The Bhopal gas tragedy: could it have happened in a developed country?

The Bhopal gas tragedy occurred in December 1984 wherein approximately 41 tonnes of deadly MIC was released in the dead of night. It caused the death of over 3000 people and continued life-long misery for over 300,000 with certain genetic defects passed on to the next generation. It happened in a plant operated by a multinational, Union Carbide Corporation, in a developing country, India. The tragedy has changed the chemical process industry (CPI) forever. The results have been new legislation with better enforcement, enhancement in process safety, development of inherently safer plants, harsher court judgements, pro-active media and NGOs, rights-conscious public, and a CPI management willing to invest in safety related equipment and training. These have already resulted in savings of several hundred lives and over a billion dollars in accident damages [Kletz, T. (1998a). Process plants: a handbook of inherently safer designs. London: Taylor & Francis. Sutton, I. Chemical Engineering, 106(5), (1999). 114]. However, thousands did not have to die for the world to realise the disaster potential of CPI. The question that still remains is whether such an accident could have happened in a developed country. The answer is ‘yes’, as a number of major accidents in the developed countries since 1984, such as the Piper Alpha oil platform fire (1988, 167 killed), the Zeebrugge ferry disaster (1987, 167 killed), Phillips petroleum fire and explosion (1989, 23 killed), the Challenger disaster (1986, 7 killed), Esso Australia Longford explosion (1998, 2 killed) have demonstrated. One or more of the following are the primary reasons for such disasters: The indifferent attitude of the management towards safety, the lax enforcement of the existing regulations by the regulatory bodies as well as unusual delays in the judicial systems. Such conditions can happen regardless of the level of development in a country. Hence, the Bhopal gas tragedy could have happened in a developed country too, albeit with a lower probability. This paper is concerned with the possibility and not with the probability value. It also points out that further significant advances in process safety will occur with fundamental research into the causes of accidents and with a move towards inherently safer design.     

Literature review on risky driving videos on YouTube: Unknown effects and areas for concern?

Objective: Entry of terms reflective of extreme risky driving behaviors into the YouTube website yields millions of videos. The majority of the top 20 highly subscribed automotive YouTube websites are focused on high-performance vehicles, high speed, and often risky driving. Moreover, young men are the heaviest users of online video sharing sites, overall streaming more videos, and watching them longer than any other group. The purpose of this article is to review the literature on YouTube videos and risky driving.

Methods: A systematic search was performed using the following specialized database sources—Scopus, PubMed, Web of Science, ERIC, and Google Scholar—for the years 2005–2015 for articles in the English language. Search words included “YouTube AND driving,” “YouTube AND speeding,” “YouTube AND racing.”

Results: No published research was found on the content of risky driving videos or on the effects of these videos on viewers. This literature review presents the current state of our published knowledge on the topic, which includes a review of the effects of mass media on risky driving cognitions; attitudes and behavior; similarities and differences between mass and social media; information on the YouTube platform; psychological theories that could support YouTube's potential effects on driving behavior; and 2 examples of risky driving behaviors (“sidewalk skiing” and “ghost riding the whip”) suggestive of varying levels of modeling behavior in subsequent YouTube videos.

Conclusions: Every month about 1 billion individuals are reported to view YouTube videos (ebizMBA Guide 2015 ebizMBA Guide. Top 15 most popular websites. 2015. Available at: http://www.ebizmba.com/articles/most-popular-websites [Google Scholar]) and young men are the heaviest users, overall streaming more YouTube videos and watching them longer than women and other age groups (Nielsen 2011 Nielsen. State of the media: the social media report. Q3. 2011. Available at: http://www.nielsen.com/us/en/insights/reports/2011/social-media-report-q3.html [Google Scholar]). This group is also the most dangerous group in traffic, engaging in more per capita violations and experiencing more per capita injuries and fatalities (e.g., Parker et al. 1995 Parker D, Reason J, Manstead ASR, Stradling SG. Driving errors, driving violations and accident involvement. Ergonomics. 1995;38:1036–1048.[Taylor &; Francis Online], [Web of Science ®] , [Google Scholar]; Reason et al. 1990 Reason J, Manstead A, Stradling S, Baxter J, Campbell K. Errors and violations on the roads: a real distinction? Ergonomics. 1990;33:1315–1332.[Taylor &; Francis Online], [Web of Science ®] , [Google Scholar]; Transport Canada 2015 Vingilis E, Yilderim-Yenier Z, Fischer P, et al. Self-concept as a risky driver: Mediating the relationship between racing video games and on-road driving violations in a community-based sample. Transp Res Part F Traffic Psychol Behav. 2016;43:15–23. [Google Scholar]; World Health Organization 2015 World Health Organization. Road traffic injuries. Fact sheet no. 358. 2015. Available at: http://www.who.int/mediacentre/factsheets/fs358/en/# Accessed March 14, 2016. [Google Scholar]). YouTube also contains many channels depicting risky driving videos. The time has come for the traffic safety community to begin exploring these relationships.     

How to consolidate Trevor’s experience and knowledge? Impossibilities,reflections on possibilities,and call to action

Looking back, significant progress in process safety and the knowledge to achieve a safe level has been made. Professor Kletz with his wise and concise maxims has shown us in many respects the way to go, yet more direction is needed for transfer of this knowledge to new generations. After a brief problem analysis, a sketch is given of various developments in the field of process safety, such as our knowledge on hazardous properties, hazard and risk analysis tools, human aspects, trends and developments in industry, and future perspectives. Subsequently, an analysis is made of the knowledge infrastructure required to maintain and to improve a knowledge base. In particular, scenario identification and modeling is mentioned. To that end the ‘lessons learned’ in the past should be better used. This has proven not to be easy. A way to go is indicated that in the longer term may reap success. However, in the present climate, funds for research are scarce and that for safety research are scant. Research is not only to develop new knowledge but is also of crucial importance to maintain quality academic education and the formation of ‘teacher of teachers’. A recent initiative is reported to bring this problem to the attention of policy makers worldwide.     

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.     

Accidents, claiming, and regional subcultures: are medical errors and malpractice lawsuits related to social capital?

METHOD: This study examined states' performance on Patient Safety Indicators (PSIs), statistics on malpractice lawsuits, and analogous data on automobile accidents to identify state-level patterns in safety and claiming. RESULTS: Hospital safety varied in a pattern similar to highway safety on the state level, suggesting that cultural traits may play a greater role than differences in legal or other environmental factors. States performing well or poorly in hospital and driver safety tended to correspond with states grouped together in regional culture typologies developed by Elazar and Lieske. Traits of regional culture also are associated with variations in tort claiming. CONCLUSIONS: The paper offers a theory of social capital as an important factor affecting safety and tort claiming. Where the regional culture is one of high cohesion and trust, people may exercise a higher degree of caution and vigilance in their interaction with others, and feel less inclination to file lawsuits subsequent to accidents.     

Do organizations spend wisely on employees? Effects of training and development investments on learning and innovation in organizations

The present study examines the effects of training and development on organizational innovation. We specifically suggest that the training and development investments of an organization affect its innovative performance by promoting various learning practices. We empirically tested our hypothesis by using time‐lagged, multi‐source data collected from 260 Korean companies that represent diverse industries. Our analysis showed that corporate expenditure for internal training predicts interpersonal and organizational learning practices, which, in turn, increase innovative performance. The data also revealed that the positive relationship between interpersonal and organizational learning practices and innovative performance is stronger within organizations that have stronger innovative climates. By contrast, investment in employee development through financial support for education outside an organization poses a significant negative effect on its innovative performance and no significant effect on learning practices. The present study provides a plausible explanation for a mechanism through which the investment of an organization in employees enhances its innovative performance. Copyright © 2013 The Authors. Journal of Organizational Behavior published by John Wiley & Sons, Ltd.     

Taxi driver speeding: Who,when, where and how? A comparative study between Shanghai and New York City

Objective: The 3 objectives of this study are to (1) identify the driving style characteristics of taxi drivers in Shanghai and New York City (NYC) using taxi Global Positioning System (GPS) data and make a comparative analysis; (2) explore the influence of different driving style characteristics on the frequency of speeding (who and how?) and (3) explore the influence of driving style characteristics, road attributes, and environmental factors on the speeding rate (when, where, and how?)

Methods: This study proposes a driver–road–environment identification (DREI) method to investigate the determinant factors of taxi speeding violations. Driving style characteristics, together with road and environment variables, were obtained based on the GPS data and auxiliary spatiotemporal data in Shanghai and NYC.

Results: The daily working hours of taxi drivers in Shanghai (18.6 h) was far more than in NYC (8.5 h). The average occupancy speed of taxi drivers in Shanghai (21.3 km/h) was similar to that of NYC (20.3 km/h). Speeders in both cities had shorter working hours and longer daily driving distance than other taxi drivers, though their daily income was similar. Speeding drivers routinely took long-distance trips (>10 km) and preferred relatively faster routes. Length of segments (1.0–1.5 km) and good traffic condition were associated with high speeding rates, whereas central business district area and secondary road were associated with low speeding rates. Moreover, many speeding violations were identified between 4:00 a.m. and 7:00 a.m. in both Shanghai and NYC and the worst period was between 5:00 a.m. and 6:00 a.m. in both cities.

Conclusions: Characteristics of drivers, road attributes, and environment variables should be considered together when studying driver speeding behavior. Findings of this study may assist in stipulating relevant laws and regulations such as stricter offense monitoring in the early morning, long segment supervision, shift rule regulation, and working hour restriction to mitigate the risk of potential crashes.     

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.     

Ticketing aggressive cars and trucks (TACT): How does it work on city streets?

Objective: The purpose of this study was to determine the feasibility of modifying the Ticking Aggressive Cars and Trucks (TACT) program, originally designed to work on state highways, within a metropolitan area to reduce unsafe interactions and their related crashes between drivers of large trucks and passenger vehicles.

Methods: Using crash data, the driving behaviors most commonly associated with large truck and passenger vehicle crashes were identified. A public awareness campaign using media messaging and increased law enforcement was created targeting these associated behaviors. The frequency of these behaviors both before and after the public awareness campaign was determined through observation of traffic at 3 specific locations within the city. Each location had a sufficient volume of large truck and passenger traffic to observe frequent interactions. Pre- and postintervention data were compared using negative binomial regression with generalized estimating equations to evaluate whether the campaign was associated with a reduction in the identified driving behaviors.

Results: A comparison between crash data from before, during, and after the campaign and crashes during the same time periods in previous years did not show a significant difference (P =.081). The number of large trucks observed in traffic remained the same during pre- and postintervention periods (P =.625). The rates of negative interactions per 100 large trucks decreased for both large trucks and passenger vehicles after the intervention, with calculated rate ratios of 0.58 (95% confidence interval [CI], 0.48, 0.70) and 0.31 (95% CI, 0.20, 0.47). The greatest reduction was seen in passenger vehicles following too close, with a rate ratio of 0.21 (95% CI, 0.15, 0.30).

Conclusions: Although designed for reducing crashes on highways, the TACT program can be an effective approach for improving driver behaviors on city streets.     

Who takes the lead? A multi‐source diary study on leadership,work engagement,and job performance

Transformational leadership is associated with a range of positive outcomes. Yet, according to substitutes for leadership theory, there may be circumstances under which it is difficult, if not impossible, for leaders to inspire and challenge their employees. Therefore, we hypothesize that transformational leadership behaviors as well as employee self‐leadership strategies contribute to employee work engagement and job performance. Furthermore, we hypothesize that transformational leadership behaviors are more effective when employees have a high need for leadership, whereas self‐leadership strategies are more effective when employees have a low need for leadership. A sample of 57 unique leader–employee dyads filled out a quantitative diary survey at the end of each week, for a period of five weeks. The results of multilevel structural equation modeling showed that employees were more engaged in their work and received higher performance ratings from their leader when leaders used more transformational leadership behaviors, and when employees used more self‐leadership strategies. Furthermore, we showed that transformational leadership behaviors were more effective when employees had a high (vs. low) need for leadership and that the opposite was true for employee self‐leadership. These findings contribute to our understanding of the role of employees in the transformational leadership process. Copyright © 2015 John Wiley & Sons, Ltd.     

Exploring the linkage between the home domain and absence from work: Health,motivation, or both?

The aim of this study was twofold. First, we examined depleting and enriching effects of employees' home domain (home demands and quality time spent at home) on unscheduled absence from work. Second, we tested the assumption of the medical and withdrawal models that absence duration and frequency are uniquely predicted by respectively health condition and job motivation. We used longitudinal, different‐source data from 1014 employees. The results showed that home quality time was negatively related to absence frequency and duration in the following year through a physical pathway (less physical stress symptoms and health complaints) and through a psychological pathway (less psychological stress symptoms, increased job motivation). Employees with heavy home demands reported more physical and psychological stress symptoms, more health complaints, and lower job motivation. Accordingly, they had longer and more frequent sick leaves in the consecutive year. We conclude that the home domain adds to our understanding of absence from work. In addition, the model including cross pathways between health complaints and job motivation on the one hand, and absence frequency and duration on the other, best fitted the data. Thus, a clear distinction between volitional absence (frequency) and absence due to illness (duration) seems hard to justify. Copyright © 2012 John Wiley & Sons, Ltd.     

Dental Workers,Musculoskeletal CumulativeTrauma,and Carpal Tunnel Syndrome: Who is at Risk? A Pilot Study

A pilot study was conducted at a dental clinic to identify (a) the prevalence of musculoskeletal cumulative trauma disorders (MCTD), (b) associated symptoms (with special attention paid to carpal tunnel syndrome [CTS]), and (c) practitioners at risk. Videotapes, two questionnaires, a medical record review, and interviews were used. Forty-five dental workers participated and were classified into three categories: (a) dentists, (b) dental assistants and special assistants (DA/SA), and (c) dental hygienists and dental assistant-expanded function (DH/DAEF). Categorical data were analyzed using the chi- square statistic and risk ratios. The Fisher exact probability test was used for categorical data with a small cell. One or more symptoms associated with CTS were noted by 75.6% of the dental workers, 11% reported diagnosed CTS, and 53% reported back and shoulder pain. Both psychosocial factors and job demands appear to be associated with MCTD. All three categories of dental workers reported MCTD symptoms, and the DH/DAEF group was found to be at greatest risk for developing upper extremity symptoms, CTS, and back pain.     

“They’re lunatics on the road”: Exploring the normative influences of parents,friends, and police on young novices’ risky driving decisions

PurposeYoung novice drivers experience significantly greater risk of being injured or killed in car crashes than older more experienced drivers. This research utilised a qualitative approach guided by the framework of Akers’ social learning theory. It explored young novice drivers’ perspectives on risky driving including rewards and punishments expected from and administered by parents, friends, and police, imitation of parents’ and friends’ driving, and advantages and disadvantages of risky driving.MethodsTwenty-one young drivers (12 females, 9 males) aged 16–25 years (M = 17.71 years, SD = 2.15) with a Learner (n = 11) or Provisional (n = 10) driver licence participated in individual or small group interviews.Findings and conclusionsContent analysis supported four themes: (1) rewards and (2) punishments for risky driving, and the influence of (3) parents and (4) friends. The young novice drivers differed in their vulnerability to the negative influences of friends and parents, with some novices advising they were able to resist risky normative influences whilst others felt they could not. The authority of the police as enforcers of road rules was either accepted and respected or seen as being used to persecute young novices. These findings suggest that road safety interventions should consider the normative influence of parents and friends on the risky and safe behaviour of young novices. Police were also seen as influential upon behaviour. Future research should explore the complicated relationship between parents, friends, the police, young novices, and their risky driving behaviour.