Evaluating Aggregate Terrestrial Impacts of Road Construction Projects for Advanced Regional Mitigation

This study presents a GIS-based database framework used to assess aggregate terrestrial habitat impacts from multiple highway construction projects in California, USA. Transportation planners need such impact assessment tools to effectively address additive biological mitigation obligations. Such assessments can reduce costly delays due to protracted environmental review. This project incorporated the best available statewide natural resource data into early project planning and preliminary environmental assessments for single and multiple highway construction projects, and provides an assessment of the 10-year state-wide mitigation obligations for the California Department of Transportation. Incorporation of these assessments will facilitate early and more strategic identification of mitigation opportunities, for single-project and regional mitigation efforts. The data architecture format uses eight spatial scales: six nested watersheds, counties, and transportation planning districts, which were intersected. This resulted in 8058 map planning units statewide, which were used to summarize all subsequent analyses. Range maps and georeferenced locations of federally and state-listed plants and animals and a 55-class landcover map were spatially intersected with the planning units and the buffered spatial footprint of 967 funded projects. Projected impacts were summarized and output to the database. Queries written in the database can sum expected impacts and provide summaries by individual construction project, or by watershed, county, transportation district or highway. The data architecture allows easy incorporation of new information and results in a tool usable without GIS by a wide variety of agency biologists and planners. The data architecture format would be useful for other types of regional planning.     

Building work engagement: A systematic review and meta‐analysis investigating the effectiveness of work engagement interventions

Low work engagement may contribute towards decreased well‐being and work performance. Evaluating, boosting and sustaining work engagement are therefore of interest to many organisations. However, the evidence on which to base interventions has not yet been synthesised. A systematic review with meta‐analysis was conducted to assess the evidence for the effectiveness of work engagement interventions. A systematic literature search identified controlled workplace interventions employing a validated measure of work engagement. Most used the Utrecht Work Engagement Scale (UWES). Studies containing the relevant quantitative data underwent random‐effects meta‐analyses. Results were assessed for homogeneity, systematic sampling error, publication bias and quality. Twenty studies met the inclusion criteria and were categorised into four types of interventions: (i) personal resource building; (ii) job resource building; (iii) leadership training; and (iv) health promotion. The overall effect on work engagement was small, but positive, k = 14, Hedges g = 0.29, 95%‐CI = 0.12–0.46. Moderator analyses revealed a significant result for intervention style, with a medium to large effect for group interventions. Heterogeneity between the studies was high, and the success of implementation varied. More studies are needed, and researchers are encouraged to collaborate closely with organisations to design interventions appropriate to individual contexts and settings, and include evaluations of intervention implementation. © 2016 The Authors. Journal of Organizational Behavior published by John Wiley & Sons, Ltd.     

A comparative approach to assess drivers of success in mammalian conservation recovery programs

The outcomes of species recovery programs have been mixed; high‐profile population recoveries contrast with species‐level extinctions. Each conservation intervention has its own challenges, but to inform more effective management it is imperative to assess whether correlates of wider recovery program success or failure can be identified. To contribute to evidence‐based improvement of future conservation strategies, we conducted a global quantitative analysis of 48 mammalian recovery programs. We reviewed available scientific literature and conducted semistructured interviews with conservation professionals involved in different recovery programs to investigate ecological, management, and political factors associated with population recoveries or declines. Identifying and removing threats was significantly associated with increasing population trend and decreasing conservation dependence, emphasizing that populations are likely to continue to be compromised in the absence of effective threat mitigation and supporting the need for threat monitoring and adaptive management in response to new and potential threats. Lack of habitat and small population size were cited as limiting factors in 56% and 42% of recovery programs, respectively, and both were statistically associated with increased longer term dependence on conservation intervention, demonstrating the importance of increasing population numbers quickly and restoring and protecting habitat. Poor stakeholder coordination and management were also regularly cited by respondents as key weaknesses in recovery programs, indicating the importance of effective leadership and shared goals and management plans. Project outcomes were not influenced by biological or ecological variables such as body mass or habitat, which suggests that these insights into correlates of conservation success and failure are likely to be generalizable across mammals.     

Case-control and cross-sectional methods for estimating crash modification factors: comparisons from roadway lighting and lane and shoulder width safety effect studies

Problem

While observational before-after studies are considered the industry standard for developing crash modification factors (CMFs), there are practical limitations that may preclude their use in highway safety analysis. There is a need to explore alternative methods for estimating CMFs.

Method

This paper employs case-control and cross-sectional analyses to estimate CMFs for fixed roadway lighting and the allocation of lane and shoulder widths.

Results

Based on the case-control method, the CMF for intersection lighting is 0.886, while the cross-sectional study indicates a CMF of 0.881. The CMFs developed for lane and shoulder widths are also similar when comparing the two methods.

Conclusions

This paper suggests that case-control and cross-sectional studies produce consistent results if care is taken in the study design and model development.

Impact on industry

Case-control and cross-sectional studies may provide a viable alternative to estimate CMFs when a before-after study is impractical due to data restrictions.     

安全心理与行为干预的研究

为了控制人的不安全行为,预防事故的发生,提出安全心理干预与行为干预方法。基于安全心理学的基础理论,提出调查干预法、安全心理咨询干预法、危机干预法、文化干预法等安全心理干预方法。基于人的行为模式,提出安全观察与行为干预法、安全行为流程干预法、正向行为支持干预法等安全行为干预方法。阐述不同干预方法的基本原理,比较分析各种方法的优缺点。安全心理干预的目的是预防不安全行为的出现,安全行为干预是预防事故发生的直接措施,通过采取安全心理与行为干预措施,可以控制事故的发生。在探讨不同干预方式的基础上对安全心理与行为干预方式的研究方向和应用前景进行展望。     

What is the potential of trauma registry data to be used for road traffic injury surveillance and informing road safety policy?

Introduction

Information from hospital trauma registries is increasingly being used to support injury surveillance efforts. This research examines the potential of using trauma registry data for road traffic injury surveillance for different types of road users in terms of both the information collected and how representative trauma data are compared to two population-based road traffic injury data collections.

Methods

The three data collections were assessed against recommended variables to be collected for injury surveillance purposes and the representativeness of the distribution of road traffic-related injury data from the trauma registry was compared to hospital admission and road traffic authority data collections.

Results

Data from the trauma registry was largely not representative of the distribution of age groups or activities compared to the two population-based collections, but was representative for gender for some road user groups to at least one population-based data collection.

Conclusions

Trauma data could be used to supplement information from population-based data collections to inform road safety efforts.

Impact on Industry

Road safety policy makers should be aware of the potential and the limitations of using trauma registry data for road traffic injury surveillance.     

船员心理素质与航运安全探讨

船员长期生活在大海特殊的自然环境和船舶特殊的人造环境中,多种复杂因素交互作用,弱化了远洋船员心理素质,导致船员心理问题的频频出现。研究人员调查发现：将近80%的船舶事故是人为因素造成的,而人为因素引起的航运安全事故基本上是由船员良的心理素质导致的。通过对船员心理健康指标和典型案例分析,提出改变不良心理素质的措施和在航条件下的心理干预。     

浅谈万宝矿产有限公司海外项目相关方安全管理

随着国家“一带一路”倡议的推进,越来越多中国企业“走出去”,拓展海外市场。相关方作为海外项目安全管理的重点,存在数量多、安全管理能力参差不齐、安全管理难度大等特点。万宝矿产有限公司从相关方准入审核、过程管控、考核淘汰等全生命周期对海外项目各相关方进行规范化管理,提升了相关方安全管理水平,避免了生产安全事故,保障了项目顺利进行。     

Dealing with uncertainty: a case study of controlling insect populations in natural ecosystems

This paper analyses the political process for handling an outbreak of an insect causing human allergic reactions. In the southern part of the Swedish island Gotland in the Baltic Sea, an outbreak of the northern pine processionary moth, Thaumetopoea pinivora, has occurred. With regard to the human nuisance and long-term effects on the tourist industry, demands have been raised for intervention to reduce and control the insect population. At the same time, there have been warnings against treating the insect population because there are knowledge gaps concerning the wider ecological consequences, including effects on biodiversity. This paper analyses the political process and its problem-solving efforts. Of particular interest is how it dealt with the issue of uncertainty. It was found that the uncertainty associated with the issue hindered the development of a shared understanding of the problem and a possible solution. There seems to be a growing need in society to develop the institutional capacity to handle complex issues that cross different sectors, regulatory frameworks and policy targets.     

Pedestrian Casualties and Fatalities in Road Traffic Crashes in a South African Municipality

A study of the pedestrian casualties and fatalities in road traffic crashes in Durban, a South African municipality, for 1999 was undertaken using official road traffic accident data. The pedestrians age 25 to 44, although only 23.9% of the population, were 39.3% of the casualties and 48.2% of the fatalities. The most vulnerable pedestrians were those 30 to 34 years old who were 6.1% of the population, 11.7% of the casualties, and 14.6% of the fatalities; 35- to 39-year-olds who were 6% of the population, 8.8% of the casualties, and 13.5% of the fatalities; and the 40- to 44-year-olds who were 4.9% of the population, 7.5% of the casualties, and 10.2% of the fatalities. Cars were involved in 52% of the vehicle-pedestrian crashes but had fewer crashes than minibuses and buses, and fewer casualties and fatalities than minibuses, buses, and motorcycles. Minibuses recorded the most crashes at 1,037 per 100 million km, the highest casualty rate of 268 per 100 million km, and highest fatality rate of 17 per 100 million km. Buses, which were involved in 3% of the vehicle-pedestrian crashes, had 951 crashes per 100 million km, 182 casualties per 100 million km, and 11 fatalities per 100 million km. Motorcycles were involved in 1% of the vehicle-pedestrian crashes and had per 100 million km 508 crashes, 192 casualties, and 7 fatalities. There was no statistically significant difference in the monthly distribution of the road traffic crashes.