Contributing factors of crash injury severity at public highway-railroad grade crossings in the U.S.

IntroductionThe Moving Ahead for Progress in the 21st Century (MAP-21) includes a separate program that supports safety improvements to reduce the number of fatalities and injuries at public highway-railroad grade crossings (HRGCs). This study identifies the significant factors affecting crash injury severity at public HRGCs in the United States.MethodCrashes from 2009 through 2013 on 5,528 public HRGCs, extracted from the Federal Railroad Administration database, were used in the analysis. A comprehensive list of risk factors was explored. Examples include predictors related to geographic region of crash, geometry (e.g., area type and pavement marking type), railroad (e.g., warning device type and railroad class), traffic (e.g., train speed and vehicles annual average daily traffic “AADT”), highway user (e.g., driver age and gender), and environment (e.g., lighting and weather conditions). The study used the mixed logit model to better capture the complex highway user behavior at HRGCs.ResultsFemale highway users were at higher risk of involvement in injuries and fatalities compared to males. Higher train speeds, very old drivers, open areas, concrete road surface types, and railroad equipment striking highway users before crash, were all found to increase the injury likelihood. On the other hand, young and middle-age drivers, non-passing of standing vehicles at HRGCs, industrial areas, and presence of warning bells were found to reduce injuries and fatalities.ConclusionsThe mixed logit model succeeded in identifying contributing factors of crash severity at public HRGCs and potential countermeasures to reduce both fatalities and injuries are suggested.Practical applicationsIt is important to install warning bells at public HRGCs, especially at those with high number of injury and fatality crashes. Enforcement of traffic nearby HRGCs is necessary to prevent vehicles from overtaking of standing vehicles.     

Forward collision warning based on a driver model to increase drivers’ acceptance

Abstract

Objective: Systems that can warn the driver of a possible collision with a vulnerable road user (VRU) have significant safety benefits. However, incorrect warning times can have adverse effects on the driver. If the warning is too late, drivers might not be able to react; if the warning is too early, drivers can become annoyed and might turn off the system. Currently, there are no methods to determine the right timing for a warning to achieve high effectiveness and acceptance by the driver. This study aims to validate a driver model as the basis for selecting appropriate warning times. The timing of the forward collision warnings (FCWs) selected for the current study was based on the comfort boundary (CB) model developed during a previous project, which describes the moment a driver would brake. Drivers’ acceptance toward these warnings was analyzed. The present study was conducted as part of the European research project PROSPECT (“Proactive Safety for Pedestrians and Cyclists”).

Methods: Two warnings were selected: One inside the CB and one outside the CB. The scenario tested was a cyclist crossing scenario with time to arrival (TTA) of 4?s (it takes the cyclist 4?s to reach the intersection). The timing of the warning inside the CB was at a time to collision (TTC) of 2.6?s (asymptotic value of the model at TTA = 4?s) and the warning outside the CB was at TTC = 1.7?s (below the lower 95% value at TTA = 4?s). Thirty-one participants took part in the test track study (between-subjects design where warning time was the independent variable). Participants were informed that they could brake any moment after the warning was issued. After the experiment, participants completed an acceptance survey.

Results: Participants reacted faster to the warning outside the CB compared to the warning inside the CB. This confirms that the CB model represents the criticality felt by the driver. Participants also rated the warning inside the CB as more disturbing, and they had a higher acceptance of the system with the warning outside the CB. The above results confirm the possibility of developing wellsaccepted warnings based on driver models.

Conclusions: Similar to other studies’ results, drivers prefer warning times that compare with their driving behavior. It is important to consider that the study tested only one scenario. In addition, in this study, participants were aware of the appearance of the cyclist and the warning. A further investigation should be conducted to determine the acceptance of distracted drivers.     

Prevalence and demographic differences in microaccidents and safety behaviors among young workers in Canada

IntroductionThe present study examines the self-reported frequency of non-lost work time workplace injuries (“microaccidents”) and the frequency of three types of work-related safety behaviors (i.e., safety voice, safety compliance, and safety neglect) recalled over a four-week period.MethodWe analyzed data on microaccidents and safety behaviors from 19,547 young workers (aged 15–25 years, Mdn = 18 years; 55% male) from multiple Canadian provinces.ResultsApproximately one-third of all young workers recalled experiencing at least one microaccident at work in the last four weeks. Comparisons across three age groups revealed that younger workers, particularly between the ages of 15–18, reported more frequent microaccidents, less safety voice, less safety compliance, and more safety neglect than workers aged 19–22. This pattern of results also held for comparisons between workers in 19–22 and 23–25 age groups, except for safety voice which did not differ between these two older age groups. In terms of gender, males and females reported the same frequency of microaccidents, but males reported more safety voice, more safety compliance, and more safety neglect than females did. The results and limitations of the present study are discussed.ConclusionFrequency of microaccidents and safety behavior vary among young worker age sub-groups.     

Does seeing it make a difference? The self-reported deterrent impact of random breath testing

Introduction: Random Breath Testing (RBT) remains a primary method to both deter and apprehend drink drivers, yet a large proportion of road fatalities continue to be caused by the offense. Outstanding questions remain regarding how much exposure to RBT operations is needed to influence deterrence-based perceptions and subsequent offending. Method: Given this, licensed motorists (N = 961) in Queensland were recruited to complete a questionnaire either in the community (N = 741) or on the side of the road after just being breath tested (N = 243). Survey items measured different types of exposure to RBT operations (e.g., “seen” vs. “being tested”) and subsequent perceptions of apprehension as well as self-reported drink driving behaviors. Results: The key findings that emerged were: motorists were regularly exposed to RBT operations (both viewing and being tested), such exposure was not significantly correlated with perceptions of apprehension certainty, and a sizable proportion reported engaging in drink driving behaviors (e.g., approx. 25%), although roadside participants naturally reported a lower percentage of offending behaviors. Importantly, it was revealed that current “observations” of RBT was sufficient, but not actual levels of active testing (which needed to be doubled). Nevertheless, higher levels of exposure to RBT operations was found to be predictive of a lack of intention to drink and drive again in the future. Conclusions: This paper suggests that mere exposure to enforcement may not create the intended rule compliance, and that the frequency of exposure is also essential for the roadside.     

Cultural values and random breath tests as moderators of the social influence on drunk driving in 15 countries

IntroductionThe social influence on drunk driving has been previously observed in several countries. It is noteworthy, however, that the prevalence of alcohol in road fatalities is not the same in all countries. The present study aimed to explore whether cultural values and the number of roadside breath tests moderate the link between the perceived drunk driving of one's peers and self-reported behavior.MethodsBased on the European survey SARTRE 4, the responses of 10,023 car drivers from 15 countries were analyzed. Two cultural values, “tradition” and “conformism,” were identified as possibly being linked to social influence. Country scores for these values were taken from the European Social Survey. The number of random roadside breath tests per inhabitant was used as an indicator of drunk-driving enforcement in each country.ResultsA hierarchical multilevel modeling analysis confirmed the link between friends' drunk driving and one's own drunk driving in all countries, but the strength of the link was much stronger in some countries (e.g., Italy, Cyprus, and Israel) than in others (e.g., Finland, Estonia, and Sweden). Both the measured value of “tradition” and the number of alcohol breath tests were found to moderate the link between friends' and one's own drunk driving.Practical ApplicationsEuropean stakeholders should take into account cultural specificities of target countries when designing campaigns against drunk driving.     

Driving safety improves after individualized training: An RCT involving older drivers in an urban area

Objective: This study aimed to reproduce the results of a previous investigation on the safety benefits of individualized training for older drivers. We modified our method to address validity and generalizability issues.

Methods: Older drivers were randomly assigned to one of the 3 arms: (1) education alone, (2) education?+?on road training, and (3) education?+?on road?+?simulator training. Older drivers were recruited from a larger urban community. At the pre- and posttests (separated by 4 to 8 weeks) participants followed driving directions using a Global Positioning System (GPS) navigation system.

Results: Our findings support the positive influence of individualized on-road training for urban-dwelling older drivers. Overall, driving safety improved among drivers who received on-road training over those who were only exposed to an education session, F(1, 40) = 11.66, P = .001 (26% reduction in total unsafe driving actions [UDAs]). Statistically significant improvements were observed on observation UDAs (e.g., scanning at intersections, etc.), compliance UDAs (e.g., incomplete stop), and procedural UDAs (e.g., position in lane).

Conclusion: This study adds to the growing evidence base in support of individualized older driver training to optimize older drivers’ safety and promote continued safe driving.     

Comparison of self-report and objective measures of driving behavior and road safety: A systematic review

IntroductionThis research systematically reviewed the existing literature in regards to studies which have used both self-report and objective measures of driving behavior. The objective of the current review was to evaluate disparities or similarities between self-report and objective measures of driving behavior.MethodsSearches were undertaken in the following electronic databases, PsycINFO, PubMed, and Scopus, for peer-reviewed full-text articles that (1) focused on road safety, and (2) compared both subjective and objective measures of driving performance or driver safety. A total of 22,728 articles were identified, with 19 articles, comprising 20 studies, included as part of the review.ResultsThe research reported herein suggested that for some behaviors (e.g., driving in stressful situations) there were similarities between self-report and objective measures while for other behaviors (e.g., sleepiness and vigilance states) there were differences between these measurement techniques. In addition, findings from some studies suggested that in-vehicle devices may be a valid measurement tool to assess driving exposure in older drivers.ConclusionsFurther research is needed to examine the correspondence between self-report and objective measures of driving behavior. In particular, there is a need to increase the number of studies which compare “like with like” as it is difficult to draw comparisons when there are variations in measurement tools used.Practical applicationsIncorporating a range of objective and self-report measurements tools in research would help to ensure that the methods used offer the most reliable measures of assessing on-road behaviors.     

Correlation between crash avoidance maneuvers and injury severity sustained by motorcyclists in single-vehicle crashes

Objectives: In order to improve motorcycle safety, this article examines the correlation between crash avoidance maneuvers and injury severity sustained by motorcyclists, under multiple precrash conditions. Method: Ten-year crash data for single-vehicle motorcycle crashes from the General Estimates Systems (GES) were analyzed, using partial proportional odds models (i.e., generalized ordered logit models). Results: The modeling results show that “braking (no lock-up)” is associated with a higher probability of increased severity, whereas “braking (lock-up)” is associated with a higher probability of decreased severity, under all precrash conditions. “Steering” is associated with a higher probability of reduced injury severity when other vehicles are encroaching, whereas it is correlated with high injury severity under other conditions. “Braking and steering” is significantly associated with a higher probability of low severity under “animal encounter and object presence,” whereas it is surprisingly correlated with high injury severity when motorcycles are traveling off the edge of the road. The results also show that a large number of motorcyclists did not perform any crash avoidance maneuvers or conducted crash avoidance maneuvers that are significantly associated with high injury severity. Conclusions: In general, this study suggests that precrash maneuvers are an important factor associated with motorcyclists' injury severity. To improve motorcycle safety, training/educational programs should be considered to improve safety awareness and adjust driving habits of motorcyclists. Antilock brakes and such systems are also promising, because they could effectively prevent brake lock-up and assist motorcyclists in maneuvering during critical conditions. This study also provides valuable information for the design of motorcycle training curriculum.     

Safety compliance climate concerning risk assessment and preventive measures in EU legislation: A Finnish survey

The aim of the present study is to explore the process dynamics of the safety compliance climate and work relationships, including their antecedents and consequences. After investigating the many dimensions of safety compliance climate and of work relationships, the study concludes that a multi-component measure is needed to fully assess all of their dimensions. With respect to the impacting positively on safety compliance legislation, the present study found the following factors: “contribution measures”, “concrete preventive measures” and “risk assessment process”. For risk assessment factors on safety compliance the study identified “planning, guidelines, policy, management”, “prioritization of proactive measures”, “results in cooperation and information” and “active use of risks assessment document”. In a regression model for the workers, both risk assessment process and contribution measures had a statistically highly significant (p < 0.001) effect on concrete preventive measures. In the regression analysis of the employers risk assessment process had a statistically significant (p < 0.01) effect and contribution measures had a statistically highly significant (p < 0.001) effect on concrete preventive measures.     

The Real-World Safety Potential of Connected Vehicle Technology

Objective: This article estimates the safety potential of a current commercially available connected vehicle technology in real-world crashes.

Method: Data from the Centre for Automotive Safety Research's at-scene in-depth crash investigations in South Australia were used to simulate the circumstances of real-world crashes. A total of 89 crashes were selected for inclusion in the study. The crashes were selected as representative of the most prevalent crash types for injury or fatal crashes and had potential to be mitigated by connected vehicle technology. The trajectory, speeds, braking, and impact configuration of the selected in-depth cases were replicated in a software package and converted to a file format allowing “replay” of the scenario in real time as input to 2 Cohda Wireless MK2 onboard units. The Cohda Wireless onboard units are a mature connected vehicle technology that has been used in both the German simTD field trial and the U.S. Department of Transport's Safety Pilot project and have been tuned for low false alarm rates when used in the real world. The crash replay was achieved by replacing each of the onboard unit Global Positioning System (GPS) inputs with the simulated data of each of the involved vehicles. The time at which the Cohda Wireless threat detection software issued an elevated warning was used to calculate a new impact speed using 3 different reaction scenarios and 2 levels of braking.

Results: It was found that between 37 and 86% of the simulated crashes could be avoided, with highest percentage due a fully autonomous system braking at 0.7 g. The same system also reduced the impact speed relative to the actual crash in all cases. Even when a human reaction time of 1.2 s and moderate braking of 0.4 g was assumed, the impact speed was reduced in 78% of the crashes. Crash types that proved difficult for the threat detection engine were head-on crashes where the approach angle was low and right turn–opposite crashes.

Conclusions: These results indicate that connected vehicle technology can be greatly beneficial in real-world crash scenarios and that this benefit would be maximized by having the vehicle intervene autonomously with heavy braking. The crash types that proved difficult for the connected vehicle technology could be better addressed if controller area network (CAN) information is available, such as steering wheel angle, so that driver intent can be inferred sooner. More accurate positioning in the real world (e.g., combining satellite positioning and accelerometer data) would allow the technology to be more effective for near-collinear head-on and rear-end crashes, because the low approach angles that are common in such crashes are currently ignored in order to minimize false alarms due to positioning uncertainty.     

Occupational boundary play: Crafting a sense of identity legitimacy in an emerging occupation

In emerging occupations, individuals are given very little prepackaged identity “content”—for example, occupational values, legitimating ideologies, clear goals, tasks, and/or routines—to help them build their individual-level occupational identities. By contrast, individuals in well-established occupations (e.g., professions) are given ample identity content, and prior identity research has examined identity work processes almost exclusively in the context of such occupations. Consequently, prior theory assumes that identity work is mostly a matter of tailoring prepackaged identity content to fit one's individual-level preferences and objectives. Prior theory is therefore of limited use in emerging occupations, where the key identity problem is not one of tailoring identity content effectively but creating an identity in the first place—more specifically, an identity whose existence feels justified and valid. Thus, in this paper, we ask: how do individuals in emerging occupations construct an internal sense that “who they are” is necessary, desirable, and appropriate (i.e., legitimate) within the broader occupational landscape? On the basis of a grounded theory study of health coaches, we suggest that individuals in such circumstances can craft this sense of “identity legitimacy” via a sensemaking process we call occupational boundary play. This process consists of both “occupational boundary setting” and “occupational boundary blurring,” the former providing for individuals a sense of identity novelty and the latter providing a sense of identity familiarity. Taken together, this subjective experience of both novelty and familiarity provides for individuals the sense that “who they are” is legitimate within the broader occupational landscape.     

Driving while impaired by alcohol: An analysis of drink-drivers involved in UK collisions

Objective: Drink-driving represents a critical issue on international organizations’ agendas as one of the key behavioral risk factors in road traffic safety, alongside speed and nonuse of motorcycle helmets, seat belts, and child restraints. Changing road user behaviors regarding these 5 factors is a critical component in reducing road traffic injuries and casualties. The objective of this study is the identification of drivers who are more likely to contribute to crashes in the UK while impaired by alcohol to design targeted drink drive compliance campaigns.

Method: To profile drivers with the factor “impaired by alcohol” assigned in collisions, an extensive data set is used, including all reported injury collisions between 2011 and 2015 in the UK (police records), merged with the Experian Mosaic Database. A multilevel mixed-effects logistic regression is conducted, utilizing the hierarchical nature of the data (drivers within Mosaic types).

Results: Using multilevel mixed-effects logistic regression analysis, the finding is that some driver profiles are more likely to contribute to crashes and are assigned the contributory factor “impaired by alcohol.” Drink-related crashes are more common in some circumstances or for some crash-involved driver groups than others. For instance, alcohol-related crashes are more likely to occur on single carriageways and among males and 25- to 35-year-olds. Drink-drive-related crashes are found to be strongly associated with dark lighting conditions and, more specifically, with late night hours (the interval between 3:00 a.m. and 4:00 a.m. accounts for a third of the drink-drive-related collisions). Using the Experian Mosaic Database which divides the UK population into 66 types based on demographic, lifestyle, and behavior characteristics, the finding is that, among crash-involved drivers, some Mosaic types are significantly more likely (e.g., pocket pensions, dependent greys, streetwise singles) and others are significantly less likely (e.g., crowded kaleidoscope, cultural comfort, penthouse chic) to contribute to a drink-related crash.

Conclusions: The outcome is a more nuanced understanding of drivers contributing to drink-related crashes in the UK. The study concludes by discussing the implications for governments and other interested bodies for better targeting and delivery of public education campaigns and interventions.     

Drivers' judgments of the effect of headlight glare on their ability to see pedestrians at night

IntroductionSeveral studies have concluded that pedestrians typically overestimate their own conspicuity to approaching drivers at night. The present experiments extended this research by exploring the accuracy of drivers' judgments of pedestrian conspicuity while facing varying degrees of headlight glare.MethodIn Experiment 1, participants on an open road estimated their ability to see a roadside pedestrian in each of two clothing configurations and with each of three different glare intensities present. In Experiment 2, participants responded to a roadside pedestrian under the same open road conditions; the participants were naïve with regard to both the position of the pedestrian and to the clothing and glare manipulations.ResultsConsistent with earlier research, estimates of response distance were, on the average, over three times greater than actual recognition distance. The extent to which participants overestimated conspicuity was greater when the pedestrian wore a retroreflective vest, and participants incorrectly judged that headlight glare would not degrade drivers' ability to see a pedestrian wearing a retroreflective vest.Conclusions and Practical ApplicationsThese results confirm that road users' understanding of issues involving drivers' night vision is limited. These misunderstandings may result in road users behaving in ways that increase the risk of nighttime collisions with pedestrians.     

A comparative analysis of safety management and safety performance in twelve construction projects

IntroductionSafety management in construction is complicated due to the complex “nature” of the construction industry. The aim of this research was to identify safety management factors (e.g., risk management and site management), contextual factors (e.g., organisational complexity) and combinations of such factors connected to safety performance. Method: Twelve construction projects were selected to compare their safety management and safety performance. An analytical framework was developed based on previous research, regulations, and standards where each management factor was defined. We employed qualitative comparative analysis (QCA) to produce case knowledge, compare the cases, and identify connections between the factors and safety performance. The material collected and analyzed included, for example, construction planning documents, reports from OHS-inspections, safety indicators, and interviews with project leaders and OHS experts. Results and conclusions: The research showed that: (a) the average score on 12 safety management factors was higher among projects with high safety performance compared to projects with low safety performance; (b) high safety performance can be achieved with both high and low construction complexity and organizational complexity, but these factors complicate coordination of actors and operations; (c) it is possible to achieve high safety performance despite relatively poor performance on many safety management factors; (d) eight safety management factors were found to be “necessary” for high safety performance, namely roles and responsibilities, project management, OHS management and integration, safety climate, learning, site management, staff management, and operative risk management. Site management, operative risk management, and staff management were the three factors most strongly connected to safety performance. Practical implications: Construction stakeholders should understand that the ability to achieve high safety performance in construction projects is connected to key safety management factors, contextual factors, and combinations of such factors.     

Using interactive virtual presence to support accurate installation of child restraints: Efficacy and parental perceptions

IntroductionChild restraint systems (car seats) reduce injury risk for young children involved in motor-vehicle crashes, but parents experience significant difficulty installing child restraints correctly. Installation by certified child passenger safety (CPS) technicians yields more accurate installation, but is impractical for broad distribution. A potential solution is use of interactive virtual presence via smartphone application (app), which permits “hands on” teaching through simultaneous and remote joint exposure to 3-dimensional images.MethodIn two studies, we examined the efficacy of remote communication via interactive virtual presence to help parents install child restraints. Study 1 was conducted at existing car seat checkpoints and Study 2 at preschools/daycare centers. In both cases, existing installations were assessed by certified CPS technicians using an objective coding scheme. Participants then communicated with remotely-located certified CPS technicians via a smartphone app offering interactive virtual presence. Technicians instructed participants to install child restraints and then the installation was inspected by on-site technicians. Both before and after the remote interaction, participants completed questionnaires concerning perception of child restraints and child restraint installation, self-efficacy to install child restraints, and perceived risk of injury to children if they were in a crash.ResultsIn both studies, accuracy of child restraint installations improved following the remote interaction between participants and certified CPS technicians. Together, the two samples achieved a weighted average of 90% correct installations across a multi-point inspection. Both samples reported increased self-efficacy to install child restraints and altered perceptions about the accuracy of the child restraint installations in their vehicles.ConclusionsFindings support use of interactive virtual presence as a strategy to realize accurate installation of child restraints.Practical applicationsInteractive virtual presence between certified CPS technicians and the public via smartphone app has potential to improve proper child restraint installations broadly, including to vulnerable and underserved rural populations.     

Simulated single-bicycle crashes in the VTI crash safety laboratory

Abstract

Objective: The objective of this study was to examine the influence of bicycle design and speed on the head impact when suffering from a single-bicycle crash, and the possibility to study this using crash tests.

Methods: Simulations of single-bicycle crashes were performed in the VTI crash safety laboratory. Two bicycle crash scenarios were simulated: “a sudden stop” and “sideways dislocation of the front wheel”; using four different bicycle types: a “lady’s bicycle”, a commuter bicycle, a recumbent bicycle and a pedelec; at two speeds: 15 and 25?km/h. In addition, sideway falls were performed with the bicycles standing still. All tests were done with a Hybrid II 50^th percentile crash test dummy placed in the saddle of the bicycles, with acceleration measurements in the head.

Results: The crash tests showed that a sudden stop, e.g. a stick or bag in the front wheel, will result in a falling motion over the handle bars causing a forceful head impact while a sideways dislocation of the front wheel will result in a falling motion to the side causing a more moderate head impact. The falling motion varies between the different bicycle types depending on crash test scenario and speed. The pedelec had a clearly different falling motion from the other bicycle types, especially at a sudden stop.

Conclusions: The study implies that it is possible to examine single-bicycle crashes using crash tests, even though the setup is sensitive to minor input differences and the random variation in the resulting head impact values can be large. Sideway falls with the bicycles standing still were easier to perform with a good repeatability and indicated an influence of seating height on the head impact.     

CEQAT-DGHS interlaboratory tests for chemical safety: Validation of laboratory test methods by determining the measurement uncertainty and probability of incorrect classification including so-called “Shark profiles”

Laboratory test results are of vital importance for correctly classifying and labelling chemicals as “hazardous” as defined in the UN Globally Harmonized System (GHS)/EC CLP Regulation or as “dangerous goods” as defined in the UN Recommendations on the Transport of Dangerous Goods. Interlaboratory tests play a decisive role in assessing the reliability of laboratory test results. Interlaboratory tests performed over the last 10 years have examined different laboratory test methods. After analysing the results of these interlaboratory tests, the following conclusions can be drawn:1There is a need for improvement and validation for all laboratory test methods examined.2To avoid any discrepancy concerning the classification and labelling of chemicals, the use of validated laboratory test methods should be state of the art, with the results accompanied by the measurement uncertainty and (if applicable) the probability of incorrect classification.This paper addresses the probability of correct/incorrect classification (for example, as dangerous goods) on the basis of the measurement deviation obtained from interlaboratory tests performed by the Centre for quality assurance for testing of dangerous goods and hazardous substances (CEQAT-DGHS) to validate laboratory test methods. This paper outlines typical results (e.g. so-called “Shark profiles” – the probability of incorrect classification as a function of the true value estimated from interlaboratory test data) as well as general conclusions and steps to be taken to guarantee that laboratory test results are fit for purpose and of high quality.     

Observer reactions to interpersonal injustice: The roles of perpetrator intent and victim perception

The present research contributes to a growing literature on observer reactions to injustice experienced by others. In particular, we separated two variables that have previously been confounded in prior research, namely perpetrator intent to cause harm and victim perception of harm. We expected that injustice intent and injustice perceptions would have both unique and joint effects on observer reactions. The results of three experiments in which we manipulated perpetrator injustice intent and victim injustice perceptions supported our predictions. First, we found that observers had more negative reactions toward superiors who intended to inflict high versus low levels of interpersonal injustice toward a subordinate. Second, the injustice intent of the superior influenced observers' reactions more than did victim perceptions of injustice. Third, most novel, we found that the mere intent to cause injustice generated negative reactions in observers, even in the absence of a “true” victim—that is, when the subordinate perceptions of injustice were low. Together, our results emphasize the importance of examining observers' reactions to injustice and incorporating perpetrator intentions into the study of organizational justice. Copyright © 2012 John Wiley & Sons, Ltd.     

Improving workplace safety by thinking about what might have been: A first look at the role of counterfactual thinking

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.     

Congruence work in stigmatized occupations: A managerial lens on employee fit with dirty work

Although research has established that it is often difficult for individuals engaged in dirty work to adjust to stigma and the attributes giving rise to stigma, little theory or empirical work addresses how managers may help workers adjust to dirty work. Interviews with managers across 18 dirty work occupations—physically tainted (e.g., animal control), socially tainted (e.g., corrections), and morally tainted (e.g., exotic entertainment)—indicate that managers engage in “congruence work”: behaviors, sensemaking, and sensegiving that they perceive as helping individuals adjust and develop a stronger sense of person–environment fit. Specifically, congruence work focuses on 3 phases of managerial practices that correspond to individuals' growing experience in the occupation. First, recruitment/selection involves overcoming individuals' aversion to dirty work by selecting individuals with an affinity for the work and providing a realistic stigma preview. Second, socialization involves helping newcomers adjust to distasteful tasks and to stigma by using targeted divestiture, developing perspective taking, helping newcomers manage external relationships, and utilizing desensitization or immersion. Third, ongoing management roles involve cementing individuals' fit by fostering social validation, protecting workers from dirty work hazards, and negotiating the frontstage/backstage boundary. The practices identified as congruence work highlight the important role that managers can play in facilitating adjustment for both “dirty workers” and presumably their less stigmatized counterparts.