestrian fatalities occurred at night. Method: We examine Fatality Analysis Reporting System (FARS) data for fatal pedestrian crashes that occurred in the dark between 2002 and 2017. Within-variable and before/after examinations of crashes in terms of infrastructure, user, vehicle, and situational characteristics are performed with one-way analysis of variance (ANOVA) and two-sample t -tests. We model changes in crash characteristic proportions between 2002–2009 and 2010–2017 using linear regressions and test for autocorrelation with Breusch-Godfrey tests. Results: The increase in fatal nighttime pedestrian crashes is most strongly correlated with infrastructure factors: non-intersection unmarked locations (saw 80.8% of additional fatalities); 40–45 mph roads (54.6%); five-lane roads (40.7%); urban (99.7%); and arterials (81.1%). In addition, SUVs were involved in 39.7% of additional fatalities, overrepresenting their share of the fleet. Increased pedestrian alcohol and drug involvement warrant further investigation. The age of pedestrians killed increased more (18.1%) than the national average (3.2%). Conclusions: By identifying factors related to the increase in nighttime pedestrian fatalities, this work constitutes a vital first step in making our streets safer for pedestrians. Practical Applications: More research is needed to understand the efficacy of different solutions, but this paper provides guidance for such future research. Engineering solutions such as road diets or traffic calming may be used to improve identified infrastructure issues by reducing vehicle speeds and road widths. Rethinking vehicle design, especially high front profiles, may improve vehicle issues. However, the problems giving rise to these pedestrian fatalities are likely a result of not only engineering issues but also interrelated social and political factors. Solutions may be correspondingly comprehensive, employing non-linear, systems-based approaches such as Safe Systems. [ABSTRACT FROM AUTHOR]

• This paper investigates the underlying factors that affect injury severity in the rollover crashes in North Carolina. • A random parameter logit approach with heterogeneity in means and variances is employed. • Instabilities and stabilities of factor effects are considered in different vehicle types and time periods. • Recommendations are provided to mitigate the injury severity based on research findings. Problem: The rollover crash is a serious crash type that often causes higher injury severities. Moreover, factors that contribute to the injury severities of rollover crashes may show instabilities in different vehicle types and time periods, which requires further investigations. This study utilizes the rollover crash data in North Carolina from Highway Safety Information System (HSIS) to study the effect instabilities of factors in vehicle type and time periods in rollover crashes. Methods: The injury severities of drivers are estimated using the random parameters logit (RPL) model with heterogeneity in means and variances. Available factors in HSIS have been categorized into three groups, which are drivers, road, and environment, respectively. This study also justifies the segmentations through transferability tests. The effects of identified significant factors are evaluated using marginal effects. Results: Factors such as FWP (farm, wood, and pasture areas), unhealthy physical condition, impaired physical condition, road adverse, and so forth have shown instabilities in marginal effects among vehicle types and time periods. Practical Applications: The finding of this research could provide important references for policy makers and automobile manufactures to help mitigate the injury severity of rollover crashes. [ABSTRACT FROM AUTHOR]

• We test when and how emotional intelligence (EI) affects safety performance (SP). • We use two-wave survey data collected from airplane pilots to test our hypotheses. • Training inadequacy strengthens the effect of EI on situational awareness (SA). • SA is more likely to mediate the EI–SP link as training inadequacy worsens. Introduction: Safety outcomes in the workplace require individual employees to perform (behave) safely in everyday duties. While the literature suggests that emotional management capabilities or traits can be positively related to individual performance in certain conditions, it is not clear how they can influence safety-related performance in high-risk work contexts. Drawing upon trait activation theory, this paper aims to examine when emotional intelligence (EI) benefits employees' safety performance. We propose that when employees receive inadequate safety training, EI is more likely to trigger their situational awareness and consequently promote their safety performance. Method: We collected time-lagged data from 133 full-time airplane pilots working in commercial aviation industry. Hierarchical moderated regression analysis was conducted to test the moderating effect of safety training inadequacy on the EI–situational awareness relationship. The moderated mediation model, which involves conditional indirect effects of EI on safety performance via situational awareness across different levels of safety training inadequacy, was tested using the PROCESS-based bootstrap confidence interval. Results: Safety training inadequacy negatively moderated the relationship between EI and situational awareness, such that EI was significantly related to situational awareness only when safety training inadequacy was more salient. The more inadequate safety training was, the greater the indirect effect of EI on safety performance via situational awareness was. Conclusions: Inadequate safety training, as a negative situational cue, can activate individuals' EI to drive their safety-related cognitions (e.g., situational awareness) and behaviors. Effective safety training may be able to complement employees' low EI in shaping their situational awareness and safety behaviors. Practical Applications : Aviation managers should monitor the adequacy and effectiveness of safety training; this could make pilots' situational awareness and safety performance depend less on personal attributes (e.g., EI), which organizations are less able to control. When training capacity is temporarily limited, priority might be given to those with low EI. [ABSTRACT FROM AUTHOR]

• A comparison between ISO2631-1:2008 and ISO2631-5:2018 standards is carried out. • The ability of those standards methods to provide reliable assessments is discussed. • It is proposed a methodology to assess the health risk probability of long-term exposition in HEV workers. • Assessment is given in terms of exposure years and range of vehicle speeds in HEV workers. Introduction: The appearance of musculoskeletal disorders (MDs) in professional drivers due to exposition to whole-body vibration (WBV) makes it relevant to assess this exposure. The European Directive 2002/44/EC has two methods to evaluate exposure to WBV (defined in ISO2631-1:2008). These methods evaluate the exposure associated with an 8-hour working day; however, MDs due to WBV could also be caused by accumulated exposure to vibrations over long term, and hence, the methods defined in the European directive may be limited in their ability to ensure the safety of workers exposed to WBV throughout their years of employment. Method: A detailed comparison and discussion of methods defined in the European Directive and the ISO2631-5:2018 was used as a starting point of the main results of this paper. On this basis, a new methodology for the management and organization of preventive measures is proposed to consider the assessment of ISO2631-5:2018 standard and the full working life of workers. Experimental data to assess exposure to WBV in heavy equipment vehicle (HEV) drivers under different road surface conditions and range of velocities were considered to illustrate the process of the proposed methodology. Results: The methods defined in the standards provide different assessments leading to a different possible consideration of safe operations when the risks associated with them may actually be high. The proposed methodology can be used with the aim of ensuring safety of workers throughout their working lives and providing an easy implementation of the calculations of ISO2631-5:2018 standard. Conclusions: A procedure to assess the health risk probability to which the HEV worker is exposed in terms of the exposure years and a different range of operational vehicle speeds is proposed and exemplified with a study case. Practical applications: This study provides a practical tool for the management of WBV exposure related to work-tasks in HEV drivers. Safety managers should consider the global exposition to WBV throughout their working life, and this research provides an easy tool to accomplish it. [ABSTRACT FROM AUTHOR]

• We compare car-involved scooter crashes and bicycle crashes using standard typology. • Scooter-crashes and bicycle-crashes share many common features. • Most crashes occur at intersections or driveways. • Most scooter and bicycle riders are local residents nearby home. • Scooter riders are more often tourist. • Most scooter crashes occur on the transition between the sidewalk and the roadway. Introduction: The market share of e-scooters in the United States has proliferated in cities: 86 million trips were made on shared e-scooters in 2019, a more than 100% increase compared to 2018. However, the interaction of e-scooters with other road users and infrastructure remains uncertain. Method: This study scrutinized 52 e-scooter and 79 bicycle police-reported crashes in Nashville, Tennessee, from April 2018 to April 2020 from the Tennessee Integrated Traffic Analysis Network (TITAN) database. We used descriptive analysis and a recent prototype version of the Pedestrian and Bicycle Crash Analysis Tool (PBCAT) to classify crashes based on the locations of the crashes relative to roadway segments or intersections, as well as the maneuver of the motor vehicle and e-scooter/bicycle relative to the motor vehicle. Results: Two crash typologies can explain the majority of e-scooter crashes, while bicycle crashes are distributed over several crash typologies. Additionally, 1 in 10 e-scooter- and bicycle-motor vehicle crashes leads to the injury or fatality of the e-scooter rider or bicyclist. Furthermore, we noted statistically significant differences in spatial and temporal distribution, demographics, lighting conditions, and crash distance from home for e-scooter and bicycle crashes. Conclusions: The police crash report provides a comprehensive picture of e-scooter safety complementing existing literature. We found that e-scooter crash characteristics do not fully overlap with features of bicycle crashes. Practical Implications: A generalized engineering, education, and enforcement treatment to reduce and prevent e-scooter and bicycle crashes, injuries, and fatalities might not result in equal outcomes for each mode. More rigorous enforcement could be implemented to deter e-scooters riders under the age of 18 years and e-scooter safety campaigns could target female riders. [ABSTRACT FROM AUTHOR]

• Under current law, there is no universal helmet requirement for motorcyclists. • Our trauma center manages 20% of the motorcycle injuries in the State. • Helmeted riders sustained fewer head and neck injuries. • Non-helmeted riders sustained worse injuries, longer ICU hospitalization and more frequent need for mechanical ventilation. • Helmets provide a significant safety advantage in a large rural catchment. Introduction: Under current law in our rural state, there is no universal requirement for motorcyclists to wear helmets. Roughly 500 motorcycle crashes are reported by the state each year and only a fraction of those riders wear helmets. We sought to determine the difference in injury patterns and severity in helmeted versus non-helmeted riders. Methods: Retrospective review (2014–2018) of a single level 1 trauma center's registry was done for subjects admitted after a motorcycle collision. Demographic, injury and patient outcome data were collected. Patients were stratified by helmet use (n = 81), no helmet use (n = 144), and unknown helmet use (n = 194). Statistical analysis used Student's t -test or Pearson's χ 2 p -value ≤0.05 as significant. State Department of Transportation data registry for state level mortality and collision incidence over the same time period was also obtained. Results: Of the 2,022 state-reported motorcycle collisions, 419 individuals admitted to our trauma center were analyzed (21% capture). State-reported field fatality rate regardless of helmet use was 4%. Our inpatient mortality rate was 2% with no differences between helmet uses. Helmeted riders were found to have significantly fewer head and face injuries, higher GCS, lower face, neck, thorax and abdomen AIS, fewer required mechanical ventilation, shorter ICU length of stay, and had a greater number of upper extremity injuries and higher upper extremity AIS. Conclusions: Helmeted motorcyclists have fewer head, face, and cervical spine injuries, and lower injury severities: GCS and face, neck, thorax, abdomen AIS. Helmeted riders had significantly less mechanical ventilation requirement and shorter ICU stays. Non-helmeted riders sustained worse injuries. Practical Applications: Helmets provide safety and motorcycle riders have a 34-fold higher risk of death following a crash. Evaluating injury severities and patterns in motorcycle crash victims in a rural state with no helmet laws may provide insight into changing current legislation. [ABSTRACT FROM AUTHOR]

• Operational conditions predict injury more than individual characteristics. • Workplace design and type of production are the most important injury risk factors. • The results show that a favorable safety climate moderates injury risk. • Future studies need to address subgroups of farmers and exposure time. • Awareness is needed regards system factors and the farmer's managerial role. Introduction: This study addressed relative injury risk among Norwegian farmers, who are mostly self-employed and run small farm enterprises. The aim was to explore the relative importance of individual, enterprise, and work environment risks for occupational injury and to discuss the latent conditions for injuries using sociotechnical system theory. Method: Injury report and risk factors were collected through a survey among Norwegian farm owners in November 2012. The response rate was 40% (n = 2,967). Annual work hours were used to calculate injury rates within groups. Poisson regression using the log of hours worked as the offset variable allowed for the modeling of adjusted rate ratios for variables predictive of injury risk. Finally, safety climate measures were introduced to assess potential moderating effects on risk. Results: Results showed that the most important risk factors for injuries were the design of the workplace, type of production, and off-farm work hours. The main results remained unchanged when adding safety climate measures, but the measures moderated the injury risk for categories of predominant production and increased the risk for farmers working with family members and/or employees. An overall finding is how the risk factors were interrelated. Conclusions : The study identified large structural diversities within and between groups of farmers. The study drew attention to operating conditions rather than individual characteristics. The farmer's role (managerial responsibility) versus regulation and safety climate is important for discussions of injury risk. Practical Applications: We need to study sub-groups to understand how regulation and structural changes affect work conditions and management within different work systems, conditioned by production. It is important to encourage actors in the political-economic system to become involved in issues that were found to affect the safety of farmers. [ABSTRACT FROM AUTHOR]

• Main H&S engagement drivers were found to be safety focus, quality of communication and environment. • Workers were fundamentally, intrinsically self-motivated to keep themselves and others safe. • Personal protection and human empathy were workers' main values and that formed their identity. • Disagreement between managers' and workers' perception of safety impacted workers' H&S engagement. • Interventions to warrant workers' H&S engagement should ensure workers' being heard and taken seriously, part of decision-making processes, recognised and appreciated, and cared for by the company. Introduction: Engagement research - most often defined by a worker's psychological state of vigor, dedication, and absorption - pays little attention to production-line workers. This study therefore explores factors that drive workers' engagement with health and safety (H&S) in a production-line context as well as their perception of managerial influence Furthermore, the study adds to the body of research by exploring H&S engagement concepts through the use of qualitative research methods. Method: 38 semi-structured interviews were conducted and analyzed through template analysis to identify themes that promote and hinder engagement. Results: The main engagement drivers were found to be: (a) the displayed safety focus of the company in organizational and social aspects; (b) the quality of the communication approach with respect to quality, consistency and direction; and (c) the environment encompassing the relationship between workers and supervisors and peers as well as the psychological environment. Notably, a trusting relationship between supervisors and workers appeared to be the most influential driver in determining engaged H&S behavior. Discussion and impact in industry: The study highlights factors that could be adapted to improve engagement and consequently enhance H&S approaches. Originality: The study reported in this paper offers a unique insight into individual production workers' perceived drivers of H&S engagement using Qualitative Analysis. Practical applications: The study identified the important role that supervisors play in workers' H&S engagement levels and what skills they need to employ to enhance workers' engagement in general and in the context of H&S behavior and performance. Furthermore, the importance of psychological and sociological factors in safety approaches are highlighted and were found to be key for creating safer workplaces. [ABSTRACT FROM AUTHOR]

• Changed research method to exploratory providing population sample context. • Maintained sample anonymity by adding quantitative information about population. • Clarified sample population in more detail, while maintaining ethical practices. • Second author dropped; institutional requirement no longer necessary. • Clarified Vehicle Miles Traveled, de-emphasizing as a measure of efficacy. • Candidate fit de-emphasized to better present the qualitative results of the sample. • Emphasized Emotional Intelligence as variable supporting job and organizational fit. • Added exemplar reference to physical therapy education as potential corollary. • Added enumerated areas for improvement based on generated themes. • Clarified differences and similarities between managers and trainer perspectives. • Application and reference updates added supporting driver training literature. Introduction: An essential aspect of motorcycle rider education is how the instructor selection process impacts student learning, sometimes referred to as the human element, as it is a significant factor influencing curriculum success. Student and program achievements are partially contingent on instructors who understand the curriculum and facilitate student learning during instruction. Previous research on motorcycle rider education has emphasized a need for the examination of instructor selection and development, stating that quality education is reliant on instructors who are competent and qualified. Method: By applying an exploratory study method, state and military Motorcycle Safety Education Program Managers and Instructor Trainers were examined and compared through telephonic interviews to develop a greater understanding of instructor candidate selection criteria and vetting processes. Results: The results suggest that changes in instructor candidate selection systems may improve decisions about a candidate's job and organizational fit. Conclusions: Study conclusions indicate that use of multiple and thorough assessments to determine a candidate's motivation, social disposition, and emotional intelligence before preparation courses may better identify candidates and align potential job and organization fit within the discipline. Practical Application: Applications of the findings would include a standardized selection process with improved interviews and pre-course auditing, and candidate expectation management before the selection to attend preparation or certification courses. The efforts potentially decrease long-term costs and deficiencies when candidates have an inconsistent job or organizational fit, departing from organizations after short periods or by not providing consistent quality instruction to students. The study recommendations, when implemented, can improve most educational disciplines where instructors are selected for technical instructional positions where students risk injury or harm. [ABSTRACT FROM AUTHOR]

• We examine trends in distracted driving in Canada. • Analyses use survey data and reported roadway fatalities. • Percentage of Canadians talking and texting while driving is increasing. • Younger drivers and males are more likely to be distracted while driving. • The percentage of fatalities involved a distracted driver is increasing. Introduction: This study evaluates prevalence and trends in distracted driving in Canada based on multiple indicators collected from the Road Safety Monitor (RSM) and Canada's National Fatality Database maintained by the Traffic Injury Research Foundation (TIRF). Method: Data from the RSM on self-reported distracted driving behaviors were analyzed using multivariate techniques including logistic regression analysis in various years spanning from 2004 to 2019. Data from TIRF's National Fatality Database from 2000 to 2016 were also analyzed using piecewise regression analysis to evaluate trends and prevalence of driver distraction. Results: Significantly more Canadians reported talking on their phone hands-free or handheld phone while driving in 2019 compared to 2010. There was a 102% increase in the percentage that reported texting while driving in 2019 (9.7%) compared to 2010 (4.8%). For every 10-year increase in age, drivers were 44% less likely to text, 38% less likely to use a handheld phone, and 28% less likely to use a hands-free phone. Males were 62% more likely to use a handheld phone and 50% more likely to use a hands-free phone than females. Findings related to drivers' perceived danger of distracted driving and attitudes are also presented. Although the number of distraction-related fatalities has not increased substantially from 2000 to 2016, the percentage of all fatalities where distraction was a contributing factor has increased. Unlike drinking drivers, distracted drivers more often kill other road users in crashes than kill themselves. Conclusions: In conclusion, while most Canadians appear to understand that one of the high-risk forms of distracted driving (i.e., texting while driving) is indeed dangerous, there is a minority who are unaware of, or resistant to, this fact. Practical Applications: Enforcement activities and education initiatives to combat distracted driving ought to be tailored to the target audience based on the patterns uncovered. [ABSTRACT FROM AUTHOR]

• This paper is dedicated to vehicle-bicycle crash severity modeling. • The class-imbalanced issue in vehicle-bicycle crash severity analysis is handled with the imbalanced data resampling process. • To address the complexity of crash dataset, the learning-based feature extraction process is adopted in an iterative manner, such that the the most significant contributing factors to the severity of vehicle-bicycle crashes are determined and the trade-off between computation time and model performance is catered for. • The vehicle-bicycle crash dataset in this paper contains a large number of discrete variables. The gradient boosting algorithm is applied to handle the large number of categories and does not rely on strict statistical assumptions. • The impact of the most significant contributing factors on the severity of vehiclebicycle crashes are explained with the marginal effect analysis. • The result can provide some implications for policies and counter-measures for fatal and serious vehicle-bicycle crashes. Introduction: Although cycling is increasingly being promoted for transportation, the safety concern of bicyclists is one of the major impediments to their adoption. A thorough investigation on the contributing factors to fatalities and injuries involving bicyclist. Method: This paper designs an integrated data mining framework to determine the significant factors that contribute to the severity of vehicle-bicycle crashes based on the crash dataset of Victorian, Australia (2013–2018). The framework integrates imbalanced data resampling, learning-based feature extraction with gradient boosting algorithm and marginal effect analysis. The top 10 significant predictors of the severity of vehicle-bicycle crashes are extracted, which gives an area under ROC curve (AUC) value of 0.8236 and computing time as 37.8 s. Results: The findings provide insights for understanding and developing countermeasures or policy initiatives to reduce severe vehicle-bicycle crashes. [ABSTRACT FROM AUTHOR]

• An unacceptable number of safety hazards remain unrecognized in construction workplaces. • There is an insufficient understanding of why workers fail to recognize particular hazards. • Results show that workers are more likely to recognize hazards that impose relatively higher levels of safety risk. • Existing hazard recognition interventions can be improved based on the study findings. Introduction: Evidence from the global construction industry suggests that an unacceptable number of safety hazards remain unrecognized in construction workplaces. Unfortunately, there isn't a sufficient understanding of why particular safety hazards remain unrecognized. Such an understanding is important to address the issue of poor hazard recognition and develop remedial interventions. A recent exploratory effort provided anecdotal evidence that workers often fail to recognize safety hazards that are expected to impose relatively lower levels of safety risk. In other words, the research demonstrated that the underlying risk imposed by a safety hazard can affect whether a hazard will be recognized or not. Method: The presented research focused on empirically testing this preliminary finding. More specifically, the study tested the proposition that Construction workers are more likely to recognize safety hazards that impose higher levels of safety risk than those that impose relatively lower levels of safety risk. The research goals were accomplished through a number of steps. First, a set of 16 construction case images depicting a variety of construction operations that included a number of known safety hazards was presented to a panel of four construction safety experts. The experts were tasked with examining each of the known safety hazards and providing a rating of the relative safety risk that the individual hazards impose. Having obtained an estimate of the underlying safety risk, a hazard recognition activity was administered to 287 workers recruited from 57 construction workplaces in the United States. The hazard recognition activity involved the examination of a random sample of two construction case images that were previously examined by the expert panel and reporting relevant safety hazards. Results: The results of the study provided support for the proposition that workers are more likely to recognize hazards that impose relatively higher levels of safety risk. Practical Applications: The findings of the study can be leveraged to improve existing hazard recognition methods and develop more robust interventions to address the issue of poor hazard recognition levels. [ABSTRACT FROM AUTHOR]

• Previous research has explored the personality-safety relationship, but has experienced inconsistent findings. Inconsistent findings may be attributable to contextual factors. • Research findings in the current study indicate that, with the exception of extraversion, relationships between all FFM personality traits and safety behavior were mediated by safety motivation. This helps to explain how personality translates into safety behavior. • The relationship between conscientiousness and safety behavior was weaker at higher levels of situation strength (as measured by safety climate perceptions). • Aside from conscientiousness, no relationships between FFM traits and safety behavior were made weaker by higher situation strength or safety climate perceptions. In fact, some relationships were magnified at higher levels of situation strength (as measured by safety climate perceptions). • Results indicate that many FFM traits are consistent predictors of safety behavior regardless of situational/contextual factors of the work environment. Introduction: Though previous research has linked personality and workplace safety, results have been inconsistent. Aims of the present study were to understand when and how personality factors predict safety performance. Methods: With 492 working adults, a moderated mediation model was tested whereby the relationship between personality and safety behavior was mediated by safety motivation and moderated by situation strength (i.e., safety climate perceptions). Results: Findings indicate that, aside from extraversion, safety motivation mediated all relationships between FFM personality traits and safety behavior. The mediated relationship between conscientiousness and safety motivation was attenuated by safety climate perceptions. However, relationships between all other personality traits and safety motivation, and ultimately safety behavior, remained consistent or, in the case of extraversion, was augmented at higher levels of safety climate perceptions. Conclusion: Results demonstrate an empirical basis for how and when personality translates into safety behavior at work. Additionally, findings provide a theoretical explanation for the mixed results among previous studies of personality's relationship with safety outcomes. Implications are discussed for employee selection and training practices in safety-intensive industries. [ABSTRACT FROM AUTHOR]

• Autonomous systems function reliably and effectively, but are workers protected? • Human involvement will become more critical, leading to skill-decay incidents. • Errors drive us to automated solutions, leading to potential impact on worker safety • Adaptive automation addresses engagement questions essential to system performance. [ABSTRACT FROM AUTHOR]

• Over 99% of drivers have at least one occurrence of speeding 10 mph above the PSL. • Around 10% of all drivers averaged zero higher-speed SEs per trip. • Around 37% of all drivers averaged less than 1 SE per 10 trips. • Only 9% of all drivers averaged more than one SE per trip. • Average maximum speeds ranged between 12 mph to 15 mph above the PSL. • Younger driver group showed the highest ratio of speeding episodes to trips. Problem: Speeding-related crashes continue to be a serious problem in the United States. According to the National Highway Traffic Safety Administration, 26% of all fatal crashes in 2017 had speeding as a contributing factor. Method: Vehicle speed data recorded during the Strategic Highway Research Program 2 (SHRP 2) Naturalistic Driving Study were analyzed to identify the frequency of speeding episodes. Up to 100 trips were sampled from 2,910 individual drivers aged 16–64. Vehicle speed data from individual trips were parsed into continuous speeding episodes (SEs) and Free-Flow Episodes (FFEs), which approximated opportunities to speed. Results & Discussion: Driving 10 mph above the posted speed limit (PSL) was common, and 99.8% of drivers had at least one occurrence SE within their trip sample, yielding an average of 2.75 SEs per trip (623,202 SEs in total). The analysis focused on a subset of higher-speed SEs in which the vehicle reached speeds of at least 15 mph above the PSL during the SE (71,113 SEs in total). Average maximum speeds for most higher-speed SEs ranged between 12 mph to 15 mph above the PSL, and most also lasted less than 2 min. Most drivers spent less than 5% of the FFE time speeding, and only a small number of drivers spent more than 10% of the time speeding. There was also a clear trend towards the younger group having higher overall percentages of SE time relative to FFE time. Practical Applications: The methods and measures developed in this study provide the foundation for future analyses to determine if there are different types of speeding that vary in terms of risky characteristics, and further, if certain drivers are more likely to engage in riskier speeding behavior. Identifying higher-risk speeders is an important step for developing countermeasures and strategies targeting drivers that are at greatest risk of speed-related crashes. [ABSTRACT FROM AUTHOR]

• Safety evaluation procedure of open-median management on one-side widened highways. • Implementation of the proposed procedure on a real-world one-side widened highway. • Safety evaluation of open-median management on driving performance and workload. Introduction: Highway expansions and upgrades are often required to increase road network capacity. The widening of one side of a highway, referred to as 'one-side widening,' is sometimes implemented in these highway expansion projects. During one-side widening, to save costs, openings can be configured on existing medians (as opposed to removing the existing medians altogether). The median openings allow vehicles in the outer lanes to enter the inner lanes, but they also raise safety concerns and may require alternate open-median management strategies for traffic authorities. There is little existing research that has evaluated the safety effect of these open-median management strategies. Method: To bridge this gap, this study proposes a procedure that evaluates the safety of open-median management strategies for one-side widened highways. The proposed procedure was implemented through driving simulation experiments on a section of Binlai Freeway in Shandong, China. First, the minimum location requirements for median openings were determined by calculating the short length of the weaving segment. Then, simulation tests were carried out to observe driving performance and workload measures. Results: The results indicate that the procedure successfully evaluates the safety effect of open-median management strategies for one-side widened freeways. It was also found that driving performance and workload are sensitive to the opening length and traffic flow. Conclusions: Therefore, median opening placement should be carefully selected in consideration of not only driving performance and workload but also traffic volume predictions. Practical Applications: The findings in this study can guide open-median management strategies for traffic safety one-side widened highways. [ABSTRACT FROM AUTHOR]

Introduction : This study addressed a gap in the literature – the potential of using autonomous vehicles (AV) to enhance children's mobility. Prior studies documented the perceived benefits and concerns about this prospect, but did not examine the features in AV and support mechanisms that are desired by potential users. Method : An on-line survey was used to collect public opinions within the United States. In the survey, willingness to use AVs for this use case was asked twice to assess if participants changed their mind after being asked about concerns related to this prospect and importance of car features. A combination of statistical and machine-learning methods were used to profile individuals with high versus low post-willingness and to identify variables that differentiated the two groups. Results : Results indicated that respondents who were lower on their post-willingness to use AVs to transport children were more concerned about how AVs would protect children, how someone could harm the children inside, and whether there would be someone at the destination. In addition, they were less in favor of technology, older in age, and rated car features such as having a designated adult waiting at destination, a camera, and a microphone as relatively required (as opposed to optional). These results highlight potential users' needs and requirements as they think about AVs in the context of parent–children mobility practices. Practical Applications : Relevant stakeholders should develop deployment and implementation plans while taking into account ridership contexts and vulnerable road users who can benefit from enhanced mobility. [ABSTRACT FROM AUTHOR]

Introduction: Safe and accessible transportation options are important for older adults' health, safety, mobility, and independence. Ride share services may promote older adult health and well-being. This is the first study that describes ride share services available to older adults (65+ years) in the United States, including factors that may affect use of services. Methods: We analyzed secondary data from two research and administrative databases provided by ITNAmerica, a national non-profit transportation service for older adults: ITNRides, which tracks information on older adults who used ITN in 29 locations across the United States from 1996 to 2019, and Rides in Sight, the largest national data source on ride share services for older adults. We conducted a literature review, and telephone interviews with nine key informants representing ride share services, referral services, and other organizations. We offer a conceptual framework describing factors that may affect older adults' use of ride share services. Results: This study identified 917 non-profit ride share services and eleven for-profit ride share services available for older adults in the United States as of August 2018. Services varied by corporate structure, location, use of technology, and business model. The majority of non-profit services served primarily older adults, while the for-profit services served primarily younger adults. Riders from one multi-site non-profit service had a median age of 82. Use of ride share services is affected by individual needs and preferences; social conditions; and business and policy factors. Conclusion: Ride share services may offer a promising alternative to driving for older adults and may help to address negative health consequences associated with driving cessation. Practical applications: These findings may help policy makers, practitioners, and other stakeholders understand older adults' needs related to use of ride share services in order to offer solutions that prioritize public health and safety. [ABSTRACT FROM AUTHOR]

• Upward counterfactual thinking (CFT) was positively related to safety behavior. • Safety knowledge mediated the upward CFT-safety behavior relationships. • Locus of control strengthened the mediations of safety knowledge on such relationships. • Upward CFT has a stronger relationship with safety behavior than downward CFT. Introduction: Information processing theories of workplace safety suggest that cognition is an antecedent of safety behavior. However, little research has directly tested cognitive factors as predictors of workplace safety within organizational psychology and behavior research. Counterfactuals (cognitions about "what might have been") can be functional when they consist of characteristics (e.g., "upward' – focusing on better outcomes) that alter behavior in a manner consistent with those outcomes. This field study aimed to examine the influence of counterfactual thinking on safety behavior and explanatory mechanisms and boundary conditions of that relationship. Method: A sample of 240 medical providers from a hospital in China responded to three surveys over a four-month time frame. Results: Results showed that upward counterfactuals were positively related to supervisor ratings of safety compliance and participation. These relationships were mediated by safety knowledge but not by safety motivation. Upward counterfactuals were more strongly related to safety behavior and knowledge than downward counterfactuals. As expected, safety locus of control strengthened the mediating effects of safety knowledge on the relationship between upward counterfactuals and safety behavior. Conclusions and Practical Applications: The findings demonstrated that counterfactual thinking is positively associated with safety behavior and knowledge, thus expanding the variables related to workplace safety and laying some initial groundwork for new safety interventions incorporating counterfactual thinking. [ABSTRACT FROM AUTHOR]

• Four climates patterns exist in the same company at the department level. • Three of those patterns are homogeneous and one is heterogeneous. • The higher the climates, the higher the safety participation and compliance. Introduction: This paper represents a first attempt to fill a gap in research about different specific climates and safety outcomes, by empirically identifying patterns of climates and exploring the possible effect of different climates at the department level on some specific safety outcomes. The first objective was to explore how different specific climates (safety, communication, diversity and inclusion) can be associated to each other, considering the department level of analysis. The second objective was to examine the relationships between those patterns of climates with safety performance (compliance and participation behaviors). Method: A total of 429 blue-collar workers in 35 departments answered a questionnaire covering safety, diversity, inclusion, and communication climate measures. Cluster analysis was performed to identify clusters of departments with different climate patterns and their impact on safety compliance and safety participation behaviors. Subsequently, a hierarchical multiple linear regression was conducted at the individual-level to test the effect of climate patterns, by controlling for some sociodemographic variables. Results: Results showed the existence of four differentiated clusters of departments. Three of those clusters showed homogenous patterns (coherent association among perceptions of low, medium and high climates) and one heterogeneous (low and medium perceptions). The findings also revealed that the higher the climates perceptions, the higher the levels of safety participation and safety compliance, with safety participation being more affected than compliance. Conclusions: The present research showed the associated effects of some organizational climate factors, such as fair treatment, inclusion, safety and communication within the organization, which had not been previously studied in their combined relationships, on safety behaviors. Practical applications: Several other organizational climate factors, such as fair treatment, inclusiveness and communication, may play an important role in safety, showing the importance of broadening the focus on safety climate as one of the main predictors of safety behaviors. [ABSTRACT FROM AUTHOR]