Despite the facts that vehicle incidents continue to be the most common mechanism for Australian compensated fatalities and that employers have statutory obligations to provide safe workplaces, very few organisations are proactively and comprehensively managing their work-related road risks. Unfortunately, limited guidance is provided in the existing literature to assist practitioners in managing work-related road risks. The current research addresses this gap in the literature. To explore how work-related road safety can be enhanced, three studies were conducted. Study one explored the effectiveness of a range of risk management initiatives and whether comprehensive risk management practices were associated with safety outcomes. Study two explored barriers to, and facilitators for, accepting risk management initiatives. Study three explored the influence of organisational factors on road safety outcomes to identify optimal work environments for managing road risks. To maximise the research sample and increase generalisability, the studies were designed to allow data collection to be conducted simultaneously drawing upon the same sample obtained from four Australian organisations. Data was collected via four methods. A structured document review of published articles was conducted to identify what outcomes have been observed in previously investigated work-related road safety initiatives. The documents reviewed collectively assessed the effectiveness of 19 work-related road safety initiatives. Audits of organisational practices and process operating within the four researched organisations were conducted to identify whether organisations with comprehensive work-related road risk management practices and processes have better safety outcomes than organisations with limited risk management practices and processes. Interviews were conducted with a sample of 24 participants, comprising 16 employees and eight managers. The interviews were conducted to identify what barriers and facilitators within organisations are involved in implementing work-related road safety initiatives and whether differences in fleet safety climate, stage of change and safety ownership relate to work-related road safety outcomes. Finally, questionnaires were administered to a sample of 679 participants. The questionnaires were conducted to identify which initiatives are perceived by employees to be effective in managing work-related road risks and whether differences in fleet safety climate, stage of change and safety ownership relate to work-related road safety outcomes. Seven research questions were addressed in the current research project. The key findings with respect to each of the research questions are presented below. Research question one: What outcomes have been observed in previously investigated work-related road safety initiatives? The structured document review indicated that initiatives found to be positively associated with occupational road safety both during and after the intervention period included: a pay rise; driver training; group discussions; enlisting employees as community road safety change agents; safety reminders; and group and individual rewards. Research question two: Which initiatives are perceived by employees to be effective in managing work-related road risks? Questionnaire findings revealed that employees believed occupational road risks could best be managed through making vehicle safety features standard, providing practical driver skills training and through investigating serious vehicle incidents. In comparison, employees believed initiatives including signing a promise card commitment to drive safely, advertising the organisation’s phone number on vehicles and consideration of driving competency in staff selection process would have limited effectiveness in managing occupational road safety. Research question three: Do organisations with comprehensive work-related road risk management practices and processes have better safety outcomes than organisations with limited risk management practices and processes? The audit identified a difference among the organisations in their management of work-related road risks. Comprehensive risk management practices were associated with employees engaging in overall safer driving behaviours, committing less driving errors, and experiencing less fatigue and distraction issues when driving. Given that only four organisations participated in this research, these findings should only be considered as preliminary. Further research should be conducted to explore the relationship between comprehensiveness of risk management practices and road safety outcomes with a larger sample of organisations. Research question four: What barriers and facilitators within organisations are involved in implementing work-related road safety initiatives? The interviews identified that employees perceived six organisational characteristics as potential barriers to implementing work-related road safety initiatives. These included: prioritisation of production over safety; complacency towards work-related road risks; insufficient resources; diversity; limited employee input in safety decisions; and a perception that road safety initiatives were an unnecessary burden. In comparison, employees perceived three organisational characteristics as potential facilitators to implementing work-related road safety initiatives. These included: management commitment; the presence of existing systems that could support the implementation of initiatives; and supportive relationships. Research question five: Do differences in fleet safety climate relate to work-related road safety outcomes? The interviews and questionnaires identified that organisational climates with high management commitment, support for managing work demands, appropriate safety rules and safety communication were associated with employees who engaged in safer driving behaviours. Regression analyses indicated that as participants’ perceptions of safety climate increased, the corresponding likelihood of them engaging in safer driving behaviours increased. Fleet safety climate was perceived to influence road safety outcomes through several avenues. Some of these included: the allocation of sufficient resources to manage occupational road risks; fostering a supportive environment of mutual responsibility; resolving safety issues openly and fairly; clearly communicating to employees that safety is the top priority; and developing appropriate work-related road safety policies and procedures. Research question six: Do differences in stage of change relate to work-related road safety outcomes? The interviews and questionnaires identified that participants’ perceptions of initiative effectiveness were found to vary with respect to their individual stage of readiness, with stage-matched initiatives being perceived most effective. In regards to safety outcomes, regression analyses identified that as participants’ progress through the stages of change, the corresponding likelihood of them being involved in vehicle crashes decreases. Research question seven: Do differences in safety ownership relate to work-related road safety outcomes? The interviews and questionnaires revealed that management of road risks is often given less attention than other areas of health and safety management in organisations. In regards to safety outcomes, regression analyses identified that perceived authority and perceived shared ownership both emerged as significant independent predictors of self-reported driving behaviours pertaining to fatigue and distractions. The regression models indicated that as participants’ perceptions of the authority of the person managing road risks increases, and perceptions of shared ownership of safety tasks increases, the corresponding likelihood of them engaging in driving while fatigued or multitasking while driving decreases. Based on the findings from the current research, the author makes several recommendations to assist practitioners in developing proactive and comprehensive approaches to managing occupational road risks. The author also suggests several avenues for future research in the area of work-related road safety.

The older adult population and the number of older adults who rely primarily on driving as their means of transportation in later life are increasing. Older adults experience changes due to aging and age-related diseases that may put them at increased risk of crashes and other unsafe driving behaviours. Considerable evidence has demonstrated that some older adults compensate for their declining abilities by voluntarily restricting their own driving to limit exposure to risky driving situations or by stopping driving altogether. Since mobility is critical for maintaining the independence and quality of life of the older adult, it is important to examine factors that influence driving behaviours of older adults and to promote their safe driving for as long as possible. It has been suggested that driving cessation might occur in discrete stages of driving restriction culminating in driving cessation. Yet, the application of TM to older driver behaviour has not been explored in detail. Thus, the purpose of this research was to explore older adults’ perceptions and experiences of the process of older driver behaviour change within the TM framework. Drivers and former drivers (both men and women) aged 71-94 years of age completed a health and demographic questionnaire and participated in either a digitally recorded semi-structured individual interview or a group discussion. Participants were asked a series of pre-determined questions and probes tailored for either current or former drivers to examine this process. The recordings were transcribed and reviewed for themes related to driving behaviour change. The participants exhibited a wide variety of perceptions and experiences related to the process of driving behaviour change in aging. Their driving behaviour in aging could be divided into 2 general classes: those who changed their driving with age and those who did not. The spectrum of experiences ranged from those who gradually imposed restrictions on their driving with age (“the gradual restrictors”) or made plans for stopping (“the preparers”) to those who always employed driving restrictions throughout their driving history (“the consistent”) or those who made no or only minor changes to their driving behaviour with age (“the non-changers”). Some preliminary support for TM within the driving context was found and recommendations for extensions to the TM model were suggested. Further exploration of driving behaviour change within the TM framework is warranted. The findings from this study may be appropriate for use in designing educational strategies and interventions aimed at helping older adults remain on the road safely longer or stop driving, if needed.

Submitted by Bruna Rodrigues (bruna92rodrigues@yahoo.com.br) on 2016-10-25T11:01:00Z No. of bitstreams: 1 DissRIG.pdf: 2151303 bytes, checksum: 45266ebd797e709eeaa2dcb6a544eff4 (MD5) / Approved for entry into archive by Marina Freitas (marinapf@ufscar.br) on 2016-11-08T19:02:46Z (GMT) No. of bitstreams: 1 DissRIG.pdf: 2151303 bytes, checksum: 45266ebd797e709eeaa2dcb6a544eff4 (MD5) / Approved for entry into archive by Marina Freitas (marinapf@ufscar.br) on 2016-11-08T19:02:51Z (GMT) No. of bitstreams: 1 DissRIG.pdf: 2151303 bytes, checksum: 45266ebd797e709eeaa2dcb6a544eff4 (MD5) / Made available in DSpace on 2016-11-08T19:02:56Z (GMT). No. of bitstreams: 1 DissRIG.pdf: 2151303 bytes, checksum: 45266ebd797e709eeaa2dcb6a544eff4 (MD5) Previous issue date: 2015-07-29 / Não recebi financiamento / Nowadays, universitary campi are suffering from negative reflexes brought by the high motor vehicles’s rate. This rate have been troubling users’ daily commutings and could be lessened if active modes of transportation, walking and cycling, were adopted. The aim of this research was the comprehension of behaviour change capacity of an academic comunity to adopt the bicycle as a mode of transportation for commuting to São Carlos’ Federal University, São Carlos, Brasil. In this work, a survey was conducted, via internet and one-on-one interviewing, with 473 participants. The survey was adapted from Smith et al. (2004) and based on Prochaska and DiClemente (1982, 1983) Transtheoretical Model of Behaviour Change, MTMC. The participants were professors, technical-administrative employees, graduate and post-graduate students. The sample’s profile was of a graduate and post-graduate student, aging 18 to 35 years-old, residing up to 5 km away from the campus and using motor vehicles to commute. MTMC’s results showed the bicycle’s major motivator and barrier to be the schedule freedom and the lack of cycling infrastructure, respectively. / Atualmente, os campi universitários estão sendo atingidos pelos reflexos negativos da alta taxa de motorização, fator que tem causado problemas nos deslocamentos dos usuários e que poderiam ser amenizados caso houvesse uma maior adoção dos modais de transporte movidos a propulsão humana, modo a pé e por bicicleta. Partindo desse pressuposto, esta pesquisa visou compreender a capacidade de mudança comportamental a respeito da potencialidade da comunidade acadêmica em adotar a bicicleta como modal de transporte para ir e vir da Universidade Federal de São Carlos, São Carlos, Brasil. Para o desenvolvimento desse trabalho foram aplicados, por meio da internet e presencialmente, 473 questionários. O questionário aplicado foi adaptado de Smith (2004) e baseado no Modelo Transteórico de Mudança Comportamental de Prochaska e DiClemente (1982, 1983). Participaram desta pesquisa professores, alunos de graduação e pós-graduação, e técnicos-administrativos. Na amostra, identificou-se que a maioria dos respondentes tinham de 18 a 35 anos, alunos de graduação e pós-graduação, residentes de distâncias menores que 5 km da universidade, mas que, no entanto, utilizavam o automóvel e o ônibus para acessá-la. Os resultados da pesquisa apontaram que, na comunidade acadêmica estudada, existia demanda de usuários da bicicleta em potencial, majoritariamente, homens, alunos de graduação, de 18 a 35 anos, residentes das regiões próximas à universidade que apontaram como principal motivador a independência no horário que a bicicleta oferecia e como uma principal barreira a falta de infraestrutura cicloviária.

O objetivo deste trabalho foi investigar barreiras, motivações e estratégias que apresentam potencial para promover a mobilidade sustentável de alunos de graduação, pós-graduação, servidores técnico- administrativos e servidores docentes no campus da Universidade de São Paulo em São Carlos. O método utilizado para atingir o objetivo foi dividido em três etapas: i. desenvolvimento de ferramenta para coleta de dados; ii. análise dos dados por meio do modelo transteórico de mudança comportamental; iii. análise de estratégias visando a mobilidade sustentável. O questionário on-line desenvolvido e aplicado para o estudo forneceu uma taxa de resposta robusta e bem distribuída dos principais usuários do campus (25,5% da população do campus total). Percentagens consideráveis de usuários em todos os grupos investigados manifestaram a intenção de mudar para outro modo de transporte. Entre aqueles que mudariam para modos de transporte sustentáveis, 27,1% mudariam para o modo a pé, enquanto que 46,2% mudariam para o modo bicicleta. No entanto, 13,6% dos entrevistados declararam que mudariam para o automóvel, o que representa uma demanda adicional de cerca de 300 lugares de estacionamento no campus. Em relação às barreiras para a adoção de modos de transporte sustentáveis, a posse de um veículo motorizado foi o principal obstáculo identificado (independentemente do modo a ser adotado como uma alternativa). Duas alternativas foram classificadas como as melhores estratégias para promoção da mobilidade sustentável no contexto estudado: a construção de ciclovias que ligam o campus com a rede viária urbana e estacionamento para bicicletas dentro do campus. Uma avaliação adicional da primeira alternativa demonstrou significativo potencial para servir a usuários de vários modos de transporte, com grande impacto positivo sobre o modo a pé. Outra estratégia também testada foi a abertura de novos pontos de acesso para pedestres no campus. Estimou-se que sua implantação resultaria em uma redução de 20% nas distâncias de viagem a pé dos alunos. / The objective of this study was to investigate barriers, motivators and strategies with potential to promote sustainable mobility for graduate and undergraduate students, staff and faculty at the campus of the University of São Paulo at São Carlos. The method used to reach the objective had three steps: i. development of a data collection tool; ii. analysis of the data with the transtheoretical model of behavior change; iii. analysis of strategies aiming at sustainable mobility. The online questionnaire developed and applied for the study provided a robust and well-distributed response rate of the main users (25.5% of the total campus population). Considerable percentages of users in all groups investigated have declared that would eventually change to another travel mode. Among those who would change to sustainable modes, 27.1% would change to the walking mode, whereas 46.2% would change to the cycling mode. However, 13.6% of the respondents declared they would change to the automobile, what represents an additional demand of approximately 300 parking spaces in the campus. Regarding the barriers to the adoption of sustainable modes, owning a motorized vehicle was identified as the main obstacle (regardless of the mode to be adopted as an alternative). Two alternatives have been rated as the best strategies for promoting sustainable mobility in the studied context: the construction of cycling paths connecting the campus with the urban street network and parking facilities for bicycles within the campus. An additional evaluation of the first alternative has shown a significant potential to serve users of several transport modes, with a large positive impact on pedestrians. Another strategy also tested was the opening of new access points to pedestrians in the campus. This strategy could reduce the total walking distance travelled by the students in 20%.

The older adult population and the number of older adults who rely primarily on driving as their means of transportation in later life are increasing. Older adults experience changes due to aging and age-related diseases that may put them at increased risk of crashes and other unsafe driving behaviours. Considerable evidence has demonstrated that some older adults compensate for their declining abilities by voluntarily restricting their own driving to limit exposure to risky driving situations or by stopping driving altogether. Since mobility is critical for maintaining the independence and quality of life of the older adult, it is important to examine factors that influence driving behaviours of older adults and to promote their safe driving for as long as possible. It has been suggested that driving cessation might occur in discrete stages of driving restriction culminating in driving cessation. Yet, the application of TM to older driver behaviour has not been explored in detail. Thus, the purpose of this research was to explore older adults’ perceptions and experiences of the process of older driver behaviour change within the TM framework. Drivers and former drivers (both men and women) aged 71-94 years of age completed a health and demographic questionnaire and participated in either a digitally recorded semi-structured individual interview or a group discussion. Participants were asked a series of pre-determined questions and probes tailored for either current or former drivers to examine this process. The recordings were transcribed and reviewed for themes related to driving behaviour change. The participants exhibited a wide variety of perceptions and experiences related to the process of driving behaviour change in aging. Their driving behaviour in aging could be divided into 2 general classes: those who changed their driving with age and those who did not. The spectrum of experiences ranged from those who gradually imposed restrictions on their driving with age (“the gradual restrictors”) or made plans for stopping (“the preparers”) to those who always employed driving restrictions throughout their driving history (“the consistent”) or those who made no or only minor changes to their driving behaviour with age (“the non-changers”). Some preliminary support for TM within the driving context was found and recommendations for extensions to the TM model were suggested. Further exploration of driving behaviour change within the TM framework is warranted. The findings from this study may be appropriate for use in designing educational strategies and interventions aimed at helping older adults remain on the road safely longer or stop driving, if needed.

Syfte: Pröva en integrerad metod av den transteoretiska modellen och begreppet känsla av sammanhang hos ungdomar gällande munhygienbeteende och upplevelse av intervention och reflektioner kring oral hälsa. Metod: Studien utfördes med en mixad metod. Urvalet bestod av 20 ungdomar där 11 valde att delta. Deltagarna randomiserades till två grupper där experimentgrupp vid base-line fick ta del av den beteendevetenskapliga interventionen och kontrollgrupp av en mer traditionell tandvårdsbehandling. Plack och gingivit mättes vid base-line och efter en månad. Experimentgrupp intervjuades vid uppföljning om upplevelse av att ha fått ta del av intervention och inställningar till oral hälsa. Statistiska analyser av kvantitativa data gjordes för att räkna ut skillnader inom respektive grupper samt mellan dem gällande plack och gingivit. Dataanalysen utfördes med deskriptiv statistik och icke-parametriska test. En kvalitativ innehållsanalys gjordes av intervjuerna och sedan jämfördes kvantitativa och kvalitativa resultat och presenterades i en metaslutsats. Resultat: Mellan base-line och en-månads uppföljning minskade plack och gingivit signifikant hos experimentgruppen. I jämförelse mellan grupperna minskade plack och gingivit mer hos experimentgrupp än kontrollgrupp. Frågeställningen kring deltagarnas upplevelse av interventionen resulterade i huvudkategorierna ”positivt bemötande” och ”begriplig och motiverande kunskap”, med fyra underkategorier. Frågeställningen om reflektioner kring oral hälsa resulterade i ”oral hälsa ur en social kontext” och ”munnens betydelse för att fungera och se bra ut” också med fyra underkategorier. Slutsats: Den integrerade beteendevetenskapliga interventionen gav ett bättre resultat på munhygienbeteende hos deltagarna än den mer traditionella tandvårdsbehandlingen. Upplevelsen av att ha tagit del av interventionen var positiv vilket stärker interventionens användbarhet. Mer forskning behövs för att utreda nyttan och användbarheten av interventionen inom tandvården.

The term ‘epidemic’ is often used to describe the obesity phenomenon and indicate that overweight or obesity is a worldwide phenomenon. While the prevalence of overweight and obesity has been increasing, reviews on overweight and obesity studies indicate a clear need for further effectiveness studies of innovative and cost-effective strategies to improve the long-term outcomes of weight loss and weight maintenance programmes in large populations. Current weight loss interventions, while successful in the short term, are often not cost effective enough to deliver on a large scale because they are labour and time intensive. Most importantly, they do not cover large populations. Despite some individual successful weight loss in these interventions programmes, individuals still need to self- manage their weight following intervention. It is unrealistic to expect health professionals and clinicians to provide timely and long-term ongoing support for 2.1 billions overweight and obesity populations around the world (OECD Health Statics, 2014).Therefore, the solutions for weight control may be more effective if grounded within the online community, that is, design long-term solutions that build and draw on social capital to support weight maintenance and are scaled to cope with large populations. Understanding the individual weight loss experiences through informal online social support and utilising the advantages of computer-mediated communication (CMC) can be a timely and cost-effective way to help people self-manage their weight. A three-month online longitudinal phenomenological interview of 17 informants recruited from an online community forum was applied to explore the weight loss experiences with assistance of informal online social support. Four weight loss threads selected by the informants during their weight loss process were also interpreted to map out the key roles of informal online social support and the interaction process that takes place in an online community forum. This research describes the lived experiences of individuals’ self-help weight loss process and maps out the critical moments and differential experiences involved in the Stages of Change (SoC) to explain the individual differences during different weight loss stages. This research also identifies the interrelationships of Processes of Change (PoC) for facilitating behaviour change. The findings of this research contribute to demonstrate the interaction process between community members and the process of providing and receiving social support at different individual members’ weight loss stages, which helped them to continue to lose weight or maintain their weight. The informal online social support could meet different self-help weight loss individual’s needs during different weight loss stages, which is difficult to be provided by the healthcare providers. The findings also contribute to social marketing as a way of offering a cost-effective and efficient way to assist the self-help individual to self- manage their weight in the long term. It may also be a viable way of addressing the issues of costs and labour intensity found in the current weight loss interventions that want to serve large populations.

Physical activity has been demonstrated in the literature as an effective way to reduce the risk for development of chronic disease. The Transtheoretical Model (TTM) of behavior change has been developed as a means to predict and facilitate movement into healthier lifestyle behaviors. The model is centered on "stages of change", which describe a continuum of readiness to engage in a health behavior change. Stages contain temporal, qualitative, and quantitative characteristics. This was a six-month study that evaluated the effectiveness of stage-matched (theorized to be pertaining only to the maintenance stage of change) vs. generic (theorized to be pertaining to anyone, regardless of stage) newsletters in assisting subjects to attain the Maintenance stage of change. It also sought to identify further qualitative characteristics that can differentiate between the Action and Maintenance stages of change. Results indicated that monthly stage-matched newsletters were no more effective in helping subjects reaching Maintenance than were the generic newsletters. Exerciser self-schema was related to stages of change, but those relationships differed from baseline to six-month follow-up, indicating development of exerciser self-schema during the study period. Implications of this are discussed. Other concepts discussed included "structure" of change process, in that three new scores were developed and correlated with self-efficacy as well as intercorrelated. Motivation was also evaluated and compared across levels of success at adhering to exercise during a three-month period. Limitations of the study and implications are discussed.

Purpose: Assess the effectiveness of an online intervention to encourage self-management in adolescents with cerebral palsy (CP). Specific Aims: (a) assess effectiveness of an online intervention to promote readiness for self-management in adolescents with CP, (b) describe health literacy and associations with readiness to assume self-management, and (c) evaluate adolescents’ exposure to the online intervention. Hypotheses: (a) intervention subjects would demonstrate improvement in self-management, and (b) subjects with higher health literacy would demonstrate higher self-management capabilities. Framework: Transtheoretical Model of Health Behavior Change Design: Randomized control trial, performed in a multidisciplinary CP clinic at a university based children’s hospital. Instruments used: (a) Transition Readiness Assessment Questionnaire (TRAQ) and (b) the Health Literacy Skills Instrument-SF (HLSI). Due to low engagement, the study terminated early. Intervention subjects were interviewed to assess their limited engagement. Results: Seventy-five percent of subjects demonstrated inadequate HL. Mean baseline TRAQ score (n=24) was 2.71 (SE = .24). Positive associations were found between TRAQ and age (.47, p = .00) and TRAQ and HL (.48, p = .00). Conclusion: Failure to engage with the intervention appeared to be related to: (a) low HL, (b) low TRAQ scores (indicating subjects in contemplation stage) (c) inconsistency between subjects’ preference for learning and delivery of information, and (d) low motivation for self directed learning. Online interventions should be easy to use and include learning preferences. Lessons learned will inform future development of interventions for this population.

Anyone who understands MI as a process may spontaneously think that five weeks of MI conversations may be a little short of time to be able to see a clear effect. At least that was my spontaneous thought. This was precisely the starting point of the study, which further led to the purpose of the study, i.e. to evaluate MI as a conversation method and see how effective the method is over a five-week period in a health and lifestyle-related behavior change. The aim is further specified by two questions: How has the health-related behavior changed during five weeks of MI-sessions based on the transtheoretical model? How has motivation changed over five weeks of MI-sessions? In order to answer the purpose and questions, MI- sessions with four female clients have been conducted over five weeks. In order to measure the effect of the MI-sessions, the clients during their first and last call answered scale questions intended to measure the client's motivation. In addition, each conversation has been documented in writing by me as conversation leader, where the most essential parts of the conversation have been noted to make it possible to follow the client's development in the transtheoretical model. The result showed that MI contributed to a strengthened intrinsic motivation as well as progress in the transtheoretical model as a result of a five-week period of MI-sessions. Through the study, it can be concluded that five weeks of MI-sessions are enough to strengthen the inner motivation and develop in the transtheoretical model. / Den som är införstådd i MI som process kanske spontant tänker att fem veckor av MI-samtal kan vara lite kort om tid för att kunna se en klar effekt. Det var åtminstone min spontana tanke. Just detta blev studiens utgångpunkt som vidare ledde fram till syftet med studien d.v.s. att utvärdera MI som samtalsmetod och se hur effektiv metoden är under en femveckorsperiod vid en hälso- och livsstilsrelaterad beteendeförändring. Syftet specificeras vidare av två frågeställningar: Hur har det hälsorelaterade beteendet förändrats under fem veckor av MI- samtal utifrån den transteoretiska modellen? Hur har motivationen förändrats under fem veckor av MI-samtal? För att besvara syftet och frågeställningarna har MI-samtal med fyra kvinnliga klienter genomförts under fem veckor. För att mäta effekten av MI-samtalen har klienterna under sitt första och sista samtal besvarat skalfrågor som avser mäta klientens motivation. Dessutom har varje samtal dokumenterats i skrift av mig som samtalsledare där samtalets mest väsentliga delar noterats för att göra det möjligt att följa klientens utveckling i den transteoretiska modellen. Resultatet visade att MI bidrog till en stärkt inre motivation samt framsteg i den transteoretiska modellen till följd av en femveckorsperiod av MI-samtal. Genom studien kan man dra slutsatsen att fem veckor av MI-samtal räcker gott för att stärka den inre motivationen samt utvecklas i den transteoretiska modellen.