Can pride be a vice and virtue at work? Associations between authentic and hubristic pride and leadership behaviors

Pride, a discrete emotion that drives the pursuits of achievement and status, is crucial to consider in leadership contexts. Across three studies, we explored how leaders' experiences of authentic and hubristic pride were associated with their leadership behaviors. In Study 1, a field study of leader–follower dyads, leader trait authentic pride was associated with the use of more effective (i.e., consideration and initiating structure) and fewer ineffective (i.e., abusive supervision) leadership behaviors, and hubristic pride was associated with more abusive behaviors. In Study 2, a daily diary study, on days when leaders experienced more authentic pride than usual, they used more effective leadership behaviors than usual, whereas on days when leaders experienced more hubristic pride than typical, they were more likely to engage in abusive supervision than typical. In Study 3, a scenario‐based experiment, leaders who experienced more authentic pride in response to our experimental manipulation were more likely to intend to use effective leadership behaviors. In contrast, those who experienced more hubristic pride were less likely to use these behaviors and more likely to intend to be abusive. Overall, this work highlights the importance of pride for leadership processes and the utility of examining discrete and self‐conscious emotions within organizations.     

Can real-life driving ability be predicted by the Maintenance of Wakefulness Test?

Objective: Drowsy driving is a profound road safety issue. In patients with excessive daytime sleepiness (EDS), the Maintenance of Wakefulness Test (MWT) is commonly used to evaluate driving ability. However, there is little evidence that MWT predicts driving performance, and several sleep latency cutoffs have been suggested.

Methods: Based on a retrospective chart analysis of patients with an MWT and a driving ability assessment between January 2006 and November 2014, we identified 63 studies in 60 patients. The driving ability assessment judged the patients as qualified or disqualified for commercial driving. MWT latencies to 3?s of alpha activity, 3?s of drowsiness (microsleep), and sleep onset were compared between qualified and disqualified patients and their validity to identify driving qualification was evaluated.

Results: Disqualified patients had shorter alpha, microsleep, and sleep latencies, but the latency distributions were widely overlapping. MWT accuracy to predict driving performance was poor: two thirds of short sleep latencies were false positives. Adding information from alpha and microsleep latencies added little extra accuracy.

Conclusions: MWT results correlate poorly with driving performance in a 2-h test irrespective of sleep latency cutoff or added alpha/microsleep latency data. Better diagnostic tools are needed to evaluate driving performance in patients with EDS.     

Can SVM be used for automatic EEG detection of drowsiness during car driving?

This study aims to develop an automatic method to detect drowsiness onset while driving. Support vector machines (SVM) represents a superior signal classification tool based on pattern recognition. The usefulness of SVM in identifying and differentiating electroencephalographic (EEG) changes that occur between alert and drowsy states was tested. Twenty human subjects underwent driving simulations with EEG monitoring. Alert EEG was marked by dominant beta activity, while drowsy EEG was marked by alpha dropouts. The duration of eye blinks corresponded well with alertness levels associated with fast and slow eye blinks. Samples of EEG data from both states were used to train the SVM program by using a distinguishing criterion of 4 frequency features across 4 principal frequency bands. The trained SVM program was tested on unclassified EEG data and subsequently checked for concordance with manual classification. The classification accuracy reached 99.3%. The SVM program was also able to predict the transition from alertness to drowsiness reliably in over 90% of data samples. This study shows that automatic analysis and detection of EEG changes is possible by SVM and SVM is a good candidate for developing pre-emptive automatic drowsiness detection systems for driving safety.     

Should the subjective be the objective? On studying mental processes,coping behavior,and actual exposures in organizational stress research

Emphasis on measuring actual (‘objective’) job exposures has increased in recent organizational behavior/human resource management research. I argue that this approach has greater potential for increasing knowledge about how to make work environments more healthy than the alternative approach of focusing on mental processes and individual coping behaviors suggested by Perrewe and Zellars. Incorporating psychological knowledge about attributions and emotions can enhance theory building in the organizational sciences. However, given that health outcomes are more strongly related to continuous exposures it may be better to focus on modal job content and general tendencies of individuals than to emphasize discrete events and specific, transitory states. Copyright © 1999 John Wiley & Sons, Ltd.     

What safety models and principles can be adapted and used in security science?

Engineering risk management is comprised of managing operational safety risks on the one hand and managing physical security risks on the other. Although some basic management principles are obviously the same for both safety and security, some important conceptual and calculation differences exist, as is explained in this paper. For instance, safety risk is usually calculated based on the scenarios’ consequences and likelihoods, while security needs to be determined by the assessment of vulnerability, the likelihood of attack and potential consequences. Nonetheless, there are also many similarities. Conceptual models, metaphors and principles that have been elaborated in the safety domain during the past century, many of them based on major accidents and their investigation, can easily be translated to the security domain. In the present study, we will explain how physical security should be seen in relation to safety, and what models and principles, derived from safety science, can be employed to manage the security aspects associated with physical threats.     

Safety teams. Government and business organizations want them and use them, but are they legal?

BACKGROUND: Safety teams have become a popular means to recognize and prevent injuries in the workplace. In fact, organizations, such as OSHA, NIOSH, NIEHS, DOE, and the Ohio BWC, not only encourage safety teams, but have implemented them in their organizations. However, safety teams may not be legal as defined by NLRB Act Sections 2(5) and 8(a)(2). OBJECTIVE: To determine whether safety teams are illegal labor organizations. METHODS: A review of government regulations, safety programs, and safety teams was performed to create a framework of what types of safety programs/regulations are requested and/or required by a variety of government agencies. Next, these requirements were compared to existing case law on illegal labor organizations as defined by the NLRB. RESULTS: Most safety teams and programs, even those implemented by the Federal Government, are illegal labor organizations as defined by NLRB Act Sections 2(5) and 8(a)(2). CONCLUSIONS: The Federal Government needs to amend existing legislation and develop a revision of the NLRB Act that would allow safety teams to function legally in organizations without having to meet intrusive, constricting guidelines that may inhibit the value of safety teams. IMPACT ON INDUSTRY: Organizations must be aware that safety teams may be valuable in reducing job-related accidents and injuries but they may be illegal labor organizations.     

Workers’ Perceptions of Workplace Safety and Job Satisfaction

A lot of attention has beenfocused on workers ‘ perceptions of workplace safety but relatively little or no research has been done on the impact of job satisfaction on safety climate. This study investigated this relationship. It also examined the relationships between job satisfaction and workers’ compliance with safety management policies and accident frequency. A positive association was found between job satisfaction and safety climate. Workers who expressed more satisfaction at their posts had positive perceptions of safety climate. Correspondingly, they were more committed to safety management policies and consequently registered a lower rate of accident involvement. The results were thus consistent with the notion that workers ‘ positive perceptions of organisational climate influence their perceptions of safety at the workplace. The findings, which have implications in the work environment, are discussed.     

Safety rules: procedural freedom or action constraint?

The paper presents a partial classification of safety rules as constraints imposed from outside on the freedom of choice of individuals or companies. The classification is linked to the Reason model of skill-, rule-, and knowledge-based behaviour. The imposition of constraints is related to a number of criteria concerning the context and use of the rules to arrive at proposals for when and where to apply what type of rule. To illustrate the principles discussed an example is given of the rule from the Dutch Working Environment legislation concerning the requirement to use “current state of the art in prevention” in companies. The paper proposes providing procedural rule support to companies on how to meet the rule, in the form of a data bank of practicable solutions to health and safety problems.     

Can variations in visual behavior measures be good predictors of driver sleepiness? A real driving test study

Objective: The primary purpose of this study was to examine the association between variations in visual behavior measures and subjective sleepiness levels across age groups over time to determine a quantitative method of measuring drivers' sleepiness levels.

Method: A total of 128 volunteer drivers in 4 age groups were asked to finish 2-, 3-, and 4-h continuous driving tasks on expressways, during which the driver's fixation, saccade, and blink measures were recorded by an eye-tracking system and the subjective sleepiness level was measured through the Stanford Sleepiness Scale. Two-way repeated measures analysis of variance was then used to examine the change in visual behavior measures across age groups over time and compare the interactive effects of these 2 factors on the dependent visual measures.

Results: Drivers' visual behavior measures and subjective sleepiness levels vary significantly over time but not across age groups. A statistically significant interaction between age group and driving duration was found in drivers' pupil diameter, deviation of search angle, saccade amplitude, blink frequency, blink duration, and closure duration. Additionally, change in a driver's subjective sleepiness level is positively or negatively associated with variation in visual behavior measures, and such relationships can be expressed in regression models for different period of driving duration.

Conclusions: Driving duration affects drivers' sleepiness significantly, so the amount of continuous driving time should be strictly controlled. Moreover, driving sleepiness can be quantified through the change rate of drivers' visual behavior measures to alert drivers of sleepiness risk and to encourage rest periods. These results provide insight into potential strategies for reducing and preventing traffic accidents and injuries.     

Translation of falls prevention knowledge into action in hospitals: what should be translated and how should it be done?

Introduction

Falls prevention evidence has changed and evolved over time with positive and negative studies revealing that a “one-size fits all” approach is not the solution. Care must be taken to critically appraise the evidence and the potential applicability of that evidence to the specific hospital setting.

Method

A narrative account of the evolution of research evidence in this field is first presented. How this evidence should be applied in clinical practice is challenging, with a lack of translational evidence for the hospital setting we draw on broader theory of translating knowledge to action.

Conclusions

The journey should begin with formation of a management and engagement committee. A review of existing practices and the difference between existing practice and evidence-based practice should be undertaken to identify the “evidence-practice gap.” Engagement with staff is recommended to inform a plan for practice change. Plans for resourcing, targeting, and evaluating these strategies should also be undertaken.

Impact on Industry

This paper will assist hospitals to identify and implement evidence based falls prevention strategies leading to an improvement in patient safety.     

Driver Fatigue and Road Safety on Poland’s National Roads

This paper presents an overview of factors causing driver fatigue as described in the literature. Next, a traffic crash database for 2003–2007 is used to identify the causes, circumstances and consequences of accidents caused by driver fatigue on Poland’s national roads. The results of the study were used to build a model showing the relationship between the concentration of road accidents and casualties, and the time of day. Finally, the level of relative accident risk at night-time versus daytime is defined. A map shows the risk of death and severe injury on the network of Poland’s national roads. The paper suggests to road authorities steps to reduce fatigue-related road accidents in Poland.     

The Relationship Between Workers’ Safety Culture and Accidents,Near Accidents and Health Problems

One of the dimensions treated as part of a company’s safety culture or climate is workers’ attitudes towards risk and safety. In the present study these personal aspects are defined as workers’ safety culture, which is understood as a way of acting focused on life and taking care of one’s health. A questionnaire on safety culture was filled out by 200 employees of a metallurgical enterprise. Factor analysis was used to determine empirical scales of the questionnaire, whereas variance analysis was used to test hypotheses. The results confirmed the hypotheses that people who experienced accidents, dangerous situations, and—to a lesser extent—health problems had a lower level of safety culture. Nevertheless not all of the scales determined during factor analysis turned out to be significant as far as all kinds of those undesirable situations are concerned. Proposals for future studies are formulated in the conclusion.     

Safety management in different high-risk domains – All the same?

In view of safety management being introduced in more and more industries, the aim of this paper is to discuss what different high-risk industries can learn from each other and what limits for generalizing safety management methods within and across industries exist. After presenting core components of safety management, three attributes crucial to any organization’s functioning are described, which also affect the way safety management systems should be designed, run, and assessed. These attributes are (1) the kinds of safety to be managed, (2) the general approach to managing uncertainty as a hallmark of organizations that manage safety, and (3) the regulatory regime within which safety is managed. By discussing safety management in the context of these three attributes, contingencies are outlined that can help decision-makers in companies to tailor safety management to their own situation and support regulators in drawing up and evaluating safety management requirements for different industries while also promoting learning between different high-risk domains. Standards and procedures, safety training, incident reporting and investigation, and safety culture are taken as examples to illustrate why and how different aspects of organizational functioning should be taken into account when designing and evaluating safety management systems or elements thereof.     

Safety climate: Leading or lagging indicator of safety outcomes?

This paper theorizes how and why safety climate can be conceived as both a leading and a lagging indicator of safety events (i.e., accidents, injuries). When safety climate is conceived as a leading indicator, a prospective design is utilized and safety climate data are correlated with accidents/injuries that occur in the future. When safety climate is conceived as a lagging indicator, retrospective designs are used in which safety climate data are correlated with prior accidents/injuries. We examine the research literature to reveal that safety climate has been investigated as both a leading and a lagging indicator, but it is usually only examined as one or the other within a given study and has been examined as a lagging indicator most frequently. Consistent with our theorizing, prospective designs yield stronger relationships than retrospective designs, suggesting that safety climate is a better leading indicator than lagging indicator; however, it is clearly both. Implications for safety climate research and study design are discussed.     

Building Safety indicators: Part 2 – Application,practices and results

Petroleum exploration and production in the Barents Sea is a controversial topic. The Goliat field outside the northern coast of Norway will be the first offshore oil development in this region, with planned production start in 2013–2014. Avoiding major accidents at Goliat is critical; not only to reduce the risks to human lives and the environment, but also to gain political acceptance. Providing early warnings of major accidents for Goliat is one of the main objectives of the research project ‘Building Safety’. The objective of this paper is to describe the development of early warnings in the form of indicators. In addition, the paper includes an overview of current status of early warnings of accidents in other major hazard industries; the nuclear power industry, the chemical process industry, and aviation. Experiences from these industries, including lessons learned from recent major accidents, have been used as important input to the development of early warning indicators.