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The purpose of this thesis is to explore and understand the ‘localisation’ phenomenon from a geographical, cultural, technical and governmental theme to help explain why the level of local content in the oil and gas engineering and technical services private sector tends to flatten out at specific engineering and management skillsets in order to balance quality and delivery of the service and maintain operational excellence. Five research objectives were developed to achieve the research aim to provide a clear understanding, from a corporate strategic perspective, of the drivers and perceived barriers to successful localisation. For the purposes of this thesis, the term "localisation" is understood to mean “when a local national is filling a required job sufficiently competently to fulfil organisational needs” (Potter 1989). Due to the nature of investigation, this study adopted a qualitative inquiry. Thus, a mix of qualitative data collection methods were used such as document, experienced observation, and interviews with senior managers at the corporate strategic level of the business. An interview guide was developed from a conceptual framework generated from the literature review. The study targeted an ‘elite’ sample of oil and gas executives/ managers who are considered role models in the case study organisation. This study argues that a form of grounded theory/qualitative inquiry is adopted during data analysis using open, axial, and selective coding, leading to an evolved conceptual framework of localisation drivers and barriers. In addition to a thematic analysis, an integrated view from the researcher as an experienced observer resulted in a validated conceptual framework. This framework provides a holistic set of factors that must be considered, and understood, from a corporate strategic perspective as being directly influential in achieving successful localisation of a subsidiary part of the business. It is found that four of the five objectives were met and objective five partially achieved which identified an opportunity for further research to investigate and develop weightings across the four localisation barrier themes to determine an optimised balance of cost, delivery, and local content to maintain the desired operational excellence in the oil and gas services contractor industry. The study appears to have a contribution to knowledge through the evolving conceptual framework of localisation and provides the first holistic view of both localisation drivers and barriers relevant to oil and gas services contractors. A methodological contribution is worth noting since the researcher acted as an experienced observer during the process of this research. No doubt, industrial experience of the research and his access to the senior management has been one of the key contributing factors to a successful completion of the study. Finally, one can argue that this study has made contribution to the policy makers who provided access to the researcher. The findings of this study will provide a better and clear understanding of localisation and its drivers and barriers.

Objetivo: Descrever e analisar os acidentes do trabalho ( acidentes-tipo, acidentes de trajeto, e doenças do trabalho) em motoristas residentes no Estado de São Paulo. Métodos: Base elaborada a partir do banco de dados da Fundação Seade/Fundacentro, composto dos dados coletados nas CAT´s notificadas na Previdência Social do Estado de São Paulo, entre 1997 a 1999. Os casos de 14 567 motoristas foram categorizados em seis grupos. Taxas de incidência, mortalidade e letalidade foram regionalizadas para o Interior, Região Metropolitana de São Paulo e Município de São Paulo. Resultados: Os acidentes ocorreram após, uma a três horas, e depois de sete horas de trabalho. O grupo “motorista em geral" representou 33,9% dos acidentes do trabalho, os de “caminhão" 32,4%, os de “ônibus" 12,0%, os “motociclistas" 11,0%, os de “caminhão pesado" 7,3% e “outros" 3,3%. A taxa de incidência do Estado foi de 42,5 acidentes/1.000 trabalhadores do setor “motoristas profissionais; para o Interior, 52,8; para Região Metropolitana, 31,1 e para o Município 32,4. A mortalidade no Estado foi de 11,0 óbitos/10.000 motoristas profissionais; 17,0/10.000 para o Interior e 6,6/10.000 e 5,0/10.000 para Região Metropolitana e Município. Neste grupo profissional, o estado de São Paulo apresentou uma taxa de letalidade de 26,0 óbitos/1.000 acidentes do trabalho, o Interior 32,1, a Região Metropolitana 21,0 e o Município 15,4. No estudo da letalidade específica, segundo estes agrupamentos criados e citados acima, os “motoristas em geral" destacaram-se com 33,9 óbitos/1.000 acidentes para o Interior. Os motociclistas, para a Região Metropolitana e o Município, apresentaram taxas próximas 11,9 e 12,2; respectivamente. Conclusões: O cálculo das taxas e a análise de grupos específicos de motoristas possibilitou detectar especificidades na ocorrência de acidentes, na mortalidade e letalidade. Os acidentes-tipo e a incapacidade temporária representaram a maioria dos eventos. As causas de acidentes e doenças relacionadas com o trabalho que atingiram a maioria dos motoristas foram: os choques/colisões, o mal-súbito e a perda auditiva. / Objective: To describe and analyze the work injuries (typical and commuting accidents and work- related diseases) of drivers living in the State of Sao Paulo, Brazil. Methods: The analysis was carried out using the Seade Foundation and Fundacentro data gathered from 1997 to 1999. This data bank includes the accidents reported to Social Security of State of Sao Paulo, Brazil. The studied population was composed of 14.567 drivers. The injuries were classified in six groups (general drivers, truck drivers, heavy truck drivers, motorcyclists, others. The incidence, mortality and lethality rates were classified in accordance to location: Municipality of Sao Paulo, Sao Paulo Metropolitan Area and inland (the rest of the State). Results: Most of the accidents occurred after one to three working hours and after seven working hours. The group “general drivers" suffered 33,9% of work accidents, “truck drivers" 32,4%, “bus drivers" 12,0%, “motorcyclists“ 11,0%, “heavy truck drivers" 7,3% and “others" 3,3%. The incidence rate for the State of Sao Paulo was 42,5 accidents/1.000 professional drivers, 31,1% in Sao Paulo Metropolitan Area, and 32,4% in the Municipality of Sao Paulo. Mortality rate: the State showed 11,0 deaths/10.000 drivers, 17,0/10.000 inland of the State, 6,6/10.000 5,5/10.000 for Sao Paulo respectively for Metropolitan Area and the Municipality of Sao Paulo. The professional drivers showed the following lethality rates: the State of São Paulo: 26,0 deaths/1.000 work accidents, inland 32,1/1.000 accidents, Sao Paulo Metropolitan Area 21,0/1.000 accidents, and the Municipality of Sao Paulo 15,4/1.000 accidents. The analysis of specific lethality rates showed the following results: the highest rate was found for “all drivers" category in inland 33,9 deaths/1.000 accidents. The motorcyclists presented close numbers for the Municipality of Sao Paulo and Sao Paulo Metropolitan Area: 12,2 and 11,9/1.000 accidents, respectively. Conclusion: The typical accidents and temporary disablement represent the greatest number of occurrences. The accidents and work- related diseases affecting the greatest number of drivers were: collisions, sudden illness, and hearing loss.

This dissertation uses the taxicab as a vehicle to tell the story of the Pakistani Muslim community from the 1970s onwards. The research includes an in-depth ethnography (2013-2014) on Muslim cab drivers that live and work in West Yorkshire, northern England, but who vary in age as well as place of birth. Most have their heritage in and around the villages of Mirpur, Azad Kashmir/Pakistan, as do the vast majority of the Pakistani diaspora in Britain. One driver's personal narrative organizes my thesis: a former rude boy turn revert (practicing Muslim), whose trajectory is situated in the 1980s and 1990s specifically. Exploring themes of family, community, religious identities, and violence, ‘Cab Driving in the Spirit of Islam’ refers to the richness of Islamic religious traditions as well as the specter which continues to haunt the liberal imaginary, both of which help shape the world of Muslim cab driving. Cab driving is a hyper-individualistic pursuit, the first steps towards integration into mainstream society and corollary normative acceptability. Yet paradoxically, for these South Asian Muslims, cab driving has stabilized into a communal infrastructure, a way of life for over three decades now, and as integral to them as the two Islamic traditions in their lives, Barelwi and Tablighi respectively. In the world of Muslim cab driving, critical knowledge is shared and passed on as religious community is continuously produced. The circulating cab driver occupies a pivotal mediating role, full of potential and promise, but also a position fraught with risk. As a figure of access and “plain person” in Alasdair MacIntyre’s words, he is an integral religious authority in this sociality, readily available to dispense and enjoin the Islamic good. It requires virtue and skill to live according to the sunna, the model of ethicality based on the Prophet’s example, the Prophet motive, rather than being dictated by the profit motive. In doing so, the expert driver turns a possible vulnerability into a potentiality. The study has five parts. In ‘Formations of the Rude Boy,’ I introduce the “boys,” figures of resistance and rebellion analogous to Paul Willis’ working-class “lads.” Via the critical medium of the car, the boy becomes the sovereign-beast. He takes possession of his fate, the ineluctable predicament of degraded cab driver, position occupied by his father and "uncles." However, the significant difference from my findings and Willis’ research is that the world of cab driving mediates Islamic religious traditions to produce the Islamic counterpublic (Charles Hirschkind), thereby unsettling the normative regime where school complements workplace. The sphere of pious cab driving is tantamount to an education in the Islamic virtues, described in Part II, ‘Righteous Turn.’ The overlay of revivalist discourse and practice onto the cabbing infrastructure, especially the spiritual exchanges in the taxi base, enables the rude boy’s ‘reversion,’ an un-becoming Sovereign and a life-altering trajectory shared by a significant constituency in this Islamic revival. In his pious turn, the former “boy” sees the other side to the tradition, one of care and concern, rather than the policing which he aspired to rebel against. Part III, ‘Riding with the Enemy,’ examines the specter of “Islam” in liberalism. Drivers work all over England, including the country proper, villages and market towns whose residents are predominantly non-Muslim whites. The driver is thus at the core of liberalism, both materially and psychologically. The Muslim driver is a marked target, a convenient opportunity and point of access, resulting in a concentration of violence in the cab. In the possibility that the ride turns into a sexual encounter, the Muslim driver is the “intimate enemy.” I investigate the gendered dimension in this mode of everyday violence, tying together the performance of expected gender roles to a resurgent nationalist sentiment that necessitates the need to disavow the Muslim/the migrant within. I trace the emergence of this nationalist subjectivity in the decline of the white working-class while attending to the spatial transformations and movements taking place in these landscapes. In Part IV, ‘Care Drivers,’ I consider the driver’s response in this vulnerable predicament as the putatively lacking migrant. The pious driver learns to depend and trust in God. He draws upon the significance of the social position of ‘lack’ and ‘beginning’ in Islamic tradition, most notably the Prophet’s companion, Bilal, the exemplar par excellence of embodying piety and practicing sabr, the virtue of endurance, in the face of degradation, inferiority and violence. While Muslim cab driving has formed a way of life, it is far from stagnant. In Part V, ‘Revaluation of the Saints,’ I explore the shifts and transformations that result in the transnational circulation of goods and people, as the returning émigré-driver is endowed with a saint-like authority, produced out of the two dominant South Asian Muslim traditions, ‘Sufi’ Barelwi and ‘Deobandi’ Tablighi, mediated by cab driving and the migration process. I analyze changes in the religious authority and practices of these Muslims, a matter of ‘knowing the men,’ their good deeds and actions, as they strive to ‘live Medina’ in modern England.

Objetivo: Descrever e analisar os acidentes do trabalho ( acidentes-tipo, acidentes de trajeto, e doenças do trabalho) em motoristas residentes no Estado de São Paulo. Métodos: Base elaborada a partir do banco de dados da Fundação Seade/Fundacentro, composto dos dados coletados nas CAT´s notificadas na Previdência Social do Estado de São Paulo, entre 1997 a 1999. Os casos de 14 567 motoristas foram categorizados em seis grupos. Taxas de incidência, mortalidade e letalidade foram regionalizadas para o Interior, Região Metropolitana de São Paulo e Município de São Paulo. Resultados: Os acidentes ocorreram após, uma a três horas, e depois de sete horas de trabalho. O grupo “motorista em geral” representou 33,9% dos acidentes do trabalho, os de “caminhão” 32,4%, os de “ônibus” 12,0%, os “motociclistas” 11,0%, os de “caminhão pesado” 7,3% e “outros” 3,3%. A taxa de incidência do Estado foi de 42,5 acidentes/1.000 trabalhadores do setor “motoristas profissionais; para o Interior, 52,8; para Região Metropolitana, 31,1 e para o Município 32,4. A mortalidade no Estado foi de 11,0 óbitos/10.000 motoristas profissionais; 17,0/10.000 para o Interior e 6,6/10.000 e 5,0/10.000 para Região Metropolitana e Município. Neste grupo profissional, o estado de São Paulo apresentou uma taxa de letalidade de 26,0 óbitos/1.000 acidentes do trabalho, o Interior 32,1, a Região Metropolitana 21,0 e o Município 15,4. No estudo da letalidade específica, segundo estes agrupamentos criados e citados acima, os “motoristas em geral” destacaram-se com 33,9 óbitos/1.000 acidentes para o Interior. Os motociclistas, para a Região Metropolitana e o Município, apresentaram taxas próximas 11,9 e 12,2; respectivamente. Conclusões: O cálculo das taxas e a análise de grupos específicos de motoristas possibilitou detectar especificidades na ocorrência de acidentes, na mortalidade e letalidade. Os acidentes-tipo e a incapacidade temporária representaram a maioria dos eventos. As causas de acidentes e doenças relacionadas com o trabalho que atingiram a maioria dos motoristas foram: os choques/colisões, o mal-súbito e a perda auditiva. / Objective: To describe and analyze the work injuries (typical and commuting accidents and work- related diseases) of drivers living in the State of Sao Paulo, Brazil. Methods: The analysis was carried out using the Seade Foundation and Fundacentro data gathered from 1997 to 1999. This data bank includes the accidents reported to Social Security of State of Sao Paulo, Brazil. The studied population was composed of 14.567 drivers. The injuries were classified in six groups (general drivers, truck drivers, heavy truck drivers, motorcyclists, others. The incidence, mortality and lethality rates were classified in accordance to location: Municipality of Sao Paulo, Sao Paulo Metropolitan Area and inland (the rest of the State). Results: Most of the accidents occurred after one to three working hours and after seven working hours. The group “general drivers” suffered 33,9% of work accidents, “truck drivers” 32,4%, “bus drivers” 12,0%, “motorcyclists“ 11,0%, “heavy truck drivers” 7,3% and “others” 3,3%. The incidence rate for the State of Sao Paulo was 42,5 accidents/1.000 professional drivers, 31,1% in Sao Paulo Metropolitan Area, and 32,4% in the Municipality of Sao Paulo. Mortality rate: the State showed 11,0 deaths/10.000 drivers, 17,0/10.000 inland of the State, 6,6/10.000 5,5/10.000 for Sao Paulo respectively for Metropolitan Area and the Municipality of Sao Paulo. The professional drivers showed the following lethality rates: the State of São Paulo: 26,0 deaths/1.000 work accidents, inland 32,1/1.000 accidents, Sao Paulo Metropolitan Area 21,0/1.000 accidents, and the Municipality of Sao Paulo 15,4/1.000 accidents. The analysis of specific lethality rates showed the following results: the highest rate was found for “all drivers” category in inland 33,9 deaths/1.000 accidents. The motorcyclists presented close numbers for the Municipality of Sao Paulo and Sao Paulo Metropolitan Area: 12,2 and 11,9/1.000 accidents, respectively. Conclusion: The typical accidents and temporary disablement represent the greatest number of occurrences. The accidents and work- related diseases affecting the greatest number of drivers were: collisions, sudden illness, and hearing loss.

Abstract currently unavailable

Road trauma is recognized as a major public health problem worldwide (particularly for younger drivers), and risky driving has been identified as an important contributor to road crashes. It is often assumed that similar factors influence all risky driving behaviours, although direct and systematic examination of the differences between risky driving behaviours in terms of precipitating factors is lacking. The present thesis sought to undertake a systematic investigation of relevant factors in the prediction of four key risky driving behaviours (speeding, drink-driving, driving while fatigued, and not wearing seat belts). Four versions of a Risky Driving Questionnaire were developed to assess beliefs, personality factors and behavioural intentions, in relation to each of the four behaviours. Four versions of the Implicit Association Test were developed to assess attitudes toward each of the four behaviours, without reliance on self-report (in terms of the relative strength of pairs of associations). Data were collected from a student sample (N=215: Study 1), as well as urban (N=587) and rural (N=422) general population samples (Study 2), and regression models were examined for each of the four behaviours, with interaction terms to assess moderations involving perceived risk. Mediations involving gender were also assessed. Results indicate that different risky driving behaviours are predicted by different factors. For example, in the urban sample, speeding was predicted by driver anger and illusory invulnerability, drink driving was predicted by peer influence, driving while fatigued was predicted by the perceived benefits of not driving while fatigued, and not wearing seat belts was predicted by the (sensation seeking x illusory invulnerability) interaction. Results also suggest that different predictors of risky driving behaviours are relevant for different driver populations. For example, speeding was predicted by authority rebellion in the urban sample, and by sensation seeking in the rural sample. Observed moderations of perceived risk suggest that relationships between perceived risk and risky driving may differ for males versus females, and for low versus high sensation seekers. Findings suggest that future road safety interventions should be based on research of the determinants of individual risky driving behaviours, and in specific driver populations.

<p>The hazard perception test developed by Sagberg and Bjornskau (2006) measuring reaction times in relation to different hazardous situations in traffic, has been used in the present study to analyze older drivers’ visual behaviour when passing/responding to the test.</p><p>The overall objective of this study has been to investigate the relation between hazard perception in traffic and visual behaviour among older drivers in comparison with a younger age group. The purpose of the study was to provide knowledge on what traffic situations that are more difficult for older drivers to interpret or perceive as hazardous. The elderly were expected to have more problems in situations that included objects classified as context hazards. Context hazards consist of objects that are slowly moving on the side of the road, which poses a situation where the driver should be prepared for the potential behaviour of that object.</p><p>The study was composed of two groups of drivers, one group of middle-aged drivers, 35-55 years old, and one group of older drivers, 65 years old and above, who performed the hazard perception test wearing an eye tracker. Hazard interpretation level within age group and situation was investigated, and eye movement data analyzed in terms of fixation duration time.</p><p>Overall results showed that the older participants had more problems in interpreting situations classified as context hazards as risky, especially context hazards consisting of pedestrians or cyclists. The differences were nevertheless significant. In addition, when investigating total fixation time on the hazard objects, the differences between age groups were shown to be significant for one of the situations consisting of pedestrians, classified as context/hidden hazard. No significant differences between age groups were found in either of the other situations.</p><p>The conclusions are that the elderly tentatively should be exposed to context hazards composed by pedestrians or cyclist in future training schemes. Since there were no significant differences between age groups, more research is, however, needed in the area. Also, since the class of context/hidden hazards, which showed significant differences in fixation time between age groups, was composed by only one situation, resembling situations should be investigated in order to verify these differences.</p>

Every year, drivers throughout the world are killed or injured in road traffic, particularly in developing countries. Young drivers run a greater risk everywhere, and this problem is still largely unsolved. Better understanding of the underlying processes could, however, be a useful tool in preventive endeavours. The aim of this thesis is to elucidate some of the accident problem among young car drivers. The focus is on understanding how lifestyle and other social and demographical factors influence the health of young people in terms of mobility and safety. Better knowledge of these factors makes it possible to design safety measures specially tailored for different subgroups. This is expected to help make the measures more effective and reduce the conflict between mobility and safety. The thesis is based on five studies, the first of which focuses on the factors that influence young people in their decision concerning whether or not to obtain a driving licence (Paper I). In the second study, focus lies on how groups with different lifestyles and socio-economic background start practice driving and the benefit derived from the opportunity to practise from the age of 16 (Paper II). The third study aims at visualising accident patterns during driving practice (Paper III) while the fourth evaluates the effects of a reform that lowered the age limit for practice driving to 16 (Paper IV). The last study aims at analysing the relation between the lifestyles of young drivers and accidents (Paper V). The results of the five studies underlines the complexity of the young driver problem. Many factors such as financial means, time and norms influence how many people take their licence and consequentially, safety and health (I). Socio-economic background together with lifestyle influences the possibility of obtaining a driving licence and of accumulating extensive driving practice (II), which is relevant as regards safety on the road for newly qualified drivers (IV). Paper III shows the prevalent accident pattern during driver training and Paper V shows that the accident risk is different in different lifestyle groups. The combined results presented in the five papers offers the possibility of developing different countermeasures for the selective influencing of different groups under different conditions. If this is adapted as closely as possible to target groups and situations, it should be possible to significantly enhance safety without losing much of young drivers’ mobility, both during driving practice and afterwards. / On the day of the public defence of the doctoral thesis the status of the articles I was: Under review and article II was: Submitted. The titel of article III was "Typical accident patterns during driver training in Sweden – an explorative study using correspondence analysis". Aricle I and III are published in full text.

Introduction: Bandura’s self-efficacy theory postulates that confidence is a stronger determinant of behaviour than one’s actual skills or abilities. The Day and Night time Driving Comfort Scales (D-DCS and N-DCS) are new tools to measure perceived confidence in older drivers. Developed inductively with older drivers, the DCSs have good structural properties and preliminary psychometric support, including test-retest reliability. Purpose: This thesis builds on previous work by further examining the construct validity of the DCSs via (1) temporal associations (Study 1) and (2) cross-sectional relationships (Study 2). Study 1 prospectively examined the relationship between DCS scores and self-reported driving behaviour. Study 2, meanwhile, examined cross-sectional associations between DCS scores and selected sample characteristics, self-reported driving behaviour and driving problems, perceived abilities and seven objectively measured driving-related abilities (visual acuity, contrast sensitivity, disability glare, brake reaction time, lower body mobility, executive skills and visual attention). Methods: For Study 1, a convenience sample of 82 older drivers (aged 63 to 93) were assessed at baseline and follow-up (five to 17 months later). Study tools comprised the DCSs, multi-item ratings of driving frequency, avoidance and perceived abilities and a background questionnaire. Telephone interviews were conducted with a subgroup of 45 drivers to examine reasons for changes in driving comfort. For Study 2, cross-sectional relationships with the DCSs were examined using baseline data from 65 drivers (aged 63 to 93). A subgroup of 42 participants completed objective assessments of driving-related abilities assessed via ETDRS charts, Pelli-Robson charts, Brightness Acuity Tester, brake reaction time apparatus, the Rapid Paced Walk, the Trail Making Tests (Parts A and B) and the UFOV subtest 2. Results: Prospectively, lower baseline N-DCS scores (p<.001) and decreased N-DCS scores (p<.001) were significant predictors of lower self-reported situational driving frequency (R2 = 34%) and greater situational avoidance (R2 = 51%) at follow-up. While DCS scores did not change appreciably for those who continued driving, N-DCS scores were significantly lower at follow-up for seven individuals who stopped driving (p<.05). Cross-sectionally, lower DCS scores were significantly associated with lower self-reported situational driving frequency, higher situational avoidance and lower ratings of perceived abilities (p<.001). Poorer left eye acuity scores were significantly associated with lower D-DCS (p<.05) and N-DCS (p<.05), while slower performance on Part A of the Trail Making Test was significantly related to lower D-DCS scores (p<.05). Participants with a discrepancy between their perceived and actual abilities had significantly higher D-DCS, situational driving frequency and lower situational avoidance (p<.05). Conclusions: Findings are consistent with Bandura’s self-efficacy theory and Rudman’s model of driving self-regulation and, thus, provide further support for the construct validity of the DCSs. Further studies are needed with larger, more diverse samples, including those with diagnosed impairments, to establish benchmarks for driving comfort in healthy drivers and various clinical populations (such as those with stroke, Parkinson’s or visual conditions). Prospective studies should also involve longer follow-up periods, examination of actual driving behaviour and barriers to self-restriction, and attempt to pinpoint whether there is a critical level of discomfort at which voluntary cessation is likely to occur.