Abstract The main purpose of this study is to explore the perception of senior and vocational high school students regarding safety climate and safety performance in the campus. Based on the review of campus safety events, related literatures on campus safety, and the analysis of validity and reliability, a questionnaire was developed which includes 91-item campus safety climate (CSC) scale, 46-item campus safety performance (CSP) scale, 98-item campus safety event likelihood (CSEL) scale. The factor analysis of CSC located four factors including: school commitment and action, student's commitment and perception of risk, safety attitude, response during an emergency, which explain 38.67% of the total variance. And CSP scale results in four factors: safety organization and management, safety training, safety equipment and measures, maintenance and event investigation, which explain 59.85% of the total variance. The researcher distributed 3280 questionnaires to students in 41 senior and vocational high schools in Taiwan. Of these 41 schools, 21 schools were chosen because of their poor performance in campus safety while the other 20 schools were selected due to their bright performance in campus safety. And 2837 valid questionnaires have been returned. The retrieving rate of the questionnaires is 86.49%. The independent-sample T test, one-way ANOVA, Pearson correlation and canonical correlation analysis is has been applied to the analysis of the raw data. The major findings of the research are listed below: 1. Significant positive correlation between CSC and CSP is found. The strongest positive correlation exists between school commitment and action and CSP; the second one is between student's commitment and perception of risk and CSP. 2. School commitment and action is the best predictor to CSP, and the second one is student's commitment and perception of risk. 3. The more score a school gets in CSEL scale, the less campus safety events happened at that school. The significant positive correlation can be found among CSEL, CSC and CSP scale. And the correlation is especially high between CSEL and safety equipment and measure, the same is happened between CSEL and CSP. 4. The most frequent campus event among senior and vocational high school students is injures during exercises and games (26.3%). The next campus event is the conflicts between teachers and students (13.2%). The third one is traffic accidents outside the campus (12%). And the fourth one is the fights among teenagers (10.9%). 5. CSC, CSP and CSEL scales can provide available information for the control of campus safety event and for the direction of prevention campaigns. Keywords: campus safety climate, campus safety performance, campus safety perception

The connection between the heart and the brain was coined 150 years ago by Claude Bernard and has since then been an interesting topic of research. Scientists have for many years searched for biomarkers of stress and health to map the current status of the organism. Heart rate variability (HRV) has been presented as an emerging objective and promising marker to achieve just this. HRV refers to the beat-to-beat variations in heart rate (HR) and is thought to be a useful signal in understanding and providing valuable information of the autonomic nervous system (ANS). HRV has also been proposed as a marker of stress and health by sharing neural correlates and functions with several executive functions. This thesis identified several regions, including the ventromedial prefrontal cortex and the amygdala, in which significant associations across several studies were found between threat and safety perception, emotional regulation and HRV. This suggest that HRV may function as an index of the brain mechanism and structures that guide and govern adaptive functions and thus, provide researchers with valuable information regarding the stress and health of an organism. Two major theoretical frameworks, which articulate and explain the role of HRV as an indicator of individuals ability to adapt to environmental changes and cope under stress is presented. HRV can also be used in practice in several ways and a growing and promising field of application is HRV biofeedback.

This research aims to monitor workers’ physiological reactions in virtual construction scenario. With the objective of leveraging affective sensing technology in construction scenario, experiments with Galvanic Skin Response (GSR) was conducted in a 3D simulation developed based on a real construction site. The GSR results obtained from sensor were analyzed in order (i) to assess the feasibility of using virtual environment to generate real emotions, (ii) to examine the relation between questionnaires used to ask people about their experience and their physiological responses and (iii) to identify the factors that affect people’s emotional reactions in virtual environment. Subjects of the experimental group exhibited incoherent responses, as expected in experiments with human subjects. Based on the various reasons for this incoherence obtained from questionnaire part of the experiment, the potential in research for developing training methods with respect to workers’ physiological response capability was identified.

The number of bicycles with infants is rapidly increasing due to the revision of the Road Traffic Law in 2009 and the spread of electrically power assisted bicycles in recent years. The users of electrically power assisted bicycles are mainly the elderly and the child-rearing generation, and bicycles that allow children to ride along are particularly effective tools for improving the efficiency and health of the child-rearing generation. However, the reckless riding of bicycles by parents is often overlooked because they have no other means of transportation. Therefore, we conducted a questionnaire survey of parents who transport their children to and from nursery schools by bicycle to understand the actual situation of bicycle use and the state of awareness of the rules.

<p>Patient safety in healthcare has become a national objective. Hospital safety concerns are not isolated to patient safety, occupational safety is also important. One initiative adopted by healthcare is improving patient safety climate – shifting from one of a "no harm, no foul" approach to a culture of learning that encourages the reporting of errors, even those in which patient harm does not occur. Lacking from the literature, however, is an understanding of how to encourage reporting and how safety perceptions are formed among hospital employees. In addition, although safety-related reporting and safety perceptions are deemed important, the majority of research has been conducted in nursing populations. In order to create a safer hospital, it is crucial to investigate safety-related reporting and safety perceptions among all hospital employees.</p> <p>The purpose of this cross-sectional study is to test and refine a model that explains the influence of perceived procedural justice, interpersonal justice, informational justice, and distributive justice on comfort with safety-related reporting and, ultimately, hospital safety perceptions among hospital employees.</p> <p>The proposed model was tested on a sample of 652 hospital employees from a regional children’s hospital with a 76% return rate. Consistent with the hypothesized model, perceptions of higher interpersonal justice predicted higher comfort with safety reporting, which in turn predicted perceptions of hospital safety. In addition, comfort with safety reporting, interpersonal justice, and informational justice contributed directly to the prediction of hospital safety perceptions.</p> <p>This study illustrates why different dimensions of organizational justice, specifically interpersonal justice and informational justice, should be considered above and beyond safety-specific climate when individuals are intent on improving hospital safety. Thus, hospital managers and administrators should enhance interpersonal justice along with comfort with safety-related reporting and informational justice to create a safer hospital. Study limitations and recommendations for new research methods and areas are discussed.</p> / Master of Health Sciences (MSc)

An organizational culture of safety affects employees' attitudes, beliefs, perceptions, and values related to safe practice as well as their behaviors and level of engagement. The purpose of this project was to determine the influence of introducing the just culture model through staff engagement in an interactive workshop. A convenience sample of acute care staff were recruited for this 1-sample pretest and posttest project design. The Agency for Healthcare Research and Quality Hospital Survey on Patient Safety Culture instrument was used to measure safety culture perceptions on 7 dimensions pre and post intervention. For the theoretical framework, Ajzen's theory of planned behavior and Kantar's empowerment theory were used. Welch's t test results showed significant improvement in perception scores overall (t = 2.7, p < 0.01), with posttest mean scores ('= 3.7) higher than pretest mean scores ('= 3.5). The dimension-specific mean posttest scores were significantly higher on 3 of the 7 dimensions including teamwork (t = 2.99, p < 0.05), feedback and communication (t = 2.14, p < 0.05), and frequency of event reporting (t = 2.31, p < 0.05). Major implications for social change include reduction of preventable errors and iatrogenic events; creating a healthcare environment that is safe, fair, transparent, and reliable; creating organizational learning through evidence-based patient safety training; and promoting the use of perception surveys to measure and improve the culture in one's organization. The project may provide a road map for just culture implementation. Future qualitative and quantitative research should explore effects of a just culture on safety reporting patterns and specific events such reducing medication errors or risk-taking behaviors.

Participation rates in Australia remain low compared to other international settings, and gross inequities exist in participation, including for women and people living in low socioeconomic areas [1]. In recognition of the health and environmental benefits of increasing cycling participation, governments in Australia are increasing investment in initiatives to increase bicycling [2]. Recent research found that 78% of people in Greater Melbourne (a major Australian metropolitan region) are interested in riding a bike [3]. This demonstrates an opportunity for considerable modal shift to bike riding. There is, however, insufficient knowledge of the barriers to, and enablers of cycling for transport in this context. Research of barriers and enablers in Australia is very limited, however the majority of what has been conducted bas been quantitative research in groups whom are already cyclists. Existing research explores factors affecting cycling for all purposes, potentially overlooking differences in barriers and enablers reported for either riding a bike for transport, or recreational purposes. Further, quantitative studies often present the prevalence of a particular barrier or enabler, without consideration of the strength of how preventative, or encouraging the factor may be. This has resulted in cycling strategies being largely uninformed by the needs of people who are not current cyclists, and without consideration of the needs of people who ride a bike for transport, compared to recreational ri.ders. To increase cycling participation, it is essential to understand the barriers and enablers of cycling for all people of all ages and abilities, and to understand the nuances of their perception of safety. This requires a mixed-methods approach, with a robust sampling approach, to consider the prevalence and strength of the varying factors that influence people's decision to ride a bike or not. We conducted an online survey and semi-structured interviews with people living in nine selected local government areas across Greater Melbourne. [From: Introduction]

With the beginning of the COVID-19 outbreak and the restrictions put in place to prevent an uncontrolled spread of the virus, the circumstances for daily activities changed. A remarkable shift in the modal split distribution was observed. Cycling was seen as a reliable and resilient option in pandemic times as it allowed social distancing and poses a low risk of contagion. There are detailed studies on the effect of the pandemic on cycling traffic all over the globe which used different data sources, like app data. counters or surveys [1] [2]. Apart from the citizens' behavioral responses to the corona pandemic, the municipalities also put up interventions that were meant to support a shift to cycling-based movements in cities. The question to discuss is what changes will be permanent and which changed circumstances, e.g. increased subjective safety, lead to a long-term change of mobility patterns. The changes in mobility during the COVID-19 pandemic bad different impacts on road traffic collisions and road deaths in different countries. While there was a reduction of both indicators in 32 out of 36 countries in April 2020 compared to April 2019, there was an increase in the other four countries [3]. Others also found a reduction of traffic fatalities in 23 out of 24 countries in 2020 compared to a baseline of the previous years (2017-2019), the only exception being Switzerland [4]. The subjective well-being has also changed differently for the different transport modes throughout the pandemic. For example, in April 2020, 9% of respondents said they would feel more comfortable or much more comfortable if they used or would use a bicycle compared to pre-pandemic times; in summer and autumn 2020, this figure was 11 %, in spring 2021, it was 13%. In autumn 2021, 15% of respondents said they would feel more comfortable or much more comfortable if they used or would use a bicycle than before the spread of the coronavirus [ 5]. [From: Introduction]

The road transport in Kenya is the most common means oftransport for people living in both urban and rural areas. The use of bicycles for transport dates back in the pre-colonial time and has been used as a mode of transport until 2008 when the use of motorcycles became a popular mode of travel in the rural and urban areas. However, the use of bicycle as a means of travel has declined consistently over the years until now and many have shifted to the use of car, public transport and most commonly motorcycles which are popularly known as 'boda boda' in Kenya. This modal shift can be attributed to a number of factors identified as challenges in the use of bicycles as a common mode of transport in comparison to other emerging modes of transport both in rural and urban areas. However, despite this modal shift, there are a substantial number of road users who would still prefer to use the bicycle mode amid prevalence in road traffic fatalities and injuries in Kenya. The government of Kenya has established initiatives to provide safe and inclusive transport system by investing in transport infrastructure that includes cycle tracks especially for roads located in the urban cities. This has been enabled by innovation in design, mixed traffic composition, change of legislation and road design standards especially in regards to non-motorized transport in Kenya. Cycling is still low in cities in Kenya despite this effort to improve geometric design of roads. This paper explores these challenges and opportunities in cycling in Kenya focusing on Nairobi city as a case study. [From: Introduction]

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