The predictive validity of safety climate

PROBLEM: Safety professionals have increasingly turned their attention to social science for insight into the causation of industrial accidents. One social construct, safety climate, has been examined by several researchers [Cooper, M. D., & Phillips, R. A. (2004). Exploratory analysis of the safety climate and safety behavior relationship. Journal of Safety Research, 35(5), 497-512; Gillen, M., Baltz, D., Gassel, M., Kirsch, L., & Vacarro, D. (2002). Perceived safety climate, job Demands, and coworker support among union and nonunion injured construction workers. Journal of Safety Research, 33(1), 33-51; Neal, A., & Griffin, M. A. (2002). Safety climate and safety behaviour. Australian Journal of Management, 27, 66-76; Zohar, D. (2000). A group-level model of safety climate: Testing the effect of group climate on microaccidents in manufacturing jobs. Journal of Applied Psychology, 85(4), 587-596; Zohar, D., & Luria, G. (2005). A multilevel model of safety climate: Cross-level relationships between organization and group-level climates. Journal of Applied Psychology, 90(4), 616-628] who have documented its importance as a factor explaining the variation of safety-related outcomes (e.g., behavior, accidents). Researchers have developed instruments for measuring safety climate and have established some degree of psychometric reliability and validity. The problem, however, is that predictive validity has not been firmly established, which reduces the credibility of safety climate as a meaningful social construct. The research described in this article addresses this problem and provides additional support for safety climate as a viable construct and as a predictive indicator of safety-related outcomes. METHODS: This study used 292 employees at three locations of a heavy manufacturing organization to complete the 16 item Zohar Safety Climate Questionnaire (ZSCQ) [Zohar, D., & Luria, G. (2005). A multilevel model of safety climate: Cross-level relationships between organization and group-level climates. Journal of Applied Psychology, 90(4), 616-628]. In addition, safety behavior and accident experience data were collected for 5 months following the survey and were statistically analyzed (structural equation modeling, confirmatory factor analysis, exploratory factor analysis, etc.) to identify correlations, associations, internal consistency, and factorial structures. RESULTS: Results revealed that the ZSCQ: (a) was psychometrically reliable and valid, (b) served as an effective predictor of safety-related outcomes (behavior and accident experience), and (c) could be trimmed to an 11 item survey with little loss of explanatory power. IMPACT ON INDUSTRY: Practitioners and researchers can use the ZSCQ with reasonable certainty of the questionnaire's reliability and validity. This provides a solid foundation for the development of meaningful organizational interventions and/or continued research into social factors affecting industrial accident experience.     

Establishment of facultative sexuals

The existence of sex is one of the major unsolved problems in biology. We use computer simulations to model conditions in which sex may first become established. We develop an individual-based population model and show that a hypothetical facultative sex gene can fix, provided that the initial cost is low. It is demonstrated that the equilibrium fitness in the population increases with increasing population size and decreasing mutation rate. The probability of the establishment of the sex gene is found not to be directly related to the fitness difference between the asexual and sexual populations. This change in fitness on changing the parameters of the model is investigated.     

Pedestrian fatalities, Atlanta Metropolitan Statistical Area and United States, 2000-2004

Motor vehicle crashes killed almost 5,000 pedestrians in 2005 in the United States. Pedestrian risk may be higher in areas characterized by urban sprawl. From 2000 to 2004, pedestrian fatality rates declined in the United States, but the Atlanta metropolitan statistical area did not experience the same decline. Pedestrian fatality rates for males, Hispanics, and the 15–34 and 35–54 year age groups were higher in Atlanta than in the United States overall. Pedestrian safety interventions should be targeted to high-risk populations and localized pedestrian settings.     

Effect of two major N-nitroso hexahydro-1,3,5-trinitro-1,3,5-triazine (RDX) metabolites on earthworm reproductive success

Soil and topical tests were employed to investigate the effect of two N-nitroso metabolites of RDX (hexahydro-1,3,5-trinitro-1,3,5-triazine) on earthworm reproduction. The lowest observed effect concentration (LOEC) for cocoon production and hatching was 50mg/kg for both hexahydro-1-nitroso-3,5-dinitro-1,3,5-triazine (MNX) and hexahydro-1,3,5-trinitroso-1,3,5-triazine (TNX) in soil. MNX and TNX also significantly affected cocoon hatching in soil (p<0.001) and in topical tests (p=0.001). The LOECs for cocoon hatching were 1 and 10mg/kg for MNX and TNX in soil, respectively, and 10mg/L in the topical test. Greater than 100mg/kg MNX and TNX completely inhibited cocoon hatching. In soil, the EC20 values for MNX were 8.7 and 8.8mg/kg for cocoon and juvenile production, respectively, compared to 9.2 and 9.1mg/kg for TNX, respectively. The EC20 values for the total number of cocoon hatchlings were 3.1 and 4.7mg/kg for MNX and TNX, respectively, in soil and 4.5 and 3.1mg/L in the topical test. Both MNX and TNX inhibited cocoon production and hatching, suggesting that they may have a negative affect on soil ecosystems at contaminated sites.     

Assessment of sediment contamination in Casco Bay, Maine, USA

The current status of contaminant concentrations in Casco Bay, decadal trends of these contaminants and changes in their geographical distribution are assessed using sediment samples collected approximately 10 years apart. In general, regulated contaminants appeared to be decreasing in concentration. Total PAH and dioxins/furans concentrations did not significantly change over this period. Total organochlorine pesticides, 4,4-DDE, 4,4-DDD, total DDT, PCB, tributyltin and total butyltin decreased in concentration. Trace element concentrations in sediments decreased at the majority of the sampling sites for chromium, nickel, and selenium while arsenic, cadmium, copper, lead, mercury, silver, and zinc remained relatively constant. None of the contaminants measured has increased by more than a factor of 2. Selected sites located in the Inner Bay, where concentrations are higher and new inputs were more likely, showed increased concentrations of contaminants. Most contaminants were not found at concentrations expected to adversely affect sediment biota based on ERL/ERM guidelines.     

Use of n-fold cross-validation to evaluate three methods to calculate heavy truck annual average daily traffic and vehicle miles traveled

Reliable estimates of heavy-truck volumes in the United States are important in a number of transportation applications including pavement design and management, traffic safety, and traffic operations. Additionally, because heavy vehicles emit pollutants at much higher rates than passenger vehicles, reliable volume estimates are critical to computing accurate inventories of on-road emissions. Accurate baseline inventories are also necessary to forecast future scenarios. The research presented in this paper evaluated three different methods commonly used by transportation agencies to estimate annual average daily traffic (AADT), which is used to determine vehicle miles traveled (VMT). Traffic data from continuous count stations provided by the Iowa Department of Transportation were used to estimate AADT for single-unit and multiunit trucks for rural freeways and rural primary highways using the three methods. The first method developed general expansion factors, which apply to all vehicles. AADT, representing all vehicles, was estimated for short-term counts and was multiplied by statewide average truck volumes for the corresponding roadway type to obtain AADT for each truck category. The second method also developed general expansion factors and AADT estimates. Truck AADT for the second method was calculated by multiplying the general AADT by truck volumes from the short-term counts. The third method developed expansion factors specific to each truck group. AADT estimates for each truck group were estimated from short-term counts using corresponding expansion factors. Accuracy of the three methods was determined by comparing actual AADT from count station data to estimates from the three methods. Accuracy of the three methods was compared using n-fold cross-validation. Mean squared error of prediction was used to estimate the difference between estimated and actual AADT. Prediction error was lowest for the method that developed separate expansion factors for trucks. Implications for emissions estimation using the different methods are also discussed.     

Inorganic nitrogen transformations in the treatment of landfill leachate with a high ammonium load: A case study

The inorganic nitrogen transformations occurring at a municipal waste leachate treatment facility were investigated. The treatment facility consisted of a collection well and an artificial wetland between two aeration ponds. The first aeration pond showed a decrease in ammonium (from 3480 (± 120) to 630(± 90) mg ⋅ L⁻¹), a reduction in inorganic nitrogen load (3480 to 1680 mg N ⋅ L⁻¹), and an accumulation of nitrite (< 1.3 mg-N ⋅ L⁻¹ in the collection well, to 1030 mg-N ⋅ L⁻¹). Incomplete ammonium oxidation was presumably the result of the low concentration of carbonate alkalinity (∼2 mg ⋅ L⁻¹), which may cause a limitation in the ammonium oxidation rate of nitrifiers. Low carbonate alkalinity levels may have been the result of stripping of CO₂ from the first aeration pond at the high aeration rates and low pH. Various chemodenitrification mechanisms are discussed as the reason for the reduction in the inorganic nitrogen load, including; the reduction of nitrite by iron (II) (producing various forms of gaseous nitrogen); and reactions involving nitrous acid. It is suggested that the accumulation of nitrite may be the result of inhibition of nitrite oxidizers by nitrous acid and low temperatures. Relative to the first aeration pond, the speciation and concentration of inorganic nitrogen was stable in the wetlands and 2nd aeration pond. The limited denitrification in the wetlands most probably occurred due to low concentrations of organic carbon, and short retention times.     

Household preferences and willingness to pay (WTP) for freshwater quality improvement in Pakistan’s Swat River Valley

This two-part study investigates household preferences and willingness to pay (WTP) for water quality improvement of the Swat River in Pakistan. First, a four-point Likert scale was used to rank preferences for water quality benefits without using any financial metric. Results show that households have comparatively strong preferences for non-use benefits. Second, a contingent valuation question was designed to determine WTP for adopting a management plan developed exclusively for water quality improvement in the Swat River. The estimated annual mean WTP per household for water quality improvement is $2.40 when donating to an NGO. Generalizing this value to households living in Swat Valley would generate up to $544,000 per year. The present value aggregate benefit for 15 years would be sufficient to cover the present value of aggregate costs to adopt the management plan. A mandatory program that would require paying for the management plan generates half the WTP compared to the voluntary plan, but is still sufficient to cover costs and may be more feasible than a voluntary program because payment is assured.     

Climate change adaptation strategies for transportation infrastructure in Prince George,Canada

Transport infrastructure is particularly vulnerable to climate impacts as it is designed for long operational lives, and both episodic and seasonal conditions contribute to deterioration, disruption and unsafe incidents. There are some examples of adaptation in transportation design, but many communities do not have the capacity to incorporate climate change considerations into infrastructure planning and management. Researchers worked closely with the City of Prince George, in Central British Columbia, Canada, to build on existing work and explore how the City could plan, design, and maintain roads and other structures to account for climate change. A local steering committee was formed, and created and evaluated 23 potential research topics. Two focus areas were selected for further investigation and explored during a workshop with practitioners, researchers, consultants and other representatives. The workshop precipitated an investigation of projected impacts of climate change on road maintenance and road safety, and plans to explore alternative paving techniques. Outcomes of the case study provide insights regarding climate change and local transportation infrastructure, including: how researchers can engage with local experts to explore adaptation; issues local governments perceive as important; and barriers communities face as they attempt to address vulnerabilities.