Dust explosions: How should the influence of humidity be taken into account?

In this work, the influence of humidity on dust explosions of metallic (aluminium) and organic materials (icing sugar, polyethylene and magnesium stearate) has been studied. The impact of pre-humidification of powders on their ignition sensitivity, their volume resistivity and charge decay time has been assessed. The influence of humidity on explosion severity has also been studied by two methods: on the one hand, the dust sample was stored in a controlled workstation at constant relative humidity; on the other hand, the dry dust was dispersed in a humidity controlled atmosphere in the vessel.As expected, the effect of humidity strongly depends on the chemical nature of the particles. Experiments on powders volume resistivity and charge decay time have shown typical trends but have especially pointed out the inadequacy of some standards. Inhibition phenomena have been verified for polyethylene and magnesium stearate, whereas both inhibition and promotion have been observed for icing sugar and could be explained by an evolution of sucrose structure. Dry aluminium dust explosions in humid atmosphere show that water vapour inerts the explosion. However, when aluminium is stored at controlled humidity, the maximum rise of pressure rate increases with the water content, which is probably due to hydrogen generation.     

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.     

When can culturally diverse teams be more creative? The role of leaders' benevolent paternalism

The current research examines the conditions under which cross‐cultural teams can realize their creative potential—a consequence of their cultural diversity. We propose that in more culturally diverse teams, team members are less open when communicating with each other, which impairs the team's ability to elaborate on the information contributed by different members, ultimately limiting team creativity. We further theorize that leaders' benevolent paternalism, a leadership style that is particularly prevalent in East Asian contexts, can reduce the negative consequence of intercultural diversity on intercultural communication openness. On the basis of multiwave, multisource data from 48 culturally diverse teams in China, we found that perceived intercultural diversity is negatively related to intercultural communication openness, which, in turn, is positively related to information elaboration, and ultimately, team creativity. Leader benevolent paternalism attenuates the negative relationship between intercultural diversity and intercultural communication openness. These findings enrich the literature on intercultural diversity by calling attention to communication‐related obstacles.     

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.     

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 is the potential of trauma registry data to be used for road traffic injury surveillance and informing road safety policy?

Introduction

Information from hospital trauma registries is increasingly being used to support injury surveillance efforts. This research examines the potential of using trauma registry data for road traffic injury surveillance for different types of road users in terms of both the information collected and how representative trauma data are compared to two population-based road traffic injury data collections.

Methods

The three data collections were assessed against recommended variables to be collected for injury surveillance purposes and the representativeness of the distribution of road traffic-related injury data from the trauma registry was compared to hospital admission and road traffic authority data collections.

Results

Data from the trauma registry was largely not representative of the distribution of age groups or activities compared to the two population-based collections, but was representative for gender for some road user groups to at least one population-based data collection.

Conclusions

Trauma data could be used to supplement information from population-based data collections to inform road safety efforts.

Impact on Industry

Road safety policy makers should be aware of the potential and the limitations of using trauma registry data for road traffic injury surveillance.     

How certain can we really be that our boss is trustworthy,and does it matter? A metacognitive perspective on employee evaluations of supervisor trustworthiness

This research helps to integrate the metacognitive concept of evaluation certainty into the trust literature by demonstrating that certainty can amplify the effects of trustworthiness evaluations and stabilize trustworthiness evaluations over time. Across an experimental study (Study 1) and a multiwave survey of employees (Study 2), we show that trustworthiness evaluations exert a stronger influence on individuals' trust at higher levels of certainty and that trust transmits the multiplicative effects of trustworthiness evaluations and certainty on key indicators of employee risk-taking including reliance and disclosure behavior. Further, in Study 2, we show that certainty can help predict change in trustworthiness evaluations over time. Finally, in a two-wave field survey (Study 3), we examine factors that influence evaluation certainty and show that relational transparency and leader prototypicality (LP) have interactive effects on employees' certainty such that the influence of relational transparency on certainty will be more positive at higher levels of LP. Theoretical and practical implications are discussed.     

Can social psychological models be used to promote bicycle helmet use among teenagers? A comparison of the Health Belief Model, Theory of Planned Behavior and the Locus of Control

PROBLEM: The bicycle helmet use rate is still low among teenagers despite the cumulating evidence that bicycle helmets can prevent cyclists from serious injuries and death. The objective of this study was to investigate the usefulness of the Health Belief Model (HBM; Health Education Monographs, 2 (1974) (1), Theory of Planned Behavior (TPB; Ajzen, I. (1988). Attitudes, personality and behavior. Open University Press, Milton Keynes) and Locus of Control model (LC; Psychological Monographs, (1966) (80) in understanding the intention to use bicycle helmet use among bicycle helmet owners. METHOD: Data were collected at two schools in Helsinki, Finland. Students (N=965) completed a questionnaire including three social psychological models applied to helmet use. Models were compared by structural equation modeling techniques. SUMMARY: Results showed that the TPB and LC model fitted the data well, whereas fit of the HBM model was lower than the fit of TPB and LC models. All components of TPB and external LC orientation were significantly related to the intention to use a helmet. TPB together with LC model provide a promising theoretical framework for helmet use promotion campaigns. Practical suggestions for future bicycle helmet campaigns were provided.     

Should we be “challenging” employees?: A critical review and meta‐analysis of the challenge‐hindrance model of stress

The challenge‐hindrance model of stress proposes that stressors can be divided into two distinct groups: those that challenge employees and those that hinder employees. This critical review seeks to explain the history of the model and its basic tenets, while succinctly summarizing the findings of existing studies based on the model. A thorough search of the stress literature uncovered 32 studies that specifically examined the relationship between challenge and hindrance stressors and important personal/organizational variables. Results were reviewed and analyzed, specifically by describing past meta‐analyses on the model, looking at the overall pattern of results from primary studies, and meta‐analyzing the relationships presented in those papers. This synthesis suggests that although there are some differential relationships of challenge and hindrance stressors with organizational variables (e.g., performance and engagement), the relationships to other key variables, such as counterproductive work behaviors, psychological strains, and physical health, are consistently negative for both challenge and hindrance stressors. Thus, we propose that stress research move away from the current challenge‐hindrance model in favor of other established models and/or a more appraisal‐based approach.     

Can progress in reducing alcohol-impaired driving fatalities be resumed? Results of a workshop sponsored by the Transportation Research Board,Alcohol, Other Drugs,and Transportation Committee (ANB50)

Objective: Despite successes in the 1980s and early 1990s, progress in reducing impaired driving fatalities in the United States has stagnated in recent years. Since 1997, the percentage of drivers involved in fatal crashes with illegal blood alcohol concentration (BAC) levels has remained at approximately 20 to 22%. Many experts believe that public complacency, competing social and public health issues, and the lack of political fortitude have all contributed to this stagnation. The number of alcohol-related crashes, injuries, and fatalities is still unacceptable, and most are preventable. The public needs to be aware that the problem presented by drinking drivers has not been solved. Political leaders need guidance on which measures will affect the problem, and stakeholders need to be motivated once again to implement effective strategies.

Methods: The National Academy of Sciences (NAS) Transportation Research Board (TRB), Alcohol, Other Drugs, and Transportation Committee (ANB50) sponsored a workshop held at the NAS facility in Woods Hole, Massachusetts, on August 24–25, 2015, to discuss the lack of progress in reducing impaired driving and to make recommendations for future progress. A total of 26 experts in research and policy related to alcohol-impaired driving participated in the workshop. The workshop began by examining the static situation in the rate of alcohol-impaired driving fatal crashes to determine what factors may be inhibiting further progress. The workshop then discussed 8 effective strategies that have not been fully implemented in the United States. Workshop participants (16 of the 26) rated their top 3 strategies.

Results: 3 strategies received the most support: 1. Impose administrative sanctions for drivers with BACs = 0.05 to 0.08 g/dL.

2. Require alcohol ignition interlocks for all alcohol-impaired driving offenders.

3. Increase the frequency of sobriety checkpoints, including enacting legislation to allow them in the 11 states that currently prohibit them.

5 other important strategies included the following: (1) increase alcohol taxes to raise the price and reduce alcohol consumption; (2) reengage the public and raise the priority of impaired driving; (3) lower the illegal per se BAC limit to 0.05 for a criminal offense; (4) develop and implement in-vehicle alcohol detection systems; and (5) expand the use of screening and brief interventions in medical facilities.

Conclusions: Each of these strategies is proven to be effective, yet all are substantially underutilized. Each is used in some jurisdictions in the United States or Canada, but none is used extensively. Any one of the 3 strategies implemented on a widespread basis would decrease impaired driving crashes, injuries, and fatalities. Based on the research, all 3 together would have a substantial impact on the problem.