The Cost Estimation of Thermal and Catalytic Incinerators for the Control of VOCs

In an earlier paper, major commercially available incinerator technologies designed to treat dilute waste gas streams containing volatile organic compounds (VOCs) were described in a qualitative comparison. In addition, a simplified procedure was outlined through which important sizing parameters could be calculated given certain information about the waste gas. This paper describes the use of these parameters in developing a study (±30percent) cost estimate for the total capital investment and the total annual costs incurred in treating a waste stream of volatile organic compounds (VOCs). An illustrative problem used in the former paper is completed here in order to contrast some of the economic differences between thermal and catalytic incinerator systems.     

δ 13C and δ 15N variations in organic matter pools, Mytilus spp. and Macoma balthica along the European Atlantic coast

Stable carbon (δ ¹³C) and nitrogen (δ ¹⁵N) isotope (SI) values of sedimentary organic matter (SOM), seston and two dominant bivalves, Mytilus spp. and Macoma balthica, were studied at 18 stations along the European coast in spring and autumn 2004. Three main regions, the Baltic Sea (BS), the North Sea and English Channel (NS), and the Bay of Biscay (BB), were tested for possible geographic (latitudinal) differences in the SI values. In spring, only BS showed lower δ ¹³C values of seston and Mytilus spp., and higher δ ¹⁵N values of SOM, than NS and BB. No significant differences between the 3 regions were found in autumn. Irrespective of season and regions, Mytilus spp. was more ¹³C-depleted than M. balthica. δ ¹³C values of M. balthica, but not those of Mytilus spp., were significantly correlated with SOM. These results are consistent with differences in feeding behavior of Mytilus spp. and M. balthica, as the two species are known as obligatory-suspension and facultative-deposit feeders, respectively. In contrast, no differences in the δ ¹⁵N values of Mytilus spp. and M. balthica were found at individual stations, indicating the same trophic level of the two bivalves within the food webs. At some stations, irrespective of geographic location, both bivalves showed δ ¹⁵N values up to 18–20 ‰. These were two trophic levels higher than those found at the other stations, indicating local and/or episodic eutrophic conditions, probably due to waste water discharge, and the effectiveness of both Mytilus spp. and M. balthica as bio-indicators of anthropogenic eutrophication. Overall, our results suggest that pathways of energy flow from OM pools to dominant bivalves is more related to local environmental conditions than to geographic regions across the European coastline. This has implications for food web studies along the Atlantic coast because most of the values are consistent over a large area and show no significant differences. Therefore, the present study can be used twofold for the determination of trophic baselines and for the correction of the trophic position of consumers higher up in the food web in the case of differences in waste water discharge.     

Transformational and transactional leadership and innovative behavior: The moderating role of psychological empowerment

Innovative behavior is increasingly important for organizations' survival. Transformational leadership, in contrast to transactional leadership, has been argued to be particularly effective in engendering follower innovative behavior. However, empirical evidence for this relationship is scarce and inconsistent. Addressing this issue, we propose that follower psychological empowerment moderates the relationship of transformational and transactional leadership with follower innovative behavior. In a field study with 230 employees of a government agency in the Netherlands combining multisource ratings, we show that transformational leadership is positively related to innovative behavior only when psychological empowerment is high, whereas transactional leadership has a negative relationship with innovative behavior only under these conditions. Copyright © 2009 John Wiley & Sons, Ltd.     

Evaluating safety management and culture interventions to improve safety: Effective intervention strategies

The Dutch Ministry of Social Affairs and Employment provided subsidy over the period 2004–2008 to a number of companies to introduce changes aimed at reducing accidents by changing their safety culture and aspects of their safety management. As part of the programme a scientific evaluation was set up to assess the effectiveness of the interventions in 17 of the projects, covering 29 companies. Before and after studies were made of the companies, documenting the state of their safety management and risk control efforts and their accident rates before the intervention, the changes made over the study period and the resulting changes in a range of measures aimed at assessing the success of the changes. The analysis led to a categorisation of the projects according to their degree of success.This paper describes the patterns of interventions distinguishing between successful and not successful projects and discusses the mechanisms lying behind them. Interventions bringing about constructive dialogue between shop-floor and line management, providing motivation to line managers and strengthening the monitoring and learning loops in the safety management system (SM) appeared more successful. The amount of energy and creativity injected by top managers and, above all, by the coordinator (safety professional) appeared also to be a distinguishing factor.     

An outlook on Dutch road safety in 2020; future developments of exposure,crashes and policy

This paper discusses the method used for an outlook on road safety in the Netherlands until 2020. The objectives of the outlook are to judge the feasibility of the Dutch road safety policy targets and to estimate the effects in 2020 of new measures. The outlook consists of baseline forecasts assuming the unchanged continuation of the effect of current road safety policy as a starting point, and the effect of new measures on top of that. We used four different mobility scenarios, derived from a comprehensive study about the macro-economic development of Dutch society until 2040. In the mobility scenario with the largest growth it appeared doubtful whether the policy targets of that time for the maximum number of fatalities in 2020 (580) can be achieved. An extensive inventory of new measures after 2010 produced five already intended new measures, the effects of which were estimated. The results show that the target of maximum 580 fatalities in 2020 can probably be met. The recently adjusted policy target of 500 fatalities in 2020 is also feasible if additional new measures are taken.     

Failure rate evaluation with influencing factors

A new methodology for failure rate evaluation with influencing factors is proposed. A quantitative part allows integrating potential available data from feedback. Then, a qualitative analysis deals with influencing factors such as design, environment, and use to provide more coherent and argued results. The main idea is to use some criteria to fix the failure rate within a prior interval, according to the influencing factor states. To this end, the system is broken up into main component groups. When a component group is susceptible to an influencing factor, its baseline failure rate is multiplied by the relevant influencing coefficient. A seven-step methodology is presented to define the model, identify and rate the influencing factors, set indicator functions taking the uncertainties into account, and calculate the influencing coefficients. The proposed methodology is global enough to be usable for a large number of safety instrumented systems and influencing factors. For example, an application regarding safety pressure relief valves is given. The prospect is for more efficient risk management by acting both on systems and influencing factors.     

Variability in environmental impacts of Brazilian soybean according to crop production and transport scenarios

Soybean production and its supply chain are highly dependent on inputs such as land, fertilizer, fuel, machines, pesticides and electricity. The expansion of this crop in Brazil in recent decades has generated concerns about its environmental impacts. To assess these impacts, two representative chains supplying soybeans to Europe were identified: Center West (CW) and Southern (SO) Brazil. Each supply chain was analyzed using Life Cycle Assessment methodology. We considered different levels of use of chemical and organic fertilizers, pesticides and machinery, different distances for transportation of inputs and different yield levels. Because transportation contributed strongly to environmental impacts, a detailed study was performed to identify the routes used to transport soybeans to seaports. Additionally, we considered different levels of land occupation and land transformation to represent the impact of deforestation in the CW region. Environmental impacts were calculated for 1000 kg of soybean up to and including the delivery to Europe at the seaport in Rotterdam, at 13% humidity. Overall results showed that the impacts are greater for CW than for SO for all impact categories studied, including acidification (7.7 and 5.3 kg SO₂ eq., respectively), climate change (959 and 510 kg CO₂ eq.), cumulative energy demand (12,634 and 6,999 MJ) and terrestrial ecotoxicity (4.9 and 3.1 kg 1,4-DCB eq.), except eutrophication and land occupation. The same trend was observed for the crop-production stage. Efforts to reduce chemical fertilizers and diesel consumption can reduce CO₂ emissions. Although deforestation for crop production has decreased in recent years, the contribution of deforestation to climate change and cumulative energy demand remains significant. In the CW scenario deforestation contributed 29% to climate change and 20% to cumulative energy demand. Results also showed that although there are different transportation options in Brazil, the current predominance of road transport causes severe environmental impacts. In CW, road transport contributed 19% to climate change and 24% to cumulative energy demand, while in SO it contributed 12% and 15% to these impacts, respectively. Improvements in the logistics of transportation, giving priority to rail and river transports over road transport, can contribute significantly to reducing greenhouse gas emissions and decreasing energy use. Future studies involving Brazilian soybeans should take into account the region of origin as different levels of environmental impact are predicted.