Safety teams. Government and business organizations want them and use them, but are they legal?

BACKGROUND: Safety teams have become a popular means to recognize and prevent injuries in the workplace. In fact, organizations, such as OSHA, NIOSH, NIEHS, DOE, and the Ohio BWC, not only encourage safety teams, but have implemented them in their organizations. However, safety teams may not be legal as defined by NLRB Act Sections 2(5) and 8(a)(2). OBJECTIVE: To determine whether safety teams are illegal labor organizations. METHODS: A review of government regulations, safety programs, and safety teams was performed to create a framework of what types of safety programs/regulations are requested and/or required by a variety of government agencies. Next, these requirements were compared to existing case law on illegal labor organizations as defined by the NLRB. RESULTS: Most safety teams and programs, even those implemented by the Federal Government, are illegal labor organizations as defined by NLRB Act Sections 2(5) and 8(a)(2). CONCLUSIONS: The Federal Government needs to amend existing legislation and develop a revision of the NLRB Act that would allow safety teams to function legally in organizations without having to meet intrusive, constricting guidelines that may inhibit the value of safety teams. IMPACT ON INDUSTRY: Organizations must be aware that safety teams may be valuable in reducing job-related accidents and injuries but they may be illegal labor organizations.     

Teens and seat belt use: What makes them click?

ProblemMotor vehicle crashes kill more adolescents in the United States than any other cause, and often the teen is not wearing a seat belt.MethodsUsing data from the 2011 Youth Risk Behavior Surveys from 38 states, we examined teens' self-reported seat belt use while riding as a passenger and identified individual characteristics and environmental factors associated with always wearing a seat belt.ResultsOnly 51% of high school students living in 38 states reported always wearing a seat belt when riding as a passenger; prevalence varied from 32% in South Dakota to 65% in Delaware. Seat belt use was 11 percentage points lower in states with secondary enforcement seat belt laws compared to states with primary enforcement laws. Racial/ethnic minorities, teens living in states with secondary enforcement seat belt laws, and those engaged in substance use were least likely to always wear their seat belts. The likelihood of always being belted declined steadily as the number of substance use behaviors increased.DiscussionSeat belt use among teens in the United States remains unacceptably low. Results suggest that environmental influences can compound individual risk factors, contributing to even lower seat belt use among some subgroups.Practical applicationsThis study provides the most comprehensive state-level estimates to date of seat belt use among U.S. teens. This information can be useful when considering policy options to increase seat belt use and for targeting injury prevention interventions to high-risk teens. States can best increase teen seat belt use by making evidence-informed decisions about state policy options and prevention strategies.     

Accidents in “normal” operation – Can you see them coming?

Despite the increased understanding of how accidents occur in the chemical process industry, today's safety measures and indicators do not prevent these accidents from occurring. Finding a way to better, proactively, identifying precursors to imminent safety risks, could help organizations to focus their limited resources. The protocol proposed and demonstrated in this paper shows a way to do this. Basis is to examine usually low consequence, high likelihood reoccurring disruptions or deviations in the process (e.g. defects, disturbances, anomalies) for their relevance to process safety and define those possibly leading to accidents as ‘precursors’. As a next step ineffective supervising and managerial control processes and their underlying latent conditions, causing the persistence of these precursors, are identified and it was shown how these cause safety barriers to become ineffective and to open the way to accidents. In conclusion, this paper demonstrates that the proposed 7-stage protocol developed to this end can explicitly and proactively indicate safety risks, and find the controlling latent conditions causing the trouble. It will help organizations to direct their resources to improve safety, which will include their control structure and their normal way of working and will yield higher efficiency as a side benefit.     

Affluence,occupational safety and ergonomics: are they interdependent?

The number of fatal occupational injuries (FOI), the number of scientific publications in ergonomics (SP) and the gross domestic product (GDP) of 30 countries were investigated for their mutual dependence. This article shows that, although the ratio of FOI/SP decreases exponentially with a linear increase in the GDP, GDP may be only one of the major influencing factors.     

Injury prevention programs against distracted driving: Are they effective?

Introduction: Distracted driving (talking and/or texting) is a growing public safety problem, with increasing incidence among adult drivers. The aim of this study was to identify the incidence of distracted driving (DD) among health care providers and to create awareness against DD. We hypothesized that distracted driving is prevalent among health care providers and a preventive campaign against distracted driving would effectively decrease distracted driving among health care providers.

Methods: We performed a 4-phase prospective interventional study of all health care providers at our level 1 trauma center. Phase 1: one week of pre-intervention observation; phase 2: one week of intervention; phase 3: one week of postintervention observation; and phase 4: one week of 6 months of postintervention observation. Observations were performed outside employee parking garage at the following time intervals: 6:30–8:30 a.m., 4:40–5:30 p.m., and 6:30–7:30 p.m. Intervention included an e-mail survey, pamphlets and banners in the hospital cafeteria, and a postintervention survey. Hospital employees were identified with badges and scrubs, employees exiting through employee gate, and parking pass on the car. Outcome measure was incidence of DD pre, post, and 6 months postintervention.

Results: A total of 15,416 observations (pre: 6,639, post: 4,220, 6 months post: 4,557) and 520 survey responses were collected. The incident of DD was 11.8% among health care providers. There was a significant reduction in DD in each time interval of observation between pre- and postintervention. On subanalysis, there was a significant decrease in talking (P = .0001) and texting (P = .01) while driving postintervention compared to pre-intervention. In the survey, 35.5% of respondents admitted to DD and 4.5% respondents were involved in an accident due to DD. We found that 77% respondents felt more informed after the survey and 91% respondents supported a state legislation against DD. The reduction in the incidence of DD postintervention was sustained even at 6-month follow-up.

Conclusion: There was a 32% reduction in the incidence of distracted driving postintervention, which remained low even at 6-month follow-up. Implementation of an effective injury prevention campaign could reduce the incidence of distracted driving nationally.     

“Killing them with kindness”? A study of service employees' responses to uncivil customers

Experiencing uncivil customers is a frequent reality for many people working in the service industry. Past research has established that dealing with uncivil customers can be distressing for employees and can sometimes lead them to engage in reciprocal, discourteous behavior. The purpose of our research is to delve deeper into the experience of customer incivility from the perspective of service employees in order to better understand the various ways in which they respond to customer incivility. We conducted 64 interviews with service employees across an array of occupations and developed a typology of responses to customer incivility. These responses fell into four categories based on the extent to which service employees' actions were intended to promote social harmony (and therefore could broadly be considered civil or uncivil), as well as their perceived agency in the situation. We describe how each response was associated with different interpersonal and intrapersonal consequences and explain the implications of our typology for management theory and practice.     

Low-manpower checkpoints: can they provide effective DUI enforcement in small communities?

OBJECTIVE: Sobriety checkpoints can be effective in reducing alcohol-impaired driving. Checkpoints are underutilized, however, partially because police believe a large number of officers are required. This study evaluated the feasibility and impact of conducting small-scale checkpoints in rural communities. METHODS: Law enforcement agencies in two counties agreed to conduct weekly checkpoints for one year. Two nonadjacent counties did not undertake additional checkpoints. Evaluation included public-awareness surveys and roadside surveys (including blood alcohol concentration [BAC] measurements) of weekend nighttime drivers. RESULTS: Relative to drivers in the comparison counties, the proportion of drivers in the experimental counties with BACs >0.05% was 70% lower. Drivers surveyed at driver's license offices in the experimental counties after program implementation were more likely to report seeing or passing through a checkpoint and were more aware of publicity on driving under the influence (DUI) enforcement. CONCLUSIONS: Small rural communities can safely and effectively conduct low-staff sobriety checkpoints on a weekly basis. Such programs can be expected to result in large reductions in drivers operating at higher BACs.     

Business strategy,work processes and human resource training: are they congruent?

This study examines the extent to which human resource (HR) training (content and context) is contingent on business strategy (i.e. classified according to Miles and Snow (1984) typology—‘Designing strategic human resource systems’, Organizational Dynamics, 13 , 36–52) as well as the characteristics of the work process. Sixty‐five Spanish organizations (i.e. 65 senior executives and 65 senior HR officers) participated in the study. Using primarily factorial and cluster analyses, support was found to the assertion that companies adopting a particular type of training strategy/policy have a high degree of internal consistency amongst the training objectives sought. In terms of work processes and training, results indicate that under work processes where the content of work provides for enrichment and for long‐term results, companies tend to adopt training strategies where emphasis is on enhancement of individual specialized skills aimed at improving direct productivity. By contrast, firms who use work processes that are characterized by repetitive and routine tasks, de‐emphasize this type of training content. Results also indicae that limited level of contingencies exist between training policies and business strategy, especially when time dimension is also accounted for. While the theory suggests that organizations that have their HR training fit (contingent) on their business strategy are more effective, the empirical results portrayed in this study shows a more complex picture. Copyright © 2000 John Wiley & Sons, Ltd.     

Factorial structure of recklessness: to what extent are older drivers different?

PROBLEM: This study tests whether the original factorial structure of a recklessness questionnaire can be maintained for the current Spanish population of older drivers. JUSTIFICATION: Our recent interest in dedicating special attention to senior citizen mobility (Monterde, 2001), is due to the impending increase of the aging population in Western countries; this has led us to reinitiate the psychometric study of the construct validity, revising and including older drivers in the psychometric aspects of those evaluation instruments that will then be used in the Spanish psycho-medical check of drivers and in research. METHODS: Factorial analysis was used to determine validity. RESULTS: There was an appearance of a different psychological pattern in elderly drivers, specifically, a psychological anxiety trait related to the task of driving. Furthermore, interesting data were found about the attitude of this sector toward the "traffic society" and toward some of the measures included in Spanish legislation that affect especially older drivers (such as the psycho-medical check). IMPACT ON INDUSTRY, RESEARCH AND PRACTICE: These results suggest the possible existence of some kind of "compensation phenomenon," which could have influence over the scores obtained and their interpretation. Consequently, the evaluation instruments should be tested and, if necessary, adapted or specifically created for use with this age group.     

Culpable versus non-culpable traffic accidents; what is wrong with this picture?

INTRODUCTION: It is often implicitly or explicitly assumed in traffic accident research that drivers with accidents designated as non-culpable are a random sample from the population. However, this assumption is dependent upon differences in the criterion used for culpability. If drivers are erroneously categorized by assuming randomness, results could be grossly misleading. METHOD: The assumption of randomness leads to two predictions: first, no correlation should exist between culpable and non-culpable crashes; and second, the accident groups should differ on the variables known to be associated with accidents, such as amount of driving experience. These predictions were tested in two samples of bus drivers. RESULTS: It was found that in a sample with a harsh criterion (70% culpable accidents) for crash responsibility, the drivers with non-culpable accidents had the features expected, namely, they were more experienced for example, while in a sample with a lenient criterion (50 % culpable), this was not so. DISCUSSION: It was concluded that similar studies to the present one would need to be undertaken to establish exactly what percentage of drivers in a given population should be assigned culpable accidents, and construct a criterion that yields this ratio. Otherwise, the theoretical assumptions of randomness and non-responsibility will probably be violated to some degree. IMPACT ON INDUSTRY: Many estimates of risk of crash involvement may have been wrong. Given the potential for erroneous criteria, a number of studies may make invalid assumptions from their data.     

Does process fairness affect job performance? It only matters if they plan to stay

Incorporating a social exchange perspective, we examined the joint impact of process fairness and turnover intentions on job performance. Results from two independent samples suggest that employee turnover intentions moderate relations between process fairness perceptions and employee job performance. Specifically, the positive effects of the two types of process fairness on performance were stronger for employees who planned to stay with the organization than for those who intended to leave. Copyright © 2012 John Wiley & Sons, Ltd.     

Does the Maryland graduated driver licensing law affect both 16-year-old drivers and those who share the road with them?

PROBLEM: To assess effects of the 1999 Maryland graduated driver licensing (GDL) law on both 16-year-old drivers and other road users. METHOD: Calculation and comparison of crash involvement rates and non-fatal injury rates pre-GDL (1996-1998) and post-GDL (2001-2003) by type of road user, per population, and per licensed driver, with adjustment for trends among 30-59-year-old drivers. RESULTS: Post-GDL, prevalence of licensure decreased 24% among 16-year-olds, and rates of 16-year-old drivers involved in crashes significantly decreased per 16-year-old population (corrected rate ratio (RRc) 0.82; 95% CI (0.71, 0.96)). A significant decrease also was observed for non-fatal injuries per 16-year-old population among 16-year-old drivers involved in crashes (RRc 0.63; 95% CI (0.41, 0.98)). Similarly, decreases, albeit not statistically significant, were observed among their passengers and other vehicle occupants. Per 16-year-old licensed driver, a slight non-significant increase was observed in crash involvement rates; non-fatal injury rates per 16-year-old licensed driver suggest decreased risk (non-significant) among 16-year-old drivers, their passengers, and other vehicle occupants. SUMMARY: Maryland's GDL delayed licensure and reduced crashes and non-fatal injuries among 16-year-old drivers per population. Trends in injuries among other road users involved in crashes with 16-year-old drivers were suggestive of a benefit from GDL, although observed decreases were not significant. Per licensed driver, findings were not significant, but suggested little change in crash involvement and decreased non-fatal injuries. Because one-third fewer 16-year-olds were licensed post-GDL, these results may suggest a selection effect in licensure. IMPACT ON INDUSTRY: Because Maryland had nighttime restrictions for new drivers before 1999, this study suggests other components of GDL are beneficial for drivers and possibly for other road users. States with weak GDL laws should strongly consider revising them.     

Zn composite corrosion resistance coatings: What works and what does not work?

Corrosion is one of the most significant contributors to structural degradation in process industries. It causes process equipment failure, which can led to severe safety issues. One approach to address this concern is to provide a preventive barrier-coating to equipment. Due to its superior reductive property, zinc is usually employed as a sacrificial anode in conventional corrosion-resistance methods. Nickel is also used to both mechanically strengthen the barrier and improve overall corrosion resistance; therefore, zinc, zinc-nickel alloys, and zinc-nickel-oxide composite coatings are commonly employed for anti-corrosion purposes. The complexation of zinc and nickel ions by agents (citrate, acetate and EDTA) can stabilize the electrodeposition bath and extend the pH of Ni(OH)₂ and ZnO precipitation to improve corrosion resistance in the resultant coating. This paper reviews the challenge with these type of coatings and presents progress in Zn and Zn-Ni composite corrosion resistance coatings co-deposited with Al₂O₃, TiO₂, ZrO₂, SiO₂, and Fe₂O₃ as means of corrosion control to reduce the probability of process equipment failure due to corrosion, which will improve the overall safety and reliability of processing equipment.     

Protégé selection by mentors: what makes the difference?

This study examined protégé characteristics that mentors reported were most influential when choosing a protégé. Based on existing research, two variables were identified related to protégé selection: perceptions regarding the protégé's potential/ability and perceptions regarding the protégé's need for help. The relationships of these two factors with perceived barriers to mentoring others, mentor advancement aspirations, and mentor gender were investigated. Data from 282 mentors revealed that mentors were more likely to choose a protégé based on perceptions regarding the protégé's ability/potential than based on perceptions regarding the protégé's need for help. Additionally, women were more likely to choose a protégé based on the protégé's perceived ability than were men. Copyright © 2000 John Wiley & Sons, Ltd.     

Young people driving after drinking and riding with drinking drivers: drinking locations--what do they tell us?

OBJECTIVE: The present study investigated the extent to which drinking in specific locations and heavy drinking mediated the effects of overall alcohol use on driving after drinking (DD) and riding with drinking drivers (RWDD) among young people. Additionally, this study examined the relationships among ethnicity, gender, drinking in specific locations, and DD and RWDD. METHOD: Using random-digit dialing procedures, participants were recruited to take part in a telephone survey in California, United States of America. Participants were 1,534 youth, ages 15-20 years (mean age = 17.6). Latinos, African Americans, and Asian Americans were over-sampled to allow cross-group comparisons. Along with background characteristics, overall alcohol use, heavy drinking, drinking in specific locations, DD, and RWDD were measured. RESULTS: Latent variable structural equation modeling showed that European Americans, males, older adolescents, those who have a driver license, and those who drive more often were more likely to report drinking alcohol in the past year. Heavy episodic drinking and drinking in cars increased both DD and RWDD. Drinking in restaurants also increased DD. The effects of overall alcohol consumption on DD were entirely mediated through heavy episodic drinking and drinking in restaurants and cars. Alcohol consumption had both direct and indirect effects on RWDD. With the exception of being Latino and frequency of driving, the effects of the background variables on RWDD were all entirely mediated through alcohol consumption. CONCLUSIONS: Heavy drinking and drinking in specific locations appeared to be important unique predictors of both DD and RWDD. In light of the relationship between drinking in restaurants and in cars, and DD, prevention programs and policies aimed at underage drinking should focus on developing more effective responsible beverage service programs, increasing compliance with laws limiting alcohol sales to youth, and enforcing graduated driver licensing and zero tolerance laws.     

Big‐B versus Big‐O: what is organizational about organizational behavior?*

This paper is an empirically grounded essay about the current state of organizational behavior (OB) research and productive future directions. We report the results of a survey of OB scholars about the current importance of various research topics and their importance in an ideal world. We compare the survey responses with an archival analysis of papers published in leading OB journals over a 10‐year period. We suggest that many of the topics that our respondents perceive to be ‘under researched’ can be summarized with one particular definition of OB that emphasizes organizing behavior. Considering all three definitions together, we highlight the limitations of the traditional (Big‐B and Contextualized‐B) definitions and discuss the benefits of a more organizational (Big‐O) approach. Copyright © 2001 John Wiley & Sons, Ltd.     

Trends over time in the risk of driver death: what if vehicle designs had not improved?

OBJECTIVES: Passenger vehicle driver death rates per million vehicle registrations declined steadily during calendar years 1985-2004. The present study sought to separate the effect of vehicle design changes from this trend. METHODS: Restricting the trend to a fixed set of model years removed the vehicle design effects, but there were still effects due to vehicle aging. Risk of driver death was found to increase each year vehicles aged, probably due to changes in vehicle use patterns. RESULTS: After separating out the vehicle design effects and making adjustments for the vehicle age effects, a different picture emerged of trends in death rates over time. Absent the vehicle design changes, the historical decline in driver fatality risk would have ended in 1993, with risk climbing ever since. This underlying trend has been obscured by changes in the vehicle fleet. CONCLUSIONS: The push for vehicle improvements has been worthwhile and can be credited with saving thousands of lives. However, the analysis shows that the gains in occupant protection from vehicle design improvements have been offset partially by an increasingly risky environment in recent years. Therefore, more attention needs to be paid to programs targeting improvement in roadway design and driver behavior.