Why should I be generous when I have valued and accessible alternatives? Alternative exchange partners and OCB

An Erratum has been published for this article in Journal of Organizational Behavior 26(7) 2005, 873. Previous research on the relationship between alternative employment opportunities and cooperation has neglected the distinction between evaluations and restrictions. Thus, one cannot analyze the relationship between attractiveness of alternative employment opportunities and organizational citizenship behaviors (OCB) under different levels of perceived ease of finding alternative employment. In a pilot study with N = 149 German employees, we confirm the proposed distinction with confirmatory factor analyses. Based on power‐dependence theory and rational choice models, we predict that under high ease the relationship between attractiveness and OCB should be more strongly negative than under conditions of low ease. In addition, we hypothesize that the interaction between attractiveness and ease should be greater for OCB than for task performance because task performance is exchanged in a relationship with an enforceable, binding contract, while OCB is voluntarily. Results from moderated multiple regression analysis on N = 86 German professional–supervisor dyads support our prediction for a negative relationship between attractiveness and OCB under high ease. Under low ease, we find a positive relationship between attractiveness and OCB. Moreover, there was no relationship with the interaction and task performance. Implications of the findings both for extra‐role and job mobility theory formation and research are discussed. Copyright © 2004 John Wiley & Sons, Ltd.     

Benefits and risks associated with consumption of Great Lakes fish containing omega-3 fatty acids and polychlorinated biphenyls (PCBs)

正Introduction Assessment of environmental health effects arising from exposure to multiple substances is often very challenging.This is particularly true when humans are exposed to a mixture that contains both beneficial and harmful substances.A good example relates to the risk and benefits of fish consumption.     

Personal injury recovery cost of pedestrian–vehicle collisions in New South Wales,Australia

Background: There is a need for routine estimates of injury recovery costs from pedestrian collisions using hospital separation records for economic evaluations.

Objective: To estimate the cost of injury recovery following pedestrian–vehicle collisions using the personal injury recover cost (PIRC) equation using key demographic and injury characteristics.

Method: An estimation of the costs of on-road pedestrian–vehicle collisions involving individuals who were injured and hospitalized in New South Wales (NSW), Australia, from 2002 to 2011 using the PIRC equation. The PIRC estimates individual injury recovery costs and does not include costs associated with property damage, vehicle repair, or rescue services. Individual recovery costs associated with severe traumatic brain injury (TBI) were estimated. The injured individual's mean, median, and total injury recovery costs are described for key demographic, injury, and crash characteristics.

Results: There were 9,781 pedestrians who were injured, costing an estimated total of $2.4 billion in personal injury recovery costs, an annual cost of $243 million. Males had a total injury recovery cost 1.7 times higher than females. The median injury recovery cost decreased with increasing age. TBI ($248,491) and spinal cord and vertebral column injuries ($264,103) had the highest median injury recovery costs for the body region of the most severe injury. TBI accounted for 22.6% of the total injury recovery costs for the most severe injury sustained. Just over one third of pedestrians sustained 4 or more injuries, with a median cost of $243,992, which was 1.6 times higher than the cost for a pedestrian who sustained a single injury ($153,682).

Conclusions: Personal injury recovery costs following pedestrian–vehicle collisions where a pedestrian is injured are substantial in NSW. The PIRC equation enables the economic cost burden of road traffic injury to be calculated using hospital separation data. The PIRC enables comprehensive personal injury recovery costs to be estimated and would aid in economic evaluations of preventive strategies in road safety.     

Organizational networks in road safety: Case studies of U.S. Vision Zero cities

Objective: Each year, more than 30,000 deaths occur on U.S. roads. Recognizing the magnitude and persistence of this public health problem, a number of U.S. cities have adopted a relatively new approach to prevention, termed Vision Zero (VZ). VZ has been adopted by more than 30?U.S. cities and calls for creating a transportation system that ensures that no road traffic crash results in death or serious injury. A core component of VZ is strong multidisciplinary and multisector stakeholder engagement, and cities adopting VZ often establish a VZ coalition to foster stakeholder collaboration. However, there is little information on the structure, development, and functioning of coalitions working to achieve VZ and on tools available to study and evaluate such coalition functioning. We sought to describe the characteristics of prominent U.S. VZ city coalitions and context surrounding VZ uptake and advancement in these cities. Moreover, we demonstrate use of network analysis as one tool for exploring the structure of interorganizational relationships in coalitions.

Methods: We conducted case studies of 4 prominent U.S. VZ city coalitions in 2017–2018. We summarized coalition members’ characteristics and responses to questions about their cities’ VZ adoption, planning, and implementation. We asked each coalition member to provide information on their contact frequency, perceived productivity, and resource sharing with every other coalition member in their city and used network analysis techniques in 2 cities to understand the structures and relationships in coalitions.

Results: Findings indicated that government agencies generally constituted the majority of coalition members and often played central roles in terms of coalition network contact, productivity, and resource flow. Other emerging similarities regarding coalition establishment and VZ implementation included the need for political support, the importance of formal plan development, and increased collaboration and cooperation among partners.

Conclusions: Organizational network analyses, enriched with coalition member interviews, can elucidate key aspects of coalition creation, attributes, and relationship structure. The case studies of leading VZ coalition networks presented here highlight the use of these tools. Ultimately, understanding associations between VZ network structures and attributes and road safety outcomes could help inform effective coalition adoption, implementation, and maintenance to optimize safety outcomes.     

Associations of repeated high alcohol use with unsafe driving behaviors,traffic offenses,and traffic crashes among young drivers: Findings from the New Zealand Drivers Study

Objective: The objective of this study was to describe self-reported high alcohol use at each of the 3 licensing stages of graduated driver licensing and its relationship to drink-driving behaviors, intentional risky driving, aggressive driving, alcohol traffic offenses, non-alcohol traffic offenses, and traffic crashes.

Methods: The New Zealand Drivers Study (NZDS) is a multistage, prospective cohort study of newly licensed drivers interviewed at all 3 stages of the graduated driver licensing system: learner (baseline), restricted (intermediate), and full license. At each stage, alcohol use was self-reported using the Alcohol Use Disorders Identification Test (AUDIT-C), with high alcohol use defined as a score of ≥4 for males and ≥3 for females. Sociodemographic and personality data were obtained at the baseline interview. Alcohol-related, intentional risky, and aggressive driving behaviors were self-reported following each license stage. Traffic crashes and offenses were identified from police records. Crashes were also self-reported.

Results: Twenty-six percent (n = 397) reported no high alcohol use, 22% at one license stage, 30% at 2 stages, and 22% at 3 stages. Poisson regression results (unadjusted and adjusted) showed that the number of stages where high alcohol use was reported was significantly associated with each of the outcomes. For most outcomes, and especially the alcohol-involved outcomes, the relative risk increased with the number of stages of high alcohol use.

Conclusions: We found that high alcohol use was common among young newly licensed drivers and those who repeatedly reported high alcohol use were at a significantly higher risk of unsafe driving behaviors. Recently introduced zero blood alcohol concentration (BAC) should help to address this problem, but other strategies are required to target persistent offenders.     

Perils of using speed zone data to assess real-world compliance to speed limits

Objective: Real-world driving studies, including those involving speeding alert devices and autonomous vehicles, can gauge an individual vehicle's speeding behavior by comparing measured speed with mapped speed zone data. However, there are complexities with developing and maintaining a database of mapped speed zones over a large geographic area that may lead to inaccuracies within the data set. When this approach is applied to large-scale real-world driving data or speeding alert device data to determine speeding behavior, these inaccuracies may result in invalid identification of speeding. We investigated speeding events based on service provider speed zone data.

Methods: We compared service provider speed zone data (Speed Alert by Smart Car Technologies Pty Ltd., Ultimo, NSW, Australia) against a second set of speed zone data (Google Maps Application Programming Interface [API] mapped speed zones).

Results: We found a systematic error in the zones where speed limits of 50–60 km/h, typical of local roads, were allocated to high-speed motorways, which produced false speed limits in the speed zone database. The result was detection of false-positive high-range speeding. Through comparison of the service provider speed zone data against a second set of speed zone data, we were able to identify and eliminate data most affected by this systematic error, thereby establishing a data set of speeding events with a high level of sensitivity (a true positive rate of 92% or 6,412/6,960).

Conclusions: Mapped speed zones can be a source of error in real-world driving when examining vehicle speed. We explored the types of inaccuracies found within speed zone data and recommend that a second set of speed zone data be utilized when investigating speeding behavior or developing mapped speed zone data to minimize inaccuracy in estimates of speeding.     

Measuring conservation success beyond the traditional biological criteria: the case of conservation projects in Costa Rica,Mekong Valley,and Cameroon

Traditionally, the criteria used to measure conservation success or failure are based on biological factors. Biological factors include changes in the amount of targeted conserved species, biodiversity, and total area conserved. However, conservation efforts are not simply a matter of biological concern; environmental, political, social, and conflict pressures on different scales (ranging from local to global) also have strong influences on the outcome of conservation. These other factors can either pose threats to or enhance conservation, but are not addressed by current criteria. Using a proposed holistic rubric that includes interdisciplinary fields, this paper examines a set of conservation factors on different scales – ranging from local to global – to determine their importance in conservation. The paper analyses positive factor influences with more successful conservation and negative factor influences with less successful, or failed, conservation attempts. Neutral and non‐applicable factor influences are also identified, defined, and ranked as a standardization mechanism. The determination of success changed when the holistic rubric was applied to conservation projects in Costa Rica, Mekong Valley, and Cameroon. In the Costa Rica case study, conservation success for Guanacaste and Talamanca national parks is rated ‘moderately low’. In the case of Mekong Valley, conservation success is rated ‘low’ for Lower Mekong, ‘moderately low’ for Greater Annamites, and ‘low’ for Phong Nha‐Ke Bang national parks. Cameroon's Congo Basin and Sangha Tri‐National conservation efforts are both rated ‘low’, while Dja Faunal is rated ‘very low’. We conclude that if conservation efforts are to attain a high level of success, the strategy for global conservation must move away from the traditional biological approach, which focuses mainly on biological concerns, and embrace a holistic approach, which in addition to biological concerns, addresses environmental, political, social, and conflict pressures, which have strong influences on the outcomes of conservation.     

Adaptation to climate change in the transport sector: a review of actions and actors

This paper identifies the literature that deals with adaptation to climate change in the transport sector. It presents a systematic review of the adaptations suggested in the literature. Although it is frequently claimed that this socially and economically important sector is particularly vulnerable to climate change, there is comparatively little research into its adaptation. The 63 sources we found are analysed following an action framework of adaptation. This distinguishes different adaptational functions and means of adaptation. By an open coding procedure, a total of 245 adaptations are found and classified. The paper shows a broad diversity of interdependent actors to be relevant—ranging from transportation providers to public and private actors and households. Crucial actors are hybrid in terms of being public or private. A substantial share of the identified adaptations follows a top-down adaptation policy pattern where a public or hybrid operator initiates action that affects private actors. Most of the exceptions from this pattern are technical or engineering measures. Identified adaptations mostly require institutional means, followed by technical means, and knowledge. Generally, knowledge on adapting transport to climate change is still in a stage of infancy. The existing literature either focuses on overly general adaptations, or on detailed technical measures. Further research is needed on the actual implementation of adaptation, and on more precise institutional instruments that fill the gap between too vague and too site-specific adaptations.     

Effects of Disturbance Associated With Seismic Exploration for Oil and Gas Reserves in Coastal Marshes

Anthropogenic disturbances in wetland ecosystems can alter the composition and structure of plant assemblages and affect system functions. Extensive oil and gas extraction has occurred in wetland habitats along the northern Gulf of Mexico coast since the early 1900s. Activities involved with three-dimensional (3D) seismic exploration for these resources cause various disturbances to vegetation and soils. We documented the impact of a 3D seismic survey in coastal marshes in Louisiana, USA, along transects established before exploration began. Two semi-impounded marshes dominated by Spartina patens were in the area surveyed. Vegetation, soil, and water physicochemical data were collected before the survey, about 6 weeks following its completion, and every 3 months thereafter for 2 years. Soil cores for seed bank emergence experiments were also collected. Maximum vegetation height at impact sites was reduced in both marshes 6 weeks following the survey. In one marsh, total vegetation cover was also reduced, and dead vegetation cover increased, at impact sites 6 weeks after the survey. These effects, however, did not persist 3 months later. No effects on soil or water properties were identified. The total number of seeds that germinated during greenhouse studies increased at impact sites 5 months following the survey in both marshes. Although some seed bank effects persisted 1 year, these effects were not reflected in standing vegetation. The marshes studied were therefore resilient to the impacts resulting from 3D seismic exploration because vegetation responses were short term in that they could not be identified a few months following survey completion.     

Artificial intelligence in obstetric ultrasound: A scoping review

The objective is to summarize the current use of artificial intelligence (AI) in obstetric ultrasound. PubMed, Cochrane Library, and ClinicalTrials.gov databases were searched using the following keywords “neural networks”, OR “artificial intelligence”, OR “machine learning”, OR “deep learning”, AND “obstetrics”, OR “obstetrical”, OR “fetus”, OR “foetus”, OR “fetal”, OR “foetal”, OR “pregnancy”, or “pregnant”, AND “ultrasound” from inception through May 2022. The search was limited to the English language. Studies were eligible for inclusion if they described the use of AI in obstetric ultrasound. Obstetric ultrasound was defined as the process of obtaining ultrasound images of a fetus, amniotic fluid, or placenta. AI was defined as the use of neural networks, machine learning, or deep learning methods. The authors’ search identified a total of 127 papers that fulfilled our inclusion criteria. The current uses of AI in obstetric ultrasound include first trimester pregnancy ultrasound, assessment of placenta, fetal biometry, fetal echocardiography, fetal neurosonography, assessment of fetal anatomy, and other uses including assessment of fetal lung maturity and screening for risk of adverse pregnancy outcomes. AI holds the potential to improve the ultrasound efficiency, pregnancy outcomes in low resource settings, detection of congenital malformations and prediction of adverse pregnancy outcomes.