公共安全视角下的叠加风险解析

近年来,公共安全风险形态发生了重大变化。以往完全发生在公共场所群死群伤的重大事故明显减少,而发生在职业场所之内或附近的公共安全事故却明显增多,反映出一些地方和企业对职业安全与公共安全叠加而生的新风险认识不到位,管控不到位。安全发展的形势迫切要求我们必须从理念、内涵、评价等多维度进行深入研究。本文对公共安全在新时期内涵与形态的变化进行了再认识,对职业安全风险、公共安全风险以及两者叠加而成的新风险特征进行了分析。     

Pushing and pulling: an assessment tool for occupational health and safety practitioners

A tool has been developed for supporting practitioners when assessing manual pushing and pulling operations based on an initiative by two global companies in the manufacturing industry. The aim of the tool is to support occupational health and safety practitioners in risk assessment and risk management of pushing and pulling operations in the manufacturing and logistics industries. The tool is based on a nine-multiplier equation that includes a wide range of factors affecting an operator’s health risk and capacity in pushing and pulling. These multipliers are based on psychophysical, physiological and biomechanical studies in combination with judgments from an expert group consisting of senior researchers and ergonomists. In order to consider usability, more than 50 occupational health and safety practitioners (e.g., ergonomists, managers, safety representatives and production personnel) participated in the development of the tool. An evaluation by 22 ergonomists supports that the push/pull tool is user friendly in general.     

可变模糊集理论在道路交通安全综合评价中的应用

根据道路交通安全系统本身所具有的模糊性,以及目前大多数评价方法缺点,采用能够对模糊中介过渡过程进行形象描述的可变模糊集理论,以相对隶属度和相对差异函数为基础,并通过级别特征值来量化评价结果,以提高评价结果的可靠性.在介绍该方法的基础上,对大连市沙河口区黄河路的道路交通进行安全综合评价.     

Knowledge,attitudes and practices of occupational risks in Colombian taxi drivers

Objective. The objective of this study was to learn about the health and safety strategies in a sample of taxi drivers in Bucaramanga, Colombia. Methods. A cross-sectional study was conducted among 138 taxi drivers. A survey was used to identify the socio-demographic and working characteristics, knowledge, attitudes and practices according to their occupational risk. Results. Eighty-five percent of the workers labored 9–15?h/day. Of those who suffered accidents, 27% were not affiliated to an occupational risk administrator (p = 0.028). Of the workers who had a work-related accident, 58% considered that the use of a cell phone while driving would not always reduce their attention, 50% always used their seat belt and 7% took active breaks and wore their seat belt (p = 0.01). Conclusions. Within this group of taxi drivers, having or believing to possess knowledge regarding an occupational risk did not ensure that they had a safe attitude or safe working practices.     

Towards a European energy risks monitor to consistently map safety and security risks of different energy infrastructures

After mapping of current European Union regulations on the management of accident risks related to natural hazards and different industrial activities, this paper discusses insights from past and current European Commission initiatives on harmonisation of assessment and management of safety risks. The problem of safety comparison and risk/benefit communication is of critical importance for sustainable decision making. For the specific case of the energy sector, the European Commission’s Joint Research Centre (DG JRC) and DG TREN (Directorate General for Transport and Energy) have recently started two connected initiatives, called energy risks monitor (ERMON) and safety and security of energy infrastructures in a comparative view (SEIF-CV). While ERMON deals with the development of a methodology and corresponding web-based information system to cross-compare in a consistent way safety, risk and reliability performances of different energy systems (fossil, nuclear, renewables) across their specific fuel cycle chains, SEIF-CV creates a corresponding network of stakeholders in the energy sector as well as the necessary review and user panels for ERMON. Objectives and status of ERMON and SEIF-CV are described.     

完善劳动防护用品管理 确保职业健康安全

职业健康安全管理体系的核心是对风险因素的辨识、评价和控制,个体防护是风险管理的控制方式之一,是最基础也是必不可少的组成部分。本文从劳动防护用品的分类、配备、采购和使用管理入手,详细阐述了正确的劳动防护用品管理流程,确立了其在职业健康安全管理体系中的重要作用和价值。     

运用危险源控制方法改进职业健康安全管理的有效性

危险源辨识和风险评价是GB/T28001职业健康安全管理的基本方法,通过危险源辨识找出与职业健康安全有关的管理点（危险源）,评价出职业健康安全管理需要管理的重点（中度和高度风险）,制定适宜的方法,即制定目标指标方案、运行控制或应急预案加以控制和改善,体现职业健康安全管理的基本原则和思路。只有正确运用危险源辨识和风险评价的方法,才能做到合理策划危险源的控制方法,集中力量抓主要矛盾解决主要问题,兼顾次要矛盾和一般问题的管理;根据不同危险源的具体情况选择适宜合理的方法,既保证危险源的有效控制,又保证采用的任何危险源控制方法和措施与危险源产生后果的严重性和伴随的风险相适应,尽量避免危险源控制的盲目性和不经济,达到追求最佳职业健康安全绩效的目的,提高整体和系统管理的有效性。     

Safety climate factors, group differences and safety behaviour in road construction

This study determines the factor structure of safety climate within a road construction organization using a modified version of the safety climate questionnaire (SCQ). It also investigates the relationship between safety climate and safety performance. The SCQ was administered to 192 employees from two districts and in two job categories — construction and maintenance. A behavioural observation measure of safety performance was also developed. Factor analysis derived six factors, which were similar to those obtained in an earlier study using the SCQ. Differences in the safety climate of job sub-groups were found on two of the factors. No differences between the two districts were found. No relationship was found between safety climate and the safety performance measure. While identical safety climate factors cannot apply to all organizations, some general safety climate factors may emerge. Discussion focuses upon the measurement of safety climate.     

Recent trends in ILO conventions related to occupational safety and health.

The present study was conducted to analyze the ratification status of International Labour Organization (ILO) conventions related to occupational safety and health (OSH) by ILO member states in terms of national indicators (length of ILO membership and national income status) and regional affiliation. 17 conventions designated as OSH-related by the 2003 International Labour Conference were examined. In general, countries with longer ILO membership ratified higher numbers of conventions related to OSH. With some variation, long-membership countries had the largest number of ratifications, followed by middle- and short-membership countries in all regions. There were also incremental increases in the number of ratifications for OSH-related conventions according to the national income status. Common regional characteristics that could not be explained by the factors studied also existed. Future efforts to increase ratification at an international level will need to consider the factors influencing ratification practice among the member states.     

Road trauma among young Australians: Implementing policy to reduce road deaths and serious injury

Objective: The objective of this study was to estimate the likely reduction in road trauma associated with the implementation of effective interventions to reduce road trauma among young Australians.

Methods: A desktop evaluation was conducted to model the likely reduction in road trauma (deaths and serious injuries resulting in hospitalization) among young people aged 17–24 years residing in Queensland, New South Wales, and Victoria. Potential interventions were identified using a rapid literature review and assigned a score based on evidence of effectiveness and implementation feasibility with the 3 highest scoring interventions included in the modeling. Likely reduction in road trauma was estimated by applying the average risk reduction effect sizes for each intervention to baseline risk (passenger or driver death or serious injury per 100,000 population) of road trauma for young Australians. Point estimates were calculated for the potential number of deaths and serious injuries averted in each state and per 100,000 population, with a one-way sensitivity analysis conducted using uncertainty ranges identified.

Results: Peer passenger and night driving restrictions as well as improved vehicle safety measures had the greatest potential to reduce road trauma. Peer passenger restrictions could avert 14 (range: 5–24) and 24 (range: 8–41) hospitalizations per year in Queensland and New South Wales, respectively, and night driving restrictions could avert 17 (range: 7–26), 28 (range: 12–45), and 13 (range: 6–21) hospitalizations annually in Queensland, New South Wales, and Victoria. These interventions reduced fatalities by less than 1 death annually in each state. Improved vehicle safety measures could avert 0–3, 0–4, and 0–3 deaths and 3–91, 4–156, and 2–75 hospitalizations in Queensland, New South Wales, and Victoria.

Conclusions: Key elements of graduated licensing (peer passenger and night driving restrictions) along with vehicle safety interventions offer modest but practically significant reductions in road trauma for young Australians. State governments need to revise current legislation to ensure that these reductions in road trauma can be realized.     

Health, safety, self-regulation and the older driver: It's not just a matter of age

Problem

The purpose of this research was to examine the impact of age and health on patterns of driving and self-regulation among older adults who still drive.

Method

This analysis presents the results of a nationwide survey of drivers who are 50 + (N = 3,824, 53.11% response rate), focusing on questions about the impact of their self-reported health on attitudes toward and self-regulation of driving.

Results

The data indicate that as age increases, so too does reported self-regulation of driving, increasing sharply among those ages 70 and older. The data also indicate that respondent's reported confidence in driving and their enjoyment of driving decline as they age. Health status bears a significant relationship with all three of these variables, positively related to confidence in driving skills and to enjoyment in driving, but negatively related to self-regulation reports. As self-reported health declines, respondent's report engages in greater voluntary restrictions of their driving.

Discussion

All too often, the driving decision is linked primarily to chronological age. Analysis done here indicates that age alone is not the best indicator of self-regulation and how older adults change their driving behaviors.

Summary

This research presents the results of a nationwide survey of 50+ drivers and their self-reported driving, self-regulation behaviors, and health status. Strong support was found for the argument that chronological age is not an adequate measure of self-regulating behaviors and driver safety among those 50+. In particular, it was found that a person's health status and the interaction between age and health are essential considerations in the decisions around self-regulation and driving. People tend to self-regulate more with age, but the effect becomes much more pronounced as health status declines.

Impact on industry

In the coming years, if older adults can't get to where they want to go and continue to be viable consumers in our national fabric, all industries will eventually suffer. Transportation is a key component to the nation's social contract with older individuals and their families.     

The productivity assessment tool: computer-based cost benefit analysis model for the economic assessment of occupational health and safety interventions in the workplace

INTRODUCTION AND MEthod: This paper describes the concepts behind cost benefit analysis in occupational health and safety and introduces the Productivity Assessment Tool, a method by which an analysis may be performed relatively easily in a service or manufacturing workplace. The advantage of using such analyses is to show the important financial role that safe and efficient workplaces play in the workplace. RESULTS: By using analytical tools, the effectiveness of an intervention (workplace change) may be estimated prior to its introduction. IMPACT ON INDUSTRY: This places occupational health and safety on the same financial footing as other proposed workplace changes and thus places occupational health and safety in a strong position to attract scarce resources.     

Realistic evaluation as a new way to design and evaluate occupational safety interventions

Recent debates regarding the criteria for evaluating occupational health and safety interventions have focused on the need for incorporating qualitative elements and process evaluation, in addition to attempting to live up to the Cochrane criteria. Reflecting fundamental epistemological conflicts and shortcomings of the Cochrane criteria in evaluating intervention studies, the debate challenges the traditional (quasi-) experimental design and methodology, which are often used within safety research. This article discusses a revised ‘realistic evaluation’ approach as a way to meet these challenges.Evidence from the literature as well as examples from an integrated (leader-based/worker-based) safety intervention study (2008-2010) in a large wood manufacturing company are presented, with focus on the pros and cons of using randomised-controlled-trials and a revised realistic evaluation model.A revised realistic evaluation model is provided which includes factors such as role behaviour, leader and worker motivation, underreporting of accidents/injuries, production pressure, unplanned organisational change and accounting for multilayer effects. These can be attained through qualitative and/or quantitative methods, allowing for the use of realistic evaluation in both large and small scale studies, as well as in systematic reviews. The revised realistic evaluation model offers a promising new way of designing and evaluating occupational safety research. This model can help safety science move forward in setting qualitative and/or quantitative criteria regarding context, mechanisms and processes for single studies and for reviews. Focus is not limited to whether the expected results appear or not, but include suggestions for what works for whom, under what circumstances, in what respects and how.     

Analysis of naturalistic driving videos of fleet services drivers to estimate driver error and potentially distracting behaviors as risk factors for rear-end versus angle crashes

Objective: The objective of this study was to estimate the prevalence and odds of fleet driver errors and potentially distracting behaviors just prior to rear-end versus angle crashes.

Methods: Analysis of naturalistic driving videos among fleet services drivers for errors and potentially distracting behaviors occurring in the 6 s before crash impact. Categorical variables were examined using the Pearson's chi-square test, and continuous variables, such as eyes-off-road time, were compared using the Student's t-test. Multivariable logistic regression was used to estimate the odds of a driver error or potentially distracting behavior being present in the seconds before rear-end versus angle crashes.

Results: Of the 229 crashes analyzed, 101 (44%) were rear-end and 128 (56%) were angle crashes. Driver age, gender, and presence of passengers did not differ significantly by crash type. Over 95% of rear-end crashes involved inadequate surveillance compared to only 52% of angle crashes (P < .0001). Almost 65% of rear-end crashes involved a potentially distracting driver behavior, whereas less than 40% of angle crashes involved these behaviors (P < .01). On average, drivers spent 4.4 s with their eyes off the road while operating or manipulating their cell phone. Drivers in rear-end crashes were at 3.06 (95% confidence interval [CI], 1.73–5.44) times adjusted higher odds of being potentially distracted than those in angle crashes.

Conclusions: Fleet driver driving errors and potentially distracting behaviors are frequent. This analysis provides data to inform safe driving interventions for fleet services drivers. Further research is needed in effective interventions to reduce the likelihood of drivers' distracting behaviors and errors that may potentially reducing crashes.     

Autonomous emergency braking systems adapted to snowy road conditions improve drivers' perceived safety and trust

Objective: This study investigated drivers' evaluation of a conventional autonomous emergency braking (AEB) system on high and reduced tire–road friction and compared these results to those of an AEB system adaptive to the reduced tire–road friction by earlier braking. Current automated systems such as the AEB do not adapt the vehicle control strategy to the road friction; for example, on snowy roads. Because winter precipitation is associated with a 19% increase in traffic crashes and a 13% increase in injuries compared to dry conditions, the potential of conventional AEB to prevent collisions could be significantly improved by including friction in the control algorithm. Whereas adaption is not legally required for a conventional AEB system, higher automated functions will have to adapt to the current tire–road friction because human drivers will not be required to monitor the driving environment at all times. For automated driving functions to be used, high levels of perceived safety and trust of occupants have to be reached with new systems. The application case of an AEB is used to investigate drivers' evaluation depending on the road condition in order to gain knowledge for the design of future driving functions.

Methods: In a driving simulator, the conventional, nonadaptive AEB was evaluated on dry roads with high friction (μ = 1) and on snowy roads with reduced friction (μ = 0.3). In addition, an AEB system adapted to road friction was designed for this study and compared with the conventional AEB on snowy roads with reduced friction. Ninety-six drivers (48 males, 48 females) assigned to 5 age groups (20–29, 30–39, 40–49, 50–59, and 60–75 years) drove with AEB in the simulator. The drivers observed and evaluated the AEB's braking actions in response to an imminent rear-end collision at an intersection.

Results: The results show that drivers' safety and trust in the conventional AEB were significantly lower on snowy roads, and the nonadaptive autonomous braking strategy was considered less appropriate on snowy roads compared to dry roads. As expected, the adaptive AEB braking strategy was considered more appropriate for snowy roads than the nonadaptive strategy. In conditions of reduced friction, drivers' subjective safety and trust were significantly improved when driving with the adaptive AEB compared to the conventional AEB. Women felt less safe than men when AEB was braking. Differences between age groups were not of statistical significance.

Conclusions: Drivers notice the adaptation of the autonomous braking strategy on snowy roads with reduced friction. On snowy roads, they feel safer and trust the adaptive system more than the nonadaptive automation.     

澳大利亚职业安全健康统计体系及对我国借鉴研究

澳大利亚职业安全健康一直处于较好水平,其职业安全健康统计体系具有典型性。分析研究了澳大利亚的职业安全健康统计体系,包括统计相关法规,统计机构、统计指标、统计口径、统计方法和统计数据的公布等内容,总结了澳大利亚职业安全健康统计体系特点,并与我国安全生产统计现状进行比较,提出改进我国安全生产统计体系的建议,以期为我国安全生产统计体系的发展和变革提供参考。     

Facilitators and barriers to occupational health and safety in small and medium-sized enterprises: a descriptive exploratory study in Ontario,Canada

Purpose. The purpose of this particular study was to test a newly created instrument in describing the facilitators and barriers to occupational health and safety in small and medium-sized enterprises (SMEs) in Ontario, Canada. Methods. A cross-sectional design was used to identify the occupational health and safety culture of SMEs in public and private sectors in Ontario. Results. A total of 153 questionnaires were completed. The majority of respondents were female (84%) with a mean age of 49.8 years (SD 10.6). Seventy-four percent were supervisors. Seventy percent of respondents were from the private sector while 30% derived from the public sector including healthcare, community services, and non-profit organizations. Further, conducting regular external safety inspections of the workplace was found to be statistically associated with a safe work environment 2.88 95% CI [1.57, 5.27]. Conclusions. Strategies and training opportunities that focus on how to adapt occupational health and safety legislation to the nature and diversity of SMEs are recommended. Furthermore, employers may use such information to improve safety in their SMEs, while researchers can hopefully use such evidence to develop interventions that are applicable to meeting the occupational health and safety needs of SMEs.     

Risk and safety perception on urban and rural roads: Effects of environmental features,driver age and risk sensitivity

Objective: The ability to detect changing visual information is a vital component of safe driving. In addition to detecting changing visual information, drivers must also interpret its relevance to safety. Environmental changes considered to have high safety relevance will likely demand greater attention and more timely responses than those considered to have lower safety relevance. The aim of this study was to explore factors that are likely to influence perceptions of risk and safety regarding changing visual information in the driving environment. Factors explored were the environment in which the change occurs (i.e., urban vs. rural), the type of object that changes, and the driver's age, experience, and risk sensitivity.

Methods: Sixty-three licensed drivers aged 18–70 years completed a hazard rating task, which required them to rate the perceived hazardousness of changing specific elements within urban and rural driving environments. Three attributes of potential hazards were systematically manipulated: the environment (urban, rural); the type of object changed (road sign, car, motorcycle, pedestrian, traffic light, animal, tree); and its inherent safety risk (low risk, high risk). Inherent safety risk was manipulated by either varying the object's placement, on/near or away from the road, or altering an infrastructure element that would require a change to driver behavior. Participants also completed two driving-related risk perception tasks, rating their relative crash risk and perceived risk of aberrant driving behaviors.

Results: Driver age was not significantly associated with hazard ratings, but individual differences in perceived risk of aberrant driving behaviors predicted hazard ratings, suggesting that general driving-related risk sensitivity plays a strong role in safety perception. In both urban and rural scenes, there were significant associations between hazard ratings and inherent safety risk, with low-risk changes perceived as consistently less hazardous than high-risk impact changes; however, the effect was larger for urban environments. There were also effects of object type, with certain objects rated as consistently more safety relevant. In urban scenes, changes involving pedestrians were rated significantly more hazardous than all other objects, and in rural scenes, changes involving animals were rated as significantly more hazardous. Notably, hazard ratings were found to be higher in urban compared with rural driving environments, even when changes were matched between environments.

Conclusion: This study demonstrates that drivers perceive rural roads as less risky than urban roads, even when similar scenarios occur in both environments. Age did not affect hazard ratings. Instead, the findings suggest that the assessment of risk posed by hazards is influenced more by individual differences in risk sensitivity. This highlights the need for driver education to account for appraisal of hazards’ risk and relevance, in addition to hazard detection, when considering factors that promote road safety.