Interlocks for first offenders: effective?

OBJECTIVE: Vehicle interlocks have been shown to effectively reduce the recidivism of multiple driving-while-impaired (DWI) offenders; however, the evidence for their effectiveness with first offenders has been mixed. Two Canadian studies found that the installation of an interlock reduced first DWI recidivism, but U.S. studies in West Virginia and California failed to find a significant reduction in recidivism for first DWI offenders in interlock programs. The objective of this study was to determine the extent to which such devices were effective with first offenders in New Mexico. METHODS: This study compared 1,461 first offenders, who installed interlocks in New Mexico between January 1, 2003, and December 1, 2005, with 17,562 first offenders convicted during the same period who did not install the units. Cox multivariate proportional hazards regression (CMVPHR) was used to compare recidivism rates during three periods: while the interlock was on the vehicles of offenders who installed them, after those offenders removed the units until the end of the study period (approximately 2 years), and for the combined period (both while the interlock was installed and after it was removed). RESULTS: While the device was on the vehicles of the interlock group, their recidivism rate, 2.6% per year of exposure, was significantly less than the 7.1% per year rate of the comparison group (CMVPHR hazard ratio = 0.39, p < 0.0001). After the device was removed, the annualized recidivism rate of the interlock group increased to 4.9% per year of exposure, which was less than the 6.7% rate of the comparison group, but the hazard ratio was not statistically significant (CMVPHR hazard ratio = 0.82, p = 0.16). When the combined periods (interlock on and off) were considered, the interlock group had a recidivism rate of 3.9% per year, which again was significantly lower than the 6.8% rate for the comparison group (CMVPHR hazard ratio = 0.61, p < 0.0001). CONCLUSION: The study provides evidence that interlocks are as effective with first offenders (approximately 60% reduction in recidivism when on the vehicle) as they are for multiple offenders. In addition, the benefits of requiring an interlock for first offenders exceed the costs by a factor of three.     

石油测井用中子源辐射屏蔽研究

放射源测井技术是当今石油勘探和开发中必不可少的手段，开展对测井人员的屏蔽防护研究十分必要。将聚乙（丙）烯与碳化硼和氧化铝等以不同比例混合后制成的板材和织物具有良好的热中子、中能中子和快中子屏蔽效果，加工成屏蔽装置后，可使镅－铍源中子的屏蔽率达到６２．０６％，γ射线屏蔽率达到３２．４３％，结合中子辐射防护服和防护围裙等的使用，可较好地解决测井人员的辐射防护问题。     

The impact of mandatory versus voluntary participation in the Alberta ignition interlock program

Research has demonstrated that participation in an interlock program significantly reduces the likelihood of subsequent driving while intoxicated (DWI) convictions at least so long as the interlock device is installed in the vehicle. Despite the growing number of jurisdictions that allow interlock programs and the demonstrated success of these programs, the proportion of DWI offenders who actually have the device installed is minimal. In an effort to increase the proportion of offenders using interlocks, some jurisdictions require offenders to install an interlock as a condition of license reinstatement whereas others merely offer offenders a reduction in the period of hard suspension if they voluntarily participate in an interlock program. The objective of the present study was to determine the extent to which voluntary interlock participants are more or less successful in terms of subsequent recidivism than those for whom interlock program participation has been mandated. The issue was addressed using data from the interlock program in Alberta, Canada, which provides for both mandatory and voluntary participation. The recidivism experience of voluntary and mandatory interlock participants was examined both during and after the period of interlock installation. Cox regression revealed that, after controlling for (or equating) the number of prior DWI offenses, the survival rates of DWI offenders who were ordered to participate in the interlock program did not differ from those of voluntary participants. These results suggest that further use of mandatory interlock programs should be just as successful as voluntary programs when offenders share characteristics with those studied in Alberta.     

Application of fire suppression materials on suppression of LNG pool fires

An LNG pool fire is considered one of the main hazards of LNG, together with LNG vapor dispersion. Suppression methods are designed to reduce the hazard exclusion zones, distance to reach radiant heat of 5 kW/m², when an LNG pool fire is considered. For LNG vapor dispersion, the hazard exclusion zone is the distance travelled by the LNG vapor to reach a concentration of 2.5% v/v (half of the LNG lower flammability limit).Warming the LNG vapor to reach positive buoyancy faster is one way to suppress LNG vapor dispersion and reduce evaporation rate (thus fire size and its associated radiant heat) and that is the main objective in LNG pool fire suppression. Based on previous research, the use of high expansion foam has been regarded as the primary method in suppressing LNG pool fires. However, in 1980, another method was introduced as an alternative pool fire suppression system, Foamglas^®. The research concluded that 90% of the radiant heat was successfully reduced. Currently-called Foamglas^® pool fire suppression (Foamglas^® PFS) is a passive mitigation system and is deployed after the leak occurs. Foamglas^® PFS is non-flammable, and has a density one-third of the density of LNG, thus floats when an LNG pool is formed.This paper describes the study and confirmation of Foamglas^®PFS effectiveness in suppressing LNG pool fires. In addition, while Foamglas^® PFS is not expected to suppress LNG vapor dispersion, further investigation was conducted to study the effect of Foamglas^®PFS on LNG vapor dispersion. An LNG field experiment was conducted at Brayton Fire Field. The experimental development, procedures, results and findings are detailed in this paper.     

The impact of mandatory versus voluntary participation in the Alberta ignition interlock program

Research has demonstrated that participation in an interlock program significantly reduces the likelihood of subsequent driving while intoxicated (DWI) convictions at least so long as the interlock device is installed in the vehicle. Despite the growing number of jurisdictions that allow interlock programs and the demonstrated success of these programs, the proportion of DWI offenders who actually have the device installed is minimal. In an effort to increase the proportion of offenders using interlocks, some jurisdictions require offenders to install an interlock as a condition of license reinstatement whereas others merely offer offenders a reduction in the period of hard suspension if they voluntarily participate in an interlock program. The objective of the present study was to determine the extent to which voluntary interlock participants are more or less successful in terms of subsequent recidivism than those for whom interlock program participation has been mandated. The issue was addressed using data from the interlock program in Alberta, Canada, which provides for both mandatory and voluntary participation. The recidivism experience of voluntary and mandatory interlock participants was examined both during and after the period of interlock installation. Cox regression revealed that, after controlling for (or equating) the number of prior DWI offenses, the survival rates of DWI offenders who were ordered to participate in the interlock program did not differ from those of voluntary participants. These results suggest that further use of mandatory interlock programs should be just as successful as voluntary programs when offenders share characteristics with those studied in Alberta.     

The alcohol interlock: an underutilized resource for predicting and controlling drunk drivers

This report summarizes evidence presented during the Third Annual Ignition Interlock Symposium at Vero Beach, Florida, 29 October 2002. The ignition interlock prevents a car from starting when blood alcohol concentration (BAC) is elevated. We review some of our prior work as well as introduce previously unpublished results to demonstrate the manner in which the data recorded by the alcohol ignition interlock device can serve as an advance predictor of future driving under the influence (DUI) of alcohol risks. Data used in this current report represent approximately 2,200 ignition interlock users from Alberta, Canada, and about 8,000 interlock users from Quebec, Canada; the Alberta data set contained 5.5 million breath tests and the Quebec data 18.8 million breath tests. All tests are time and date stamped and this information was used to characterize patterns of BAC and vehicle use, and the relationship between BAC elevations and DUI offenses that accumulated after the interlock was removed from the vehicles. Findings from Cox regression (Marques et al., 2003) show that BAC elevations > .02-.04% are more potent predictors of repeat DUI (p < .0001) than even prior DUI (p < .006), usually found to be the strongest indicator of driver risk. Prior DUI obviously has no use for scaling the risk of first-time offenders. Drivers who are both multiple offenders and who have more than a few elevated interlock BAC tests are much more likely to repeat DUI. The timing and pattern of elevated BAC tests provided during the time drivers were required to use an alcohol ignition interlock device are remarkably similar on both a daily basis and an hourly basis when the interlock programs from the two provinces are compared directly. Both provinces had higher rates of elevated tests on Saturday and Sunday, and the fewest elevated tests on Tuesdays. The absolute rate of elevated tests is similar despite the two provinces adhering to different interlock lockout points (.02% Quebec; .04% Alberta). Charts tracking the Monday-Friday timing of elevated BAC tests by hour are nearly identical for both provinces. The most elevated BAC tests occurred between 7 and 9 A.M. Monday to Friday, even though most vehicle start attempts occurred much later in the day. This higher rate of elevated morning BAC likely represents drinking from the prior evening with alcohol not yet cleared from circulation; those with elevated BAC in the early morning were more likely to have a repeat offense even after accounting for prior DUI and the higher overall rate of elevated BAC tests. This is viewed as evidence of a drinking problem that will lead to impaired driving after the controlling function of the interlock is removed. Policy changes are discussed that might take better advantage of interlock information to improve the public response to drunk driving.     

Safety Level of Acrobatic Work: A Probabilistic Study

Acrobatic work constitutes an activity during which individuals intervene on buildings, cliffs, towers, and so forth, through the use of mountaineering or speleological techniques. The most dangerous situations occur particularly when ascending a rope with ascenders or roping with a descender. Any free fall or false manoeuvre will result in a strong shock on the belaying system that may cause its rupture. The fatal accident rate (FAR) of a given occupation is defined as the average number of fatal accidents per 10⁸ hrs of exposure to a given hazard. In this study it is assumed that the FAR is proportional to the average number of fall-initiating events, η, per worker and per hour of exposure to the fall hazard. η is estimated to be between 10^-3 and 3 × 10^-3. The maximum values of the rupture probability of the securing systems are calculated for the FAR of acrobatic work to be smaller than the FAR of the three most dangerous activity groups of the construction industry in France. These values allow the varying ranges of the parameters that influence this rupture probability to be determined.     

中子辐射防护服的设计、结构与效果

系统地阐述了中子辐射防护服的设计依据、结构、式样及使用效果。表明这是一种能有效地屏蔽热中子和中能中子的防护器具,可用于许多场所。     

The effects of persistent audible seat belt reminders and a speed-limiting interlock on the seat belt use of drivers who do not always use a seat belt

Introduction: Vehicle technologies that increase seat belt use can save thousands of lives each year. Kidd, Singer, Huey, and Kerfoot (2018) found that a gearshift interlock was more effective for increasing seat belt use than an intermittent audible reminder, but interlocks may not be more effective than persistent audible reminders lasting at least 90 seconds. Method: Forty-nine part-time belt users with a recent seat belt citation who self-reported not always using a seat belt drove two vehicles for 1 week each. Thirty-three drove a Chevrolet with an intermittent audible reminder followed by either a BMW with a persistent 90-second audible reminder (n = 17) or a Subaru with an incessant audible reminder (n = 16). The other 16 participants experienced the BMW persistent reminder followed by an interlock that limited speed to 15 mph during unbelted driving. These data were combined with data from 32 part-time belt users in Kidd et al. (2018) who experienced the intermittent reminder for 2 weeks or the intermittent reminder for 1 week and a gearshift interlock the next. Results: Relative to the intermittent reminder, seat belt use was significantly increased an estimated 30% by the BMW persistent reminder, 34% by the Subaru incessant reminder, and 33% by the speed-limiting interlock. Belt use was increased an estimated 16% by the gearshift interlock, but this change was not significant. More participants circumvented the speed-limiting interlock to drive unbelted than the audible reminders. Responses to a poststudy survey indicated that interlocks were less acceptable than reminders. Conclusions: Audible reminders lasting at least 90 seconds and a speed-limiting interlock were more effective for increasing seat belt use than an intermittent audible reminder, but reminders were found more acceptable. Practical applications: Strengthening existing U.S. safety standards to require audible reminders lasting at least 90 seconds for front-row occupants could save up to 1,489 lives annually.     

The effect of a gearshift interlock on seat belt use by drivers who do not always use a belt and its acceptance among those who do

IntroductionSeat belts reduce the risk of fatal injury in a crash, yet in 2015, nearly 10,000 people killed in passenger vehicles were unrestrained. Enhanced seat belt reminders increase belt use, but a gearshift interlock that prevents the vehicle from being placed into gear unless the seat belt is used may prove more effective.MethodThirty-two people with a recent seat belt citation and who admitted to not always using a seat belt as a driver were recruited as part-time belt users and asked to evaluate two new vehicles. Sixteen drove two vehicles with an enhanced reminder for one week each, and 16 drove a vehicle with an enhanced reminder for one week and a vehicle with a gearshift interlock the following week. Sixteen full-time belt users who reported always using a seat belt drove a vehicle with a gearshift interlock for one week to evaluate acceptance.ResultsRelative to the enhanced reminder, the gearshift interlock significantly increased the likelihood that a part-time belt user used a belt during travel time in a trip by 21%, and increased the rate of belt use by 16%; this effect approached significance. Although every full-time belt user experienced the gearshift interlock, their acceptance of the technology reported in a post-study survey was fairly positive and not significantly different from part-time belt users. Six part-time belt users circumvented the gearshift interlock by sitting on a seat belt, waiting for the system to deactivate, or unbuckling during travel.ConclusionThe gearshift interlock increased the likelihood that part-time belt users buckled up and the rate of belt use during travel relative to the enhanced reminder but could be more effective if it prevented circumvention.Practical applicationsAn estimated 718–942 lives could be saved annually if the belt use of unbuckled drivers and front passengers increased 16–21%.     

关于危险化学品重大危险源分级的研究

在重大危险源死亡半径分级法的基础上,引入经济密度和人员密度,并给出不同情况下相应的计算方法。然后以＂最大危险原则＂和＂概率求和原则＂为财产损失和人员伤亡计算的原则,以《重大危险源分级标准（征求意见稿）》中的分级标准为标准,对危险化学品重大危险源进行分级,这样进行危险源分级时,可将周边环境中可能波及到的财产损失和人员伤亡考虑进去,使得危险化学品重大危险源分级考虑的因素更加全面,分级的结果和实际情况更加吻合。本文的研究结果对危险化学品重大危险源分级具有一定的参考价值。     

Mandating interlocks for fully revoked offenders: the New Mexico experience

OBJECTIVE: In New Mexico, between July 1999 and December 2002, the installation of an ignition interlock was an optional judicial sanction for second and third driving-while-impaired (DWI) offenders. This is a study of the recidivism of 437 offenders who were convicted and installed interlocks for an average of 322 days during that period. METHODS: The comparison group was a stratified random sample (N = 12,554) of the 20,949 offenders who were convicted during the same period but did not install interlocks. DWI arrest and conviction data for all study participants were received from the Motor Vehicle Department's Citation Tracking System. RESULTS: Only 11 (2.5%) of the interlock offender group were rearrested for DWI while interlocks were installed, whereas 1,017 (8.1%) of the comparison group were rearrested during an equivalent 322-day period. Survival graphs and Cox proportional hazard regression analyses were used to compare the interlock and noninterlock groups during installation, after installation, and for the entire period up to December 2004. Results indicate a reduction in recidivism of 65% during installation. After removal, there was no significant difference in recidivism rates in a 3-year follow-up period. Following all offenders for 4 years, including both the period while the interlock was installed and the period after its removal, indicates that the difference in recidivism achieved during installation, though not increased, is maintained, so at the end of 4 years, interlock users still have lower total recidivism than nonusers. CONCLUSIONS: The magnitude of interlock effectiveness reported here is similar to those in other published studies with comparable samples.     

The alcohol interlock: an underutilized resource for predicting and controlling drunk drivers

This report summarizes evidence presented during the Third Annual Ignition Interlock Symposium at Vero Beach, Florida, 29 October 2002. The ignition interlock prevents a car from starting when blood alcohol concentration (BAC) is elevated. We review some of our prior work as well as introduce previously unpublished results to demonstrate the manner in which the data recorded by the alcohol ignition interlock device can serve as an advance predictor of future driving under the influence (DUI) of alcohol risks. Data used in this current report represent approximately 2,200 ignition interlock users from Alberta, Canada, and about 8,000 interlock users from Quebec, Canada; the Alberta data set contained 5.5 million breath tests and the Quebec data 18.8 million breath tests. All tests are time and date stamped and this information was used to characterize patterns of BAC and vehicle use, and the relationship between BAC elevations and DUI offenses that accumulated after the interlock was removed from the vehicles. Findings from Cox regression show that BAC elevations >.02-.04% are more potent predictors of repeat DUI (p<.0001) than even prior DUI (p<.006), usually found to be the strongest indicator of driver risk. Prior DUI obviously has no use for scaling the risk of first-time offenders. Drivers who are both multiple offenders and who have more than a few elevated interlock BAC tests are much more likely to repeat DUI. The timing and pattern of elevated BAC tests provided during the time drivers were required to use an alcohol ignition interlock device are remarkably similar on both a daily basis and an hourly basis when the interlock programs from the two provinces are compared directly. Both provinces had higher rates of elevated tests on Saturday and Sunday, and the fewest elevated tests on Tuesdays. The absolute rate of elevated tests is similar despite the two provinces adhering to different interlock lockout points (.02% Quebec;.04% Alberta). Charts tracking the Monday-Friday timing of elevated BAC tests by hour are nearly identical for both provinces. The most elevated BAC tests occurred between 7 and 9 A.M. Monday to Friday, even though most vehicle start attempts occurred much later in the day. This higher rate of elevated morning BAC likely represents drinking from the prior evening with alcohol not yet cleared from circulation; those with elevated BAC in the early morning were more likely to have a repeat offense even after accounting for prior DUI and the higher overall rate of elevated BAC tests. This is viewed as evidence of a drinking problem that will lead to impaired driving after the controlling function of the interlock is removed. Policy changes are discussed that might take better advantage of interlock information to improve the public response to drunk driving.     

Individual risk analysis of high-pressure natural gas pipelines

Transmission pipelines carrying natural gas are not typically within secure industrial sites, but are routed across land out of the ownership of the pipeline company. If the natural gas is accidentally released and ignited, the hazard distance associated with these pipelines to people and property is known to range from under 20 m for a smaller pipeline at lower pressure to up to over 300 m for a larger pipeline at higher pressure. Therefore, pipeline operators and regulators must address the associated public safety issues.This paper focuses on a method to explicitly calculate the individual risk of a transmission pipeline carrying natural gas. The method is based on reasonable accident scenarios for route planning related to the pipeline's proximity to the surrounding buildings. The minimum proximity distances between the pipeline and buildings are based on the rupture of the pipeline, with the distances chosen to correspond to a radiation level of approximately 32 kW/m². In the design criteria for steel pipelines for high-pressure gas transmission (IGE/TD/1), the minimum building proximity distances for rural areas are located between individual risk values of 10⁻⁵ and 10⁻⁶. Therefore, the risk from a natural gas transmission pipeline is low compared with risk at the building separated minimum distance from chemical industries.     

Alcohol ignition interlock programs

The alcohol ignition interlock is an in-vehicle DWI control device that prevents a car from starting until the operator provides a breath alcohol concentration (BAC) test below a set level, usually .02% (20 mg/dl) to .04% (40 mg/dl). The first interlock program was begun as a pilot test in California 18 years ago; today all but a few US states, and Canadian provinces have interlock enabling legislation. Sweden has recently implemented a nationwide interlock program. Other nations of the European Union and as well as several Australian states are testing it on a small scale or through pilot research. This article describes the interlock device and reviews the development and current status of interlock programs including their public safety benefit and the public practice impediments to more widespread adoption of these DWI control devices. Included in this review are (1) a discussion of the technological breakthroughs and certification standards that gave rise to the design features of equipment that is in widespread use today; (2) a commentary on the growing level of adoption of interlocks by governments despite the judicial and legislative practices that prevent more widespread use of them; (3) a brief overview of the extant literature documenting a high degree of interlock efficacy while installed, and the rapid loss of their preventative effect on repeat DWI once they are removed from the vehicles; (4) a discussion of the representativeness of subjects in the current research studies; (5) a discussion of research innovations, including motivational intervention efforts that may extend the controlling effect of the interlock, and data mining research that has uncovered ways to use the stored interlock data record of BAC tests in order to predict high risk drivers; and (6) a discussion of communication barriers and conceptual rigidities that may be preventing the alcohol ignition interlock from taking a more prominent role in the arsenal of tools used to control DWI. Whether interlock programs can help public policymakers achieve their expressed goals of substantially reducing the level of impaired driving will remain uncertain until procedural barriers and intransigent judiciary practices can be overcome that provide for more systematic routine use of interlock programs. Despite strong effectiveness evidence in all studies to date, the real potential of this technology to reduce the road toll cannot be estimated until they are more widely adopted.     

Evacuation, escape, and rescue experiences from offshore accidents including the Deepwater Horizon

When a major hazard occurs on an installation, evacuation, escape, and rescue (EER) operations play a vital role in safeguarding the lives of personnel. There have been several major offshore accidents where most of the crew has been killed during EER operations. The major hazards and EER operations can be divided into three categories; depending on the hazard, time pressure and the risk influencing factors (RIFs). The RIFs are categorized into human elements, the installation and hazards. A step by step evacuation sequence is illustrated. The escape and evacuation sequence from the Deepwater Horizon offshore drilling platform is reviewed based on testimonies from the survivors. Although no casualties were reported as a result of the EER operations from the Deepwater Horizon, the number of survivors offers a limited insight into the level of success of the EER operations. Several technical and non-technical improvements are suggested to improve EER operations. There is need for a comprehensive analysis of the systems used for the rescue of personnel at sea, life rafts and lifeboats in the Gulf of Mexico.     

Fire and explosion assessment on oil and gas floating production storage offloading (FPSO): An effective screening and comparison tool

Fires and explosions have been identified as major potential hazards for Oil and Gas Floating Production Storage Offloading (FPSO) installations and pose risk to personnel, assets, and the environment. Current fire and explosion assessment (FEA) tools require physical effect modeling software and follows standards from API, ISO, and engineering practices. However, the tools are not specific to any particular system such as an FPSO, and do not provide comprehensive guidance for safety engineers to perform FEA.This paper discusses the development of a screening and comparison tool for FEA on FPSOs and the incorporation of an expert system into the tool. The results are computerized using MS Excel/VBA to provide a structured and comprehensive assessment on each equipment and module handling natural gas, crude oil, methanol and diesel on FPSO topsides.This tool features built-in calculations for jet and pool fire size estimation for gas/liquid releases, and the ability to perform Quantitative Risk Analysis (QRA) to specify the personnel and equipment risk for varying leak sizes and process conditions. Control and recovery measures are incorporated as an expert system based on report findings, engineering practices, and relevant standards. Bowtie analysis is applied in the tool to define detailed control and recovery measures for the FPSO based on the incident scenarios. An explosion assessment is performed by incorporating physical effect modeling software results.Unique features provided in the tool include fire and radiation contour mapping on an FPSO layout to help determine personnel and equipment risk more accurately and fire pump sizing that can be used to verify the amount of water deluge system required to mitigate fires and explosions. In addition, flexibility of data input (process data, failure rate data, etc.) and user interfaces assist safety engineers to screen and compare process alternatives, check design quality, and evaluate design options at any design stage.     

Pressure relief sizing of reactive system using DIERS simplified methods and dynamic simulation method

Incidents involving uncontrolled chemical reactions continue to result in fatality, injury and economic loss. These incidents are often the result of inadequate pressure relief system designs due to a limited knowledge of the chemical reactivity hazard. A safe process design requires knowledge of the chemical reactivity of desired as well as undesired chemical reactions due to upset conditions. Simplified, cost effective methods to relief system sizing are presented by The Design Institute of Emergency Relief Systems (DIERS). They require multiple experiments, and sizing is only valid for the system composition and thermal inertia represented by the small scale experiments. Results are often conservative, especially for gassy systems. Detailed, dynamic computer simulation is highly accurate and can be used for iterative design and multiple scenario evaluation.In this study, an accelerating rate calorimeter (ARC^®) and a low thermal inertia calorimeter (automatic pressure tracking adiabatic calorimeter – APTAC™) were used to collect chemical reactivity data for the dicumyl peroxide and toluene system. Results of the pressure relief system sizing using the dynamic simulation method are presented and compared with DIERS simplified methods.     

员工行为安全管理系统的初步构建

现有的企业安全管理主要依靠管理人员监督管理,对员工行为的规范化管理效果有限。针对常见的员工不安全行为,提出建立员工行为安全管理系统促使员工行为规范化,并将其分为4个部分:违规提示系统,危险警报系统,辅助提示系统,紧急制动系统,辅以"自我观察法"作为配套管理措施,将员工意识由"要我安全"向"我要安全"转变,以期能够减少由不安全行为引发的事故,促进企业安全文化的逐步形成。     

Human factors integration – Bridging the gap between system designers and end-users: A case study

Within any high hazard industry such as chemical, oil and gas, rail or nuclear, it is necessary to involve system end-users within the design process if system design is to be optimised. To facilitate the identification and assessment of end user requirements it is necessary to integrate human factors (HF) into design from the start of the design lifecycle.During 2004, the author facilitated the integration of HF into a development project being implemented at a major gas processing facility on mainland Britain. The approach taken to HF integration on the project is commonly applied across the high hazard industries. This paper will provide information on this process and the benefits that this provided to the operator. Details will be provided on the approach taken in terms of:

• –Liaison between HF and other design disciplines.
• –Analysis undertaken and tools used.
• –HF topic areas covered.
• –Specific issues raised and how these were resolved.

It will demonstrate the advantage of the early integrated approach as compared to the later auditing or assurance approach sometimes taken in relation to HF.