Journal of Safety Research最新文献

Introduction: Advanced vehicle technologies (AVTs) can reduce the risk of crashing and serious injuries however their uptake remains low amongst older drivers. A discrete choice experiment (DCE) was used to investigate what vehicle features, including AVTs, are preferred in vehicle purchasing decision in older drivers. Methods: Older drivers (≥65 years) completed a DCE containing 12 choice sets, with 2 vehicles to choose from, described by 4 attributes: Access, Fuel Efficiency, Cost, and AVTs. Conditional logistic models adjusting for age and sex, and then expanded to include a priori interactive terms for socio economic status, self-rated mobility limitations and anxiety/depression, and sex were run in R v4.2.2 with odds ratio (ORs) and 95% confidence intervals (Cls) reported. Marginal willingness to pay for more AVTs was estimated. Results: 133 participants (mean age: 73.6 years; 66% males) completed the survey. Participants significantly preferred vehicles with better “Fuel efficiency” (OR 1.57, 95%Cl 1.44–1.71) and AVT inclusions (OR 1.29, 95%Cl 1.20–1.40), and were less likely to choose more expensive vehicles (per $5000 increase; OR 0.91, 95%Cl 0.86–0.99). “Access” did not influence choice between the two vehicle options. Those on a pension were price sensitive: twice as likely to choose a vehicle with better “fuel efficiency” and approximately 40 % less likely to choose a more expensive vehicle. Participants were willing to pay at most $1,604.17 (95%Cl $337.60-$3,174.50) extra for a car with AVTs that otherwise would cost $30,000. Conclusion: Despite showing interest in AVTs, older adults place more importance on price and fuel efficiency, and therefore would only pay a modest amount to get a car with more technological features. Practical applications: These results can help road safety professionals, industry and policy makers better communicate the value of AVTs to older drivers and help promote the uptake of AVTs and safety amongst older drivers.

Introduction: A near midair collision (NMAC) is defined by the Federal Aviation Administration as an event in which the crew of an aircraft perceives a situation that could lead to a midair collision or an event in which the separation between two aircraft is less than 500 feet (Federal Aviation Administration, 2018). NMAC reports collected by safety reporting systems have long been used to study and mitigate midair collision risk. However, reports submitted are subjective and require the reporter to voluntarily provide this information. With the implementation of Automatic Dependent Surveillance-Broadcast, aircraft temporal and positional data are easily collectible. Method: Using internal safety system, NASA Aviation Safety Reporting System, and FAA Near Midair Collision System reports together with ADS-B data, the effectiveness of different safety reporting systems to collect NMAC data around a towered university airport were compared over a six-month period. Unreported events were identified by utilizing ADS-B data to calculate aircraft separation events of less than 500 feet. Results: While 10 events were reported to the internal safety system, only one was reported to the NASA ASRS, and none to the FAA NMACS within the study’s scope. Sixteen events in which aircraft were within 500 feet of each other were found using ADS-B data, with none of these events having been reported to any safety reporting system. Conclusions: The findings of this study highlight the need for increased sharing in aviation safety data and show the potential of ADS-B data as a tool in studying near midair collisions and midair collision risk. Practical Applications: NMAC safety reporting systems may be less effective than expected. The addition of other sources of data such as ADS-B may be necessary to identify and investigate NMACs and other relevant near miss safety events.

Introduction: The use of zero within construction safety continues, despite a lack of supporting empirical evidence of success. Whether used as a target, a vision, or a journey, zero has its supporters and its critics, and remains popular among construction companies across the world. Method: A critical discussion sets out a number of theoretical considerations of zero, supplemented by statistical analysis of the U.S. SIF incident data for the period 2018–2022, evaluating companies that use zero and those that do not. This work mirrors that previously undertaken in the UK. Results: Cross referencing SIF incidents and firms using zero within their safety management revealed that overall, firms using zero had fewer incidents that firms that were not. However, when the data were examined statistically, no difference in the Serious Injuries and Fatalities (SIF) outcomes between the zero and non-zero companies was determined. The data therefore are equivocal: it does not prove that zero does not work, but nor does it evidence that it does. Conclusions: Zero remains problematic for occupational safety management. The empirical data from the United States do not evidence any clear success from the use of zero in practice, as was also the case in the equivalent UK dataset. Various debates remain around the use of zero, yet there are potential alternatives already emerging within safety management that may mean it naturally fades from the safety lexicon in the future. Practical Applications: This work adds to the theoretical debates around zero, providing food for thought for safety practitioners around the use of zero in the field. It also presents empirical correlational data that demonstrates a lack of evidence for the beneficial use of zero within occupational safety.

Introduction

One of the most common and serious types of crashes among all motor-vehicle users involves collisions with fixed objects. This type of crash occurs frequently among utility vehicle workers while driving for work. The overarching objective of this research was to improve the safety of electric utility company vehicle operators by determining the circumstances under which utility vehicles are involved in crashes with fixed objects and to provide recommendations to help drivers and utility fleet company management prevent these types of crashes.

Methods

The study incorporated a mixed methods approach and gathered information from structured interviews with safety managers at electric power companies and an analysis of utility vehicle crashes using data supplied by electric power companies and a statewide database in Michigan.

Results

Many factors were found to contribute to fixed-object crashes including engagement in secondary tasks and job productivity pressure. Information was organized and evaluated to develop 11 recommendations for countermeasure strategies that are directed at various levels within the system in which the drivers operate.

Discussion

This study was the first to explore fixed-object crashes among electric utility fleet vehicles. The findings are unique in that they provide insight into the safety practices in an industry that has received limited academic attention and highlight the need to place greater emphasis on road safety practices in the workplace.

Practical application

Countermeasures generated for this study are applicable to companies in which fleet driver safety is a primary concern.

Introduction: While enrollment in swimming lessons is associated with lower drowning risk in children, many parents do not enroll their children in formal lessons. To understand these decisions, the current research investigated the social cognition factors that drive parents’ intentions to enroll their children for the first time. Methods: Using a mixed methods design, beliefs about enrolling one’s child in swimming lessons were elicited in a sample of 22 Australian parents. A second sample of 323 then rated the extent to which they agree with each of these beliefs and completed measures of an extended theory of planned behavior (TPB) model including autonomous motivation, risk perception, and role construction. Results: Results showed a range of behavioral, normative, and control beliefs to significantly predict intention to enroll. In the model, subjective norm, perceived behavioral control, risk perception, and role construction all predicted intention to enroll. Autonomous motivation had an indirect effect on intention via the TPB constructs. Conclusions: Targeting beliefs that non-enrollment places a child at risk, that enrollment is under a parent’s control, that others would want parents to enroll their child, and that it is the responsibility as a parent to enroll their child may be viable messages for intervention. Practical implications: Current results signpost several potential belief-based targets for interventions encouraging enrollment in swimming lessons. However, as qualitative data also indicated structural barriers to enrolment, such strategies should be paired with attempts to ensure swimming lessons are affordable and accessible to the wider population.

Introduction: Novice young adult drivers are at higher risk of being involved in an accident. Many studies have studied young adult drivers’ risk-taking behaviors under manual driving conditions. However, limited studies have examined novice young adult drivers’ fatigue during driving. Such issues could be more prominent in automated driving conditions. Studying novice young adult driver fatigue development under automated driving could provide a better understanding of the young adult driver’s crash factors, and in turn, prevent the accidents. Therefore, this study is designed to understand the novice young adult driver’s fatigue under automated driving. Method: In this study, 16 participants from novice young adult drivers (≤19 years old) and experienced middle-aged adult (≥21 years old) driver groups were recruited for a 1.5-hour automated driving task. The subjectively rated fatigue and discomfort questionnaire and electrocardiogram were used to measure fatigue development. Results: The results showed that novice young adult drivers developed fatigue faster and more severely than experienced middle-aged adult drivers under automated driving. Specifically, novice young adult drivers had a higher heart rate reduction and higher subjective ratings on the factors of over-drained, drowsy, uninterested, stiff joints, tense muscles, and numbness as compared with experienced middle-aged adult drivers. Novice young adult drivers were found to have an earlier onset of mental fatigue than experienced middle-aged adult drivers at 30 min of driving, while their physical fatigue was found to have a later onset at 60 min and 90 min of driving. Conclusions: Novice young adult drivers develop both physical and mental fatigue earlier than experienced middle-aged adult drivers during automated driving. Practical applications: The result suggests that fatigue alarm features should be considered when designing automated vehicles for novice young adult drivers.

Introduction: The recent increase in the use of bicycles and personal mobility devices (PMDs), including mostly E-scooters, is associated with a rapid rise in injuries. Understanding the main crash scenarios leading to these injuries is essential to evaluate and improve preventive and protective measures, especially for PMDs, which are often equated with bicycles. The objective of this study is to identify and compare the most common two-party collision scenarios for bicycles and PMDs, and to identify factors affecting injury severity. Method: Crashes involving at least one PMD or one bicycle and another road user were analyzed from the 2019–2022 French police-reported road crashes database. We investigated the rider, the other vehicle, the road, and the crash scenarios characteristics (pre-crash maneuvers, impact zone on vehicles) and their joint effect on injury severity (hospitalization or fatality: yes/no). Results: We included 16,302 bicycle crashes and 4,118 PMD crashes in the analysis. Most of these collisions (75%) were against a car. The most frequent and the most severe collision scenario was the side-on-head for both bicycles (51%) and PMDs (58%); 67% of both bicycles and PMDs were going straight before the collision. Main factors associated with increased injury severity included colliding with a greater size vehicle, age above 50, and riding on roads with a higher speed limit. Bicycles remained at a higher risk of severe injury than PMDs after accounting for adjustment factors. Conclusions: Although collision scenarios appear similar for bicycles and PMDs, differences in other crash characteristics and injury severity suggest that these two modes of transportation should not be equated in crash investigations. Practical implications: These findings emphasize the need to primarily investigate side-on-head collisions with a moving car for both PMDs and bicycles in order to develop, evaluate, and improve protective devices to reduce the risk of injuries.

Introduction: Several studies have assessed and validated the impact of exoskeletons on back and shoulder muscle activation; however, limited research has explored the role that exoskeletons could play in mitigating lower arm-related disorders. This study assessed the impact of Ironhand, an active hand exoskeleton (H-EXO) designed to reduce grip force exertion, on worker exertion levels using a two-phase experimental design. Method: Ten male participants performed a controlled, simulated drilling activity, while three male participants completed an uncontrolled concrete demolition activity. The impact of the exoskeleton was assessed in terms of muscle activity across three different muscles using electromyography (EMG), perceived exertion, and perceived effectiveness. Results: Results indicate that peak muscle activation decreased across the target muscle group when the H-EXO was used, with the greatest reduction (27%) observed in the Extensor Carpi Radialis (ECR). Using the exoskeleton in controlled conditions did not significantly influence perceived exertion levels. Users indicated that the H-EXO was a valuable technology and expressed willingness to use it for future tasks. Practical Applications: This study showcases how glove-based exoskeletons can potentially reduce wrist-related disorders, thereby improving safety and productivity among workers. Future work should assess the impact of the H-EXO in various tasks, different work environments and configurations, and among diverse user groups.

Introduction: Industrial workers with physically demanding work have increased risk of musculoskeletal pain. The present 12-week Goldilocks Work intervention aimed to organize work among industrial workers to comprise a ‘just right’ ergonomic balance of physical behaviors (i.e., sit, stand and active) intended to promote musculoskeletal health. The paper investigates the effectiveness of the intervention in reducing low back pain after work. Methods: 83 workers across 28 workteams in a biotech organization were recruited. Workteams were randomly allocated to receive the intervention or work as usual (control). Intervention workteams implemented the Goldilocks Work planning tool to organize their work tasks towards a predefined ‘just right’ ergonomic balance (i.e., composition of 60% sitting, 30% standing, 10% active work and hourly task alternation). The primary outcome was low back pain intensity. Secondary outcomes were bodily pain, fatigue, physical exertion, productivity and energy after work measured in the survey, and composition and alternations of physical behaviors measured using wearable sensors. Results: The intervention was delivered almost as planned, with good quality and high adherence among most workteams. However, the intervention did not change physical behaviors towards the intended ‘just right’ ergonomic balance. No significant reduction in low back pain (0.07, CI 95%: −0.68; 0.82), bodily pain (0.10, CI 95%: −0.57; 0.76), tiredness (−0.53, CI 95%: −1.24; 0.19), physical exertion (−0.18, CI 95%: −0.83; 0.48), or improvement in energy (0.39, CI 95%: −1.02; 0.23) or productivity (−0.03, CI 95%: −0.77; 0.72) were found. Conclusion: This Goldilocks Work intervention did not promote musculoskeletal health among industrial workers and did not change physical behaviors as intended. Thus, more research is needed into implementation strategies to change physical behaviors during productive work towards an evidence-based ‘just right’ ergonomic balance.