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Purpose: Refugees' inclusion at work is critical for the individual, for employers and for the receiving societies. Yet, refugees are often disadvantaged in working life or are being excluded from the labor market altogether. The purpose of this paper is to examine barriers and facilitators to refugees' inclusion at work at the individual, organizational and country level, and pay particular attention to how the three levels relate to each other in shaping inclusion and exclusion of refugees at work. Design/methodology/approach: The authors conducted 18 interviews with employed refugees, employers and experts from governmental and non-governmental institutions in the Netherlands. Findings: Based on the theoretical structure, 13 themes emerged from the interview material – 5 themes at the individual level, 4 at the organizational level and 4 at the country level. The authors also found indicators for an interplay of barriers and facilitators across levels. Research limitations/implications: This is a small study conducted in the Netherlands, providing several starting points for future research. Practical implications: The authors provide recommendations for refugees, employers and policy makers aimed at addressing barriers and leveraging facilitators of refugees' inclusion at work. Originality/value: The organizational level, which diversity research has shown to affect minority group members' inclusion at work, is rarely taken into account in refugee research. Based on the cross-level analysis, the authors identify patterns of interplay between the three levels and provide a relational framework of refugees' inclusion at work.

Purpose Refugees' inclusion at work is critical for the individual, for employers and for the receiving societies. Yet, refugees are often disadvantaged in working life or are being excluded from the labor market altogether. The purpose of this paper is to examine barriers and facilitators to refugees' inclusion at work at the individual, organizational and country level, and pay particular attention to how the three levels relate to each other in shaping inclusion and exclusion of refugees at work. Design/methodology/approach The authors conducted 18 interviews with employed refugees, employers and experts from governmental and non-governmental institutions in the Netherlands. Findings Based on the theoretical structure, 13 themes emerged from the interview material – 5 themes at the individual level, 4 at the organizational level and 4 at the country level. The authors also found indicators for an interplay of barriers and facilitators across levels. Research limitations/implications This is a small study conducted in the Netherlands, providing several starting points for future research. Practical implications The authors provide recommendations for refugees, employers and policy makers aimed at addressing barriers and leveraging facilitators of refugees' inclusion at work. Originality/value The organizational level, which diversity research has shown to affect minority group members' inclusion at work, is rarely taken into account in refugee research. Based on the cross-level analysis, the authors identify patterns of interplay between the three levels and provide a relational framework of refugees' inclusion at work.

Road crash injuries have emerged as a significant public health issue in many low and middle-income countries in recent years. In India, motorized two-wheelers comprise 70% of the vehicle population and are considered the most vulnerable road users. Road crash injury is common among the young-aged population leading to premature deaths. It is essential to understand risky riding behaviors to develop accurate, evidence-based risk reduction programmes that fit the target population's characteristics and the intervention setting. The current study aims to improve the understanding of the typical characteristics of motorcycle crashes among young riders in India, primarily focusing on the prevalence and role of risky riding behaviors. Five focus group discussions with eight to ten participants in each group (N = 35) were conducted in Manipal, in the Karnataka state of Southwestern India. A thematic analysis was completed using MAXQDA software to identify, analyze, and report on themes within the data. Speeding, riding under the influence of alcohol, and the poor maintenance of motorcycles were indicated as leading causes of crashes. Furthermore, using mobile phones while riding, violations of the traffic rules, and helmet non-use were identified as other risky behaviors among young riders. Future research can be taken up in other settings for the target population. Generational awareness with the involvement of young riders, government authorities, university officials, and the Regional Transport Office can be initiated. Engaging young riders, government authorities, university officials, and the Regional Transport Office through behavioral interventions such as persuasive communication techniques, an active experimental approach (such as the use of a simulator), and regulating the licensing procedure can reduce the number of road crashes.

Background. Driving is a complex, goal-directed task with high perceptual, cognitive, and motor demands. Especially cell-phones and in-vehicle technologies increase driving complexity since they create dual-tasking situations behind the wheel. Distracted driving implies that attention, required for safe driving, diverts toward another competing activity, which may cause failures in hazard detection, information processing, vehicle control, etc. Objectives. The current study investigated distracted driving related to mobile-phone use. It aimed to identify a priority problem group and model the determinants of their distracted driving behaviour. Method. The data was collected by the ESRA project (E-Survey of Road Users' Attitudes; Torfs et al., 2016; Trigoso et al., 2016). Data was collected in 2015 and 2016, using an internet based self-administered cross-sectional questionnaire from a sample of adults in 25 countries (e.g., Austria, Italy, Belgium, etc.). The total number of reported respondents was 26,643, of which 15,642 were regular car drivers. Four target behaviours related to the mobile-phone use while driving were examined: (1) handheld use (2) hands-free use (3) read text message or email (4) send text message or email. Results. "Young male drivers" were the identified problem group. Hands-free-phone use was the most prevalent mobile-phone use behaviour while driving. Relevant predictors were (specific terms between brackets): gender (males), education (middle aged drivers), higher exposure (young and middle aged), higher acceptability (low for hands-free use), attitudes (young), and support for traffic safety policy measures (old). These results can inspire policy-makers and legislation for priority-setting regarding distracted driving, especially for "young male drivers".

Among all crashes involving cyclists, a motorist approaching a cyclist on a shared lane from behind is particularly dangerous and likely to result in serious injuries and fatalities. Previous research has highlighted that inadequate lateral distance and high vehicle speed are among the main contributing factors of crashes involving cars overtaking cyclists. Since new technology innovations offer the potential to increase safety and mobility, a driving simulator study was conducted to evaluate the safety effects of an advanced driver-assistance system (ADAS) for cyclist overtaking. The ADAS was composed by a multimodal human-machine interface (HMI) using a multistage collision warning system, informing drivers well in advance about the potential danger so that an imminent cyclist collision can be avoided. Three warning priority phases were defined: (1) normal, (2) danger, and (3) avoidable accident. Both visual and acoustic signals were used to warn drivers. A combination of Lateral Clearance (LC) and Time-To-Danger (TTD) parameters was used as ADAS activation criterion. A general linear model showed a positive effect on the lateral clearance of the following variables: presence of the ADAS system, familiarity with the system, male gender, driving experience as car driver, and driving experience as cyclist. A negative effect was associated with the following variables: cyclist manoeuvring from the edge of the lane to the centre of the lane, cyclists riding in parallel, driver's age, and self-reported aggressive driving. In conclusion, the drivers' characteristics affected the LC and the ADAS significantly increased LC, indicating a positive safety effect on cyclist overtaking by cars. No significant effect on speed during overtaking was observed between the condition with or without ADAS, although it was observed that men drove on average faster than women. ; Part of this work has received funding from the European Union's Horizon 2020 research and 411 innovation programme under grant agreement No 814761.