Leonie Boskeljon‐Horst, Robert J. de Boer, Vincent Steinmetz, S. Dekker
Although rules support people while executing tasks, they are not the same as work-as-done. It can be impossible to follow the rules and finish the job at the same time. In this study, the objective is to better understand the stakes and interests that lie behind retaining gaps between work-as-prescribed and work-as-done, mapping the benefits and fears of noncompliance. The study was conducted along the vertical hierarchy of an operational flight squadron of the Royal Netherlands Air Force. We applied a qualitative survey research methodology using semi-structured interviews, complemented by an investigation of relevant documents. We found a public and political commitment to compliance made by the Dutch Department of Defence, which reinforces a cycle of issuing promises followed by pressure to keep the promise. This contradicts the found need for adaptation and freedom to use expertise. The official safety narrative seems to convey a hidden message—bad things happen to bad people, reminiscent of a bogeyman. One opportunity to resolve the situation is a doctrine change, changing prescriptive rules to guidelines.
{"title":"Aircrews, Rules and the Bogeyman: Mapping the Benefits and Fears of Noncompliance","authors":"Leonie Boskeljon‐Horst, Robert J. de Boer, Vincent Steinmetz, S. Dekker","doi":"10.3390/safety9010015","DOIUrl":"https://doi.org/10.3390/safety9010015","url":null,"abstract":"Although rules support people while executing tasks, they are not the same as work-as-done. It can be impossible to follow the rules and finish the job at the same time. In this study, the objective is to better understand the stakes and interests that lie behind retaining gaps between work-as-prescribed and work-as-done, mapping the benefits and fears of noncompliance. The study was conducted along the vertical hierarchy of an operational flight squadron of the Royal Netherlands Air Force. We applied a qualitative survey research methodology using semi-structured interviews, complemented by an investigation of relevant documents. We found a public and political commitment to compliance made by the Dutch Department of Defence, which reinforces a cycle of issuing promises followed by pressure to keep the promise. This contradicts the found need for adaptation and freedom to use expertise. The official safety narrative seems to convey a hidden message—bad things happen to bad people, reminiscent of a bogeyman. One opportunity to resolve the situation is a doctrine change, changing prescriptive rules to guidelines.","PeriodicalId":36827,"journal":{"name":"Safety","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2023-03-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45287173","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
S. Stroeve, B. Kirwan, O. Turan, R. Kurt, Bas van Doorn, L. Save, Patrick Jonk, Beatriz Navas de Maya, A. Kilner, R. Verhoeven, Y. Farag, A. Demiral, Béatrice Bettignies-Thiebaux, Louis de Wolff, Vincent de Vries, S. Ahn, Simone Pozzi
Human factors (HF) in aviation and maritime safety occurrences are not always systematically analysed and reported in a way that makes the extraction of trends and comparisons possible in support of effective safety management and feedback for design. As a way forward, a taxonomy and data repository were designed for the systematic collection and assessment of human factors in aviation and maritime incidents and accidents, called SHIELD (Safety Human Incident and Error Learning Database). The HF taxonomy uses four layers: The top layer addresses the sharp end where acts of human operators contribute to a safety occurrence; the next layer concerns preconditions that affect human performance; the third layer describes decisions or policies of operations leaders that affect the practices or conditions of operations; and the bottom layer concerns influences from decisions, policies or methods adopted at an organisational level. The paper presents the full details, guidance and examples for the effective use of the HF taxonomy. The taxonomy has been effectively used by maritime and aviation stakeholders, as follows from questionnaire evaluation scores and feedback. It was found to offer an intuitive and well-documented framework to classify HF in safety occurrences.
{"title":"SHIELD Human Factors Taxonomy and Database for Learning from Aviation and Maritime Safety Occurrences","authors":"S. Stroeve, B. Kirwan, O. Turan, R. Kurt, Bas van Doorn, L. Save, Patrick Jonk, Beatriz Navas de Maya, A. Kilner, R. Verhoeven, Y. Farag, A. Demiral, Béatrice Bettignies-Thiebaux, Louis de Wolff, Vincent de Vries, S. Ahn, Simone Pozzi","doi":"10.3390/safety9010014","DOIUrl":"https://doi.org/10.3390/safety9010014","url":null,"abstract":"Human factors (HF) in aviation and maritime safety occurrences are not always systematically analysed and reported in a way that makes the extraction of trends and comparisons possible in support of effective safety management and feedback for design. As a way forward, a taxonomy and data repository were designed for the systematic collection and assessment of human factors in aviation and maritime incidents and accidents, called SHIELD (Safety Human Incident and Error Learning Database). The HF taxonomy uses four layers: The top layer addresses the sharp end where acts of human operators contribute to a safety occurrence; the next layer concerns preconditions that affect human performance; the third layer describes decisions or policies of operations leaders that affect the practices or conditions of operations; and the bottom layer concerns influences from decisions, policies or methods adopted at an organisational level. The paper presents the full details, guidance and examples for the effective use of the HF taxonomy. The taxonomy has been effectively used by maritime and aviation stakeholders, as follows from questionnaire evaluation scores and feedback. It was found to offer an intuitive and well-documented framework to classify HF in safety occurrences.","PeriodicalId":36827,"journal":{"name":"Safety","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2023-03-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45294423","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Automated agricultural machinery has advanced significantly in the previous ten years; however, the ability of such robots to operate safely will be critical to their commercialization. This study provides a holistic evaluation of the work carried out so far in the field of automated agricultural machines’ safety, as well as a framework for future research considerations. Previous automated agricultural machines’ safety-related studies are analyzed and grouped into three categories: (1) environmental perception, (2) risk assessment as well as risk mitigation, and (3) human factors as well as ergonomics. The key findings are as follows: (1) The usage of single perception, multiple perception sensors, developing datasets of agricultural environments, different algorithms, and external solutions to improve sensor performance were all explored as options to improve automated agricultural machines’ safety. (2) Current risk assessment methods cannot be efficient when dealing with new technology, such as automated agricultural machines, due to a lack of pre-existing knowledge. Full compliance with the guidelines provided by the current International Organization for Standardization (ISO 18497) cannot ensure automated agricultural machines’ safety. A regulatory framework and being able to test the functionalities of automated agricultural machines within a reliable software environment are efficient ways to mitigate risks. (3) Knowing foreseeable human activity is critical to ensure safe human–robot interaction.
{"title":"Safety of Automated Agricultural Machineries: A Systematic Literature Review","authors":"G. Aby, S. F. Issa","doi":"10.3390/safety9010013","DOIUrl":"https://doi.org/10.3390/safety9010013","url":null,"abstract":"Automated agricultural machinery has advanced significantly in the previous ten years; however, the ability of such robots to operate safely will be critical to their commercialization. This study provides a holistic evaluation of the work carried out so far in the field of automated agricultural machines’ safety, as well as a framework for future research considerations. Previous automated agricultural machines’ safety-related studies are analyzed and grouped into three categories: (1) environmental perception, (2) risk assessment as well as risk mitigation, and (3) human factors as well as ergonomics. The key findings are as follows: (1) The usage of single perception, multiple perception sensors, developing datasets of agricultural environments, different algorithms, and external solutions to improve sensor performance were all explored as options to improve automated agricultural machines’ safety. (2) Current risk assessment methods cannot be efficient when dealing with new technology, such as automated agricultural machines, due to a lack of pre-existing knowledge. Full compliance with the guidelines provided by the current International Organization for Standardization (ISO 18497) cannot ensure automated agricultural machines’ safety. A regulatory framework and being able to test the functionalities of automated agricultural machines within a reliable software environment are efficient ways to mitigate risks. (3) Knowing foreseeable human activity is critical to ensure safe human–robot interaction.","PeriodicalId":36827,"journal":{"name":"Safety","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2023-03-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45952250","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Jaime Rosales-Rimache, Paola Machado-Pereyra, G. Bendezu-Quispe
Background. The use of Chlorpyrifos leads to a public, environmental, and occupational health problem associated with adverse effects in the exposed population, generating alterations mainly in the central nervous system, such as cognitive function. This study aimed to estimate the association between butyrylcholinesterase activity (BChE) and cognitive ability in workers exposed to chlorpyrifos. Methods. We designed a cross-sectional study, where we measured BChE in serum samples as an indicator of exposure to chlorpyrifos. The cognitive ability was assessed by the mean score of the Peruvian version of the Mini-Mental State Examination (MMSE). We also used a questionary to collect demographic and occupational information. Results. We evaluated 120 farmers with a predominance of males (92%) and a mean age of 32.1 ± 9.0 years. We found most of the workers in fumigation activities (84%). The mean BChE was 6144.7 ± 2355.0 U/L, and 46% presented inhibition enzyme (<5500 U/L). The median MMSE score was 28 (interquartile range: 26.5–31.5; 6% showed an alteration in cognitive ability (score < 24)). The MMSE test found a significant association between BChE inhibition and MMSE score (β: −0.071, 95%CI: −0.108 to −0.025). Conclusion. In this study, 45.8% of workers exposed to chlorpyriphos presented BChE inhibition. The BChE inhibition is significantly associated with the MMSE score in workers exposed to chlorpyrifos.
{"title":"Relationship between Butyrylcholinesterase Activity and Cognitive Ability in Workers Exposed to Chlorpyrifos","authors":"Jaime Rosales-Rimache, Paola Machado-Pereyra, G. Bendezu-Quispe","doi":"10.3390/safety9010012","DOIUrl":"https://doi.org/10.3390/safety9010012","url":null,"abstract":"Background. The use of Chlorpyrifos leads to a public, environmental, and occupational health problem associated with adverse effects in the exposed population, generating alterations mainly in the central nervous system, such as cognitive function. This study aimed to estimate the association between butyrylcholinesterase activity (BChE) and cognitive ability in workers exposed to chlorpyrifos. Methods. We designed a cross-sectional study, where we measured BChE in serum samples as an indicator of exposure to chlorpyrifos. The cognitive ability was assessed by the mean score of the Peruvian version of the Mini-Mental State Examination (MMSE). We also used a questionary to collect demographic and occupational information. Results. We evaluated 120 farmers with a predominance of males (92%) and a mean age of 32.1 ± 9.0 years. We found most of the workers in fumigation activities (84%). The mean BChE was 6144.7 ± 2355.0 U/L, and 46% presented inhibition enzyme (<5500 U/L). The median MMSE score was 28 (interquartile range: 26.5–31.5; 6% showed an alteration in cognitive ability (score < 24)). The MMSE test found a significant association between BChE inhibition and MMSE score (β: −0.071, 95%CI: −0.108 to −0.025). Conclusion. In this study, 45.8% of workers exposed to chlorpyriphos presented BChE inhibition. The BChE inhibition is significantly associated with the MMSE score in workers exposed to chlorpyrifos.","PeriodicalId":36827,"journal":{"name":"Safety","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2023-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48317967","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Catherine Neubauer, G. Matthews, E. P. De Los Santos
Safety researchers increasingly recognize the impacts of task-induced fatigue on vehicle driving behavior. The current study (N = 180) explored the use of a multidimensional fatigue measure, the Driver Fatigue Questionnaire (DFQ), to test the impacts of vehicle automation, secondary media use, and driver personality on fatigue states and performance in a driving simulator. Secondary media included a trivia game and a cellphone conversation. Simulated driving induced large-magnitude fatigue states in participants, including tiredness, confusion, coping through self-comforting, and muscular symptoms. Consistent with previous laboratory and field studies, dispositional fatigue proneness predicted increases in state fatigue during the drive, especially tiredness, irrespective of automation level and secondary media. Similar to previous studies, automation slowed braking response to the emergency event following takeover but did not affect fatigue. Secondary media use relieved subjective fatigue and improved lateral control but did not affect emergency braking. Confusion was, surprisingly, associated with faster braking, and tiredness was associated with impaired control of lateral position of the vehicle. These associations were not moderated by the experimental factors. Overall, data support the use of multidimensional assessments of both fatigue symptoms and information-processing components for evaluating safety impacts of interventions for fatigue.
{"title":"Fatigue and Secondary Media Impacts in the Automated Vehicle: A Multidimensional State Perspective","authors":"Catherine Neubauer, G. Matthews, E. P. De Los Santos","doi":"10.3390/safety9010011","DOIUrl":"https://doi.org/10.3390/safety9010011","url":null,"abstract":"Safety researchers increasingly recognize the impacts of task-induced fatigue on vehicle driving behavior. The current study (N = 180) explored the use of a multidimensional fatigue measure, the Driver Fatigue Questionnaire (DFQ), to test the impacts of vehicle automation, secondary media use, and driver personality on fatigue states and performance in a driving simulator. Secondary media included a trivia game and a cellphone conversation. Simulated driving induced large-magnitude fatigue states in participants, including tiredness, confusion, coping through self-comforting, and muscular symptoms. Consistent with previous laboratory and field studies, dispositional fatigue proneness predicted increases in state fatigue during the drive, especially tiredness, irrespective of automation level and secondary media. Similar to previous studies, automation slowed braking response to the emergency event following takeover but did not affect fatigue. Secondary media use relieved subjective fatigue and improved lateral control but did not affect emergency braking. Confusion was, surprisingly, associated with faster braking, and tiredness was associated with impaired control of lateral position of the vehicle. These associations were not moderated by the experimental factors. Overall, data support the use of multidimensional assessments of both fatigue symptoms and information-processing components for evaluating safety impacts of interventions for fatigue.","PeriodicalId":36827,"journal":{"name":"Safety","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2023-02-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47751444","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Technical failures in helicopters are a main concern for helicopter safety. The prominence of mechanical failures differs for specific helicopter operations. This analysis used 151 General Aviation accident reports from the National Transportation Safety Board online database from an 11-year time period. The information in each report was collated, including the list of findings for each accident. Possible relations between causes and specific flight operations were analyzed by looking at significant differences between expected and actual values within the dataset of categorical data. It is found that the proportion of fatal accidents in this category of accidents is low (16.6%) compared with the percentage of fatal helicopter accidents in general, as well as those of specific helicopter operations. Instructional flights appear significantly more likely to be associated with maintenance-related causes. Causes related to fatigue of aircraft parts are more often associated with ferry and positional flights, as well as helicopters with turbo-shaft engines. Future research is recommended for these specific associations to further mitigate the number of accidents with non-powerplant failures.
{"title":"Technical Failures in Helicopters: Non-Powerplant-Related Accidents","authors":"Alex de Voogt, Keyashia Nero","doi":"10.3390/safety9010010","DOIUrl":"https://doi.org/10.3390/safety9010010","url":null,"abstract":"Technical failures in helicopters are a main concern for helicopter safety. The prominence of mechanical failures differs for specific helicopter operations. This analysis used 151 General Aviation accident reports from the National Transportation Safety Board online database from an 11-year time period. The information in each report was collated, including the list of findings for each accident. Possible relations between causes and specific flight operations were analyzed by looking at significant differences between expected and actual values within the dataset of categorical data. It is found that the proportion of fatal accidents in this category of accidents is low (16.6%) compared with the percentage of fatal helicopter accidents in general, as well as those of specific helicopter operations. Instructional flights appear significantly more likely to be associated with maintenance-related causes. Causes related to fatigue of aircraft parts are more often associated with ferry and positional flights, as well as helicopters with turbo-shaft engines. Future research is recommended for these specific associations to further mitigate the number of accidents with non-powerplant failures.","PeriodicalId":36827,"journal":{"name":"Safety","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2023-02-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48462997","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Fuel station accidents still happen frequently all around the world. Accidents in fuel stations may cause harm to many. Fuel station environments must thus be managed well to maintain a high safety climate level. However, our literature review shows that research on the safety climate in fuel stations is scarce. This study attempts to assess the safety climate level in fuel stations in the West Java region, Indonesia. The aims of this research are to acquire the safety climate level of fuel stations, review safety climate dimensions which need serious improvement, and discover key aspects that impact the safety climate level. To achieve these goals, the Bahasa Indonesia version of the NOSACQ-50 questionnaire was used to assess the safety climate in 240 fuel stations; 678 responses were collected. The findings show that the safety climate level of fuel stations was, on average, 3.07, which is a fairly good score. Among all seven dimensions, workers’ safety priority and risk non-acceptance need the most improvement. Moreover, safety training is found to be the most influential aspect on safety climate because workers with training experience have higher safety climate perceptions. Ironically, more than 28% of respondents reported that they had not been properly trained. Therefore, fuel stations need to make sure that all employees have attended appropriate safety training. In this way, higher safety climate ratings can be achieved, hence moving forward to a safer working environment.
{"title":"Safety Climate Assessment in Fuel Stations in the West Java Region","authors":"Aryo Wibowo, F. Lestari, R. Modjo","doi":"10.3390/safety9010009","DOIUrl":"https://doi.org/10.3390/safety9010009","url":null,"abstract":"Fuel station accidents still happen frequently all around the world. Accidents in fuel stations may cause harm to many. Fuel station environments must thus be managed well to maintain a high safety climate level. However, our literature review shows that research on the safety climate in fuel stations is scarce. This study attempts to assess the safety climate level in fuel stations in the West Java region, Indonesia. The aims of this research are to acquire the safety climate level of fuel stations, review safety climate dimensions which need serious improvement, and discover key aspects that impact the safety climate level. To achieve these goals, the Bahasa Indonesia version of the NOSACQ-50 questionnaire was used to assess the safety climate in 240 fuel stations; 678 responses were collected. The findings show that the safety climate level of fuel stations was, on average, 3.07, which is a fairly good score. Among all seven dimensions, workers’ safety priority and risk non-acceptance need the most improvement. Moreover, safety training is found to be the most influential aspect on safety climate because workers with training experience have higher safety climate perceptions. Ironically, more than 28% of respondents reported that they had not been properly trained. Therefore, fuel stations need to make sure that all employees have attended appropriate safety training. In this way, higher safety climate ratings can be achieved, hence moving forward to a safer working environment.","PeriodicalId":36827,"journal":{"name":"Safety","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2023-02-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46083716","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Fatalities, injuries, and illnesses continue to occur in the construction industry (CI), despite efforts made by clients, designers, and contractors. The lack of collaboration between these project actors and construction health and safety agents (CHSA) remains a challenge for both construction professionals and academics. Given the urgent need for CHSA to collaborate with other construction project members, this study proposes a model for improving CHSA collaboration and its influence on health and safety (H&S) performance. The exploratory sequential mixed method, which included a Delphi study and a questionnaire survey, was adopted. H&S experts were purposively sampled. A three-round Delphi study was conducted to identify the factors, and these factors were categorized into 9 main factors developed from a review of the literature and the input of 15 H&S experts, 14 of whom completed all 3 iterations. Stratified sampling was used to gather quantitative data. A total of 257 questionnaires were returned, of which 213 responses were usable for analysis. Exploratory factor analysis (EFA) using Statistical Package for the Social Sciences (SPSS) version 26 was conducted and resulted in 6 main factors. A confirmatory factor analysis (CFA) of structural equation modeling (SEM) was used to establish the validity and reliability of constructs, and finally, path analysis in EQS version 6.4 was used to analyze the results of the questionnaire survey and evaluate the goodness of model fit. The findings were that mutuality, trust, institutional support, project context, and common purpose contribute to CHSA collaboration. Additionally, the influence of project context, common purpose, and CHSA collaboration on H&S performance were found to be statistically significant. The study’s implication is that in order to improve H&S performance, clients, designers, and contractors may not limit the participation of CHSA on the project. The implication for the CI is that by promoting CHSA collaboration, the likelihood of CHSA influence could increase and H&S performance could improve on construction projects. The study revealed that collaboration should be considered for improving H&S performance. The study is limited to respondents who met the selection criteria to participate in the Delphi study and questionnaire survey. Any registered persons who did not receive regular communication and announcements would have not participated. Despite the requirements of the South Africa Construction Regulations 2014 that CHSA should be part of the construction project team, more studies should be conducted to investigate the CHSA level of involvement on the project.
{"title":"Construction Health and Safety Agent Collaboration and Its Influence on Health and Safety Performance in the South African Construction Industry","authors":"N. Rantsatsi, I. Musonda, J. Agumba","doi":"10.3390/safety9010008","DOIUrl":"https://doi.org/10.3390/safety9010008","url":null,"abstract":"Fatalities, injuries, and illnesses continue to occur in the construction industry (CI), despite efforts made by clients, designers, and contractors. The lack of collaboration between these project actors and construction health and safety agents (CHSA) remains a challenge for both construction professionals and academics. Given the urgent need for CHSA to collaborate with other construction project members, this study proposes a model for improving CHSA collaboration and its influence on health and safety (H&S) performance. The exploratory sequential mixed method, which included a Delphi study and a questionnaire survey, was adopted. H&S experts were purposively sampled. A three-round Delphi study was conducted to identify the factors, and these factors were categorized into 9 main factors developed from a review of the literature and the input of 15 H&S experts, 14 of whom completed all 3 iterations. Stratified sampling was used to gather quantitative data. A total of 257 questionnaires were returned, of which 213 responses were usable for analysis. Exploratory factor analysis (EFA) using Statistical Package for the Social Sciences (SPSS) version 26 was conducted and resulted in 6 main factors. A confirmatory factor analysis (CFA) of structural equation modeling (SEM) was used to establish the validity and reliability of constructs, and finally, path analysis in EQS version 6.4 was used to analyze the results of the questionnaire survey and evaluate the goodness of model fit. The findings were that mutuality, trust, institutional support, project context, and common purpose contribute to CHSA collaboration. Additionally, the influence of project context, common purpose, and CHSA collaboration on H&S performance were found to be statistically significant. The study’s implication is that in order to improve H&S performance, clients, designers, and contractors may not limit the participation of CHSA on the project. The implication for the CI is that by promoting CHSA collaboration, the likelihood of CHSA influence could increase and H&S performance could improve on construction projects. The study revealed that collaboration should be considered for improving H&S performance. The study is limited to respondents who met the selection criteria to participate in the Delphi study and questionnaire survey. Any registered persons who did not receive regular communication and announcements would have not participated. Despite the requirements of the South Africa Construction Regulations 2014 that CHSA should be part of the construction project team, more studies should be conducted to investigate the CHSA level of involvement on the project.","PeriodicalId":36827,"journal":{"name":"Safety","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2023-02-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49402605","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Minimal risk maneuvers (MRMs), as part of highly automated systems, aim at minimizing the risk during a transition phase from automated to manual driving. Previous studies show that many drivers have an urge to intervene in transition phases despite the system’s capability to safely come to a standstill. A human–machine interface (HMI) concept was developed to support driver decisions by providing environmental information and action recommendations. This was investigated in a static driving simulator experiment with 36 participants. Two scenarios that differed in the traffic on the adjacent left lane were implemented and the HMI concept displayed the content accordingly. Results of the study again show a high intervention rate of drivers overtaking the obstacle from the left, even if the lane is occupied by other vehicles. The HMI concept had a positive influence on the manner of intervention by encouraging a standstill in the shoulder lane. Nevertheless, negative consequences included accidents and dangerous situations, but at lower frequencies and proportions during drives with the HMI concept. In conclusion, the risk during the transition phase was reduced. Furthermore, the results showed a significant decrease in the subjective workload and a positive influence on the drivers’ understanding and predictability of the automated system.
{"title":"Minimal Risk Maneuvers of Automated Vehicles: Effects of a Contact Analog Head-Up Display Supporting Driver Decisions and Actions in Transition Phases","authors":"B. Karakaya, K. Bengler","doi":"10.3390/safety9010007","DOIUrl":"https://doi.org/10.3390/safety9010007","url":null,"abstract":"Minimal risk maneuvers (MRMs), as part of highly automated systems, aim at minimizing the risk during a transition phase from automated to manual driving. Previous studies show that many drivers have an urge to intervene in transition phases despite the system’s capability to safely come to a standstill. A human–machine interface (HMI) concept was developed to support driver decisions by providing environmental information and action recommendations. This was investigated in a static driving simulator experiment with 36 participants. Two scenarios that differed in the traffic on the adjacent left lane were implemented and the HMI concept displayed the content accordingly. Results of the study again show a high intervention rate of drivers overtaking the obstacle from the left, even if the lane is occupied by other vehicles. The HMI concept had a positive influence on the manner of intervention by encouraging a standstill in the shoulder lane. Nevertheless, negative consequences included accidents and dangerous situations, but at lower frequencies and proportions during drives with the HMI concept. In conclusion, the risk during the transition phase was reduced. Furthermore, the results showed a significant decrease in the subjective workload and a positive influence on the drivers’ understanding and predictability of the automated system.","PeriodicalId":36827,"journal":{"name":"Safety","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2023-02-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48704511","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Magdalena Ramírez-Peña, A. Cerezo-Narváez, Andrés Pastor-Fernández, M. Otero-Mateo, P. Ballesteros-Pérez
Since the beginning of the second industrial revolution, the use of tanks for the storage of petroleum products ensured the permanent supply of equipment that depended on fossil fuel derived from petroleum, either for direct consumption or as an element for power generation. For correct operation, periodic cleaning of these confined spaces was required, being a common practice for the direct exposure of operators to explosive atmospheres. Currently, there are many industries that keep this kind of deposit, and cleaning works are considered of high occupational risk. In this context, the question arises as to whether human–machine collaboration thanks to the technologies that compose Industry 5.0 can mitigate these risks while generating a sustainable balance by optimizing costs and protecting the environment. In the present work, the analytic hierarchy process (AHP) method is used to prioritize the requirements that should be compiled to establish safe protocols in tank cleaning works, solving the multi-criteria problem. Results prove that a couple of alternatives improve the working conditions of the people involved in this process: the chemical cleaning and the robotic cleaning, which approximately accounts for two thirds of the decision. These requirements are aligned with the Industry 5.0 paradigm, encouraging the use of robots for high-risk processes, and influencing human behavior. In addition, cost reduction is achieved without compromising on quality of service or delivery schedule, thus enabling a circular economy that promotes occupational safety in company policies.
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