Η παρούσα διατριβή πολυπαραμετρικής ανάλυσης και αξιολόγησης των ενεργειών προαγωγής της υγείας και της ασφάλειας στις επιχειρήσεις ολοκληρώνεται με τη δόμηση ενός ολιστικού προτύπου διαχείρισης ποιότητας της εργασιακής ζωής. Στο πρώτο κεφάλαιο πραγματοποιείται επισκόπηση του πεδίου της υγιεινής και ασφάλειας (επιστημονικές μελέτες, νομοθετικό πλαίσιο, δράσεις κοινωνικών φορέων). Στο δεύτερο κεφάλαιο προσδιορίζεται το πεδίο έρευνας της διατριβής. Η προαγωγή της υγείας και της ασφάλειας αποτελεί σήμερα την αιχμή των ενεργειών πρόληψης των κινδύνων. Στο τρίτο κεφάλαιο καταγράφονται οι τεχνικές πραγματοποίησης και αναλύονται τα δεδομένα της εμπειρικής έρευνας (εξετάσεις, συμπεριφορά, οργάνωση, κοινωνικά προγράμματα, ασφάλεια και φυσικό περιβάλλον). Τέλος στο τέταρτο κεφάλαιο στοιχειοθετείται η τελική πρόταση που περιλαμβάνει τα κεντρικά αποτελέσματα της έρευνας. Δομείται ένα ολιστικό πρότυπο το οποίο απαντά στις απαιτήσεις συνολικότητας στην ποιοτική διαχείριση των επαγγελματικών κινδύνων. / The present thesis lies in the field of working health and safety promotion (WHSP) which is the enabler of all activities aiming at the prevention of occupational hazards.After an extended review of the related literature, legislation and social actions (Chapter 1), we concentrate on the role of WHSP and we develop a framework to be used in its study (Chapter 2). The 3rd chapter discusses the results of an empirical research conducted on the basis of the aforementioned framework that extends over the areas of health screening, health behaviour promotion, organizational change, social welfare and the physical environment. Finally, in the 4th Chapter, based on the results of our research and through a multi-factor analysis we arrive at a set of propositions which are integrated into an holistic model. The model can be used to provide guidelines in response to the requirements concerning occupational hazards within the framework of total quality management.

This compilation thesis aims to analyse how risk and safety are constructed, reproduced, and negotiated by communicative means in safety-critical workplaces. It conceptualizes these communicative moments of shaping and reshaping risk and safety as enmeshed in multiple forms of governing. That is, the management of risk and safety may not only be an employer’s responsibility delegated by the State, in a welfarist fashion, but may take different forms through a variety of institutional practices and communicative means. These defining practices seem particularly urgent to study, since it is through them that the locus of risk may be moved from one type of area or object to another, that attention is or is not paid to certain conditions of human exposure, and that parties are appointed responsible for safety measures.The thesis centres on three safety-critical factories located in Sweden that handle corrosive and/or explosive chemicals. It analyses interviews with various employees as well as recorded talk at a safety committee meeting. Previous research has addressed the existence of a tension between a strategy of individual responsibility and one of collective protection. This study makes a further contribution by demonstrating how these traditions are advocated and negotiated in discourse, and the dilemmas that emerge in the process. Although the study demonstrates that a discourse of collective prevention is reflected and reproduced in some narratives, it also makes evident that a great deal of responsibility is placed on the individual worker to avoid risk. The analysis has been able to show that this is due to the co-presence of traditional, hierarchical advice-giving and self-reproach, which amplify the importance of workers conducting themselves with greater caution, and of those newer concepts and technologies for worker involvement and responsibilization which are implemented in line with neoliberal ideas of human resources utilization.  Furthermore, the thesis demonstrates how employees’ risk and safety discourse exposes dilemmas, especially when, consciously or not, egalitarian norms are taken into account. For instance, the moralizing elements of behavioural discourse are regularly supplemented by mitigating, pronominal, or entirely agentless discursive choices, and thus by an anticipatory display of awareness of egalitarian norms. It is argued that this discoursal softening of workers’ risk responsibilities helps condition the sustained prevalence of a behavioural approach to risk and safety. It also exposes some of its fragility.

A comprehensive study of accident records which have occured in Coal Mining Industries of Europe and U. S. A are analysed. The intention of the research was to establish relationships between the various accidents and prevention methods adopted by each country are evaluated and to assess the impact of industrial legislation in these various countries on accident rate are examined. The study analyses in paricular the fatal accident rate, and major and minor rate. The Major health hazards associated with coal mining are described in detail and discusses together with the Measurement of safety performance and its application in the Safety field. The study also examines the role of human factors in accidents also includes a summaries of fatal and major injury rates for 46 countries. Arising from the research a number of recommendations for improving safety are requires further research are indentified.

Labor protection, that is prevention of occupational disease and reducing the frequency of accident, has always been a matter of major concern of mining industry. Management and the government should promote and maintain high safety standards through some measures and tools to reduce frequency of accidents and occupational diseases. This thesis describes the development of a national occupational health and safety management tool that is composed of educational, statistical and database interfaces for mine safety and health administration. The detailed analysis of an accident requires knowledge of many parameters such as location, time, type, cost of the accident, victim information, nature of injury, result of the accident etc. that can be obtained from a standard coded accident report form. So, database interface of the management tool is developed with this sense to realize collecting accident data in a nationally used format to produce a common safety reporting system. Prepared database maintains user-friendly environment on Internet to submit accident information. Dynamic structure and ease of use of the developed database allow administered user to expand it without detailed computer programming knowledge. This was achieved by prepared modules to change or register new data fields within the database. Created database is also secure since only gives data input access rights to registered users. Database administrator is able to create registered users. Registered users could be safety engineer or manager of a mine who is responsible from the submission of data to the ministry of labor. So, standard and secure accident data collected rapidly through Internet connection. The other feature of the database is that, it is open to all people to query accidents with many aspects. Prepared management tool also includes educational interface, content of which can also be enlarged, as the new ideas, information or solutions for accidents are improved. This information is also open to all people since educating workers and managers about accidents and prevention techniques can improve working conditions and increase awareness. Knowing the fact that submitted accident data is still collected in hard copies in folders, the need for a kind of management tool, which is completed in this study, is obvious. Application of this kind of management tool will be able to prevent the collection of accident data in dusty shelves and share the accident data information with all people who are interested in with this subject.

Organophosphate (OP) pesticides, as a group, are the most widely used insecticides in Australia. Approximately 5 000 tonnes of active ingredient are used annually (Radcliffe, 2002). The OP pesticide group consists of around 30 identifiably distinct chemicals that are synthesised and added to approximately 700 products (Radcliffe, 2002). OP pesticides are used on fruit, vegetable, grain, pasture seed, ornamental, cotton, and viticultural crops, on livestock and domestic animals, as well as for building pest control. OP pesticides all act by inhibiting the nervous system enzyme acetylcholinesterase (AChE) and as such are termed anticholinesterase insecticides. The phosphorylation of AChE and the resultant accumulation of acetylcholine are responsible for the typical symptoms of acute poisoning with OP compounds. In addition to acute health effects, OP compound exposure can result in chronic, long-term neurological effects. The traditional method of health surveillance for OP pesticide exposure is blood cholinesterase analysis, which is actually biological effect monitoring. However, there are several drawbacks associated with the use of the blood cholinesterase test, including its invasive nature, the need for baseline levels and a substantial exposure to OP pesticide before a drop in cholinesterase activity can be detected. OP pesticides are metabolised fairly rapidly by the liver to form alkyl phosphates (DAPs). Approximately 70% of OP pesticides in use in Australia will metabolise into one or more of six common DAPs. During the last 30 years, scientists have developed a urine test that detects these six degradation products. However, unlike the blood cholinesterase test, there is currently no Biological Exposure Index (BEI) for the urine DAP metabolite test. Workers in the agricultural industry - particularly those involved with mixing, loading and application tasks - are at risk of exposure to OP pesticides. It is therefore important that these workers are able to assess their risk of health effects from exposure to OP pesticides. However, currently in Queensland, workplace health and safety legislation exempts the agricultural industry from hazardous substance legislation that incorporates the requirement to perform risk assessments and health surveillance (blood cholinesterase testing) for OP pesticide exposure. The specific aim of this research was to characterise OP pesticide exposure and to assess the feasibility of using urine DAP metabolite testing as a risk assessment tool for agricultural and related industry workers exposed to OP pesticides. An additional aim among farmers was to conduct an in-depth evaluation of their knowledge, attitudes and behaviours related to handling OP pesticides and how they assess the risks associated with their use of OPs. A cross-sectional study design was used to assess exposure to OP pesticides and related issues among four groups: fruit and vegetable farmers, pilots and mixer/loaders, formulator plant staff and a control group. The study involved 51 farmers in the interviewer-administered questionnaire and 32 in urine sample provision. Eighteen pilots and mixer/loaders provided urine samples and 9 exposed formulation plant staff provided urine and blood samples. Community controls from Toowoomba Rotary clubs provided 44 urine samples and 11 non-exposed formulation plant staff provided blood and urine samples; all groups also provided responses to a self-administered questionnaire. Participant farmers were drawn from the main cropping areas in south-east Queensland - Laidley/Lowood, Gatton, and Stanthorpe. The farmer group was characterised by small owner-operators who often had primary responsibility for OP pesticide mixing and application. Farmers had good knowledge of pesticide-related safety practices; however, despite this knowledge, use of personal protective equipment (PPE) was low. More than half of the farmers did not often wear a mask/respirator (56%), gloves (54%) or overalls (65%). Material Safety Data Sheets were never or rarely read and 88.2% of farmers never or rarely read OP pesticide labels before application. There were also problems with chemical suppliers providing farmers with MSDSs. The majority of farmers (90.2%) reported that they had never had any health surveillance performed and three-quarters had never read about or been shown how to perform a formal risk assessment. The main inhibitors to the use of PPE in the farmers' group included the uncomfortable and cumbersome nature of PPE, especially in hot weather conditions, and the fear of PPE use triggering neighbours' complaints to Government authorities. Factors associated with better PPE use included having positive attitudes and beliefs toward PPE use, higher knowledge scores and low risk perception. Farmers' use of OP pesticides was infrequent, of short duration and involved application via a boom on a tractor, a lower risk application method. Consequently, urine DAP metabolite levels in this group were generally low, with 36 out of 96 samples (37.5%) containing detectable levels. Detectable results ranged from 9.00-116.00 mol/mol creatinine. Formulators exposed to OP pesticides were found to have the highest urine DAP metabolite levels (detectable levels 13.20-550.00 mol/mol creatinine), followed by pilots and mixer/loaders (detectable levels 8.40-304.00 mol/mol creatinine) and then farmers. Despite this, pilots and mixer/loaders (particularly mixer/loaders) had the greatest number of samples containing detectable levels (94.4% of samples). The DAP metabolite most frequently detected across all groups was DMTP, which was the only metabolite found in control samples. Levels found in this study are similar to those reported in international research (Takamiya, 1994, Stephens et al., 1996, Simcox et al., 1999, Mills, 2001, Cocker et al., 2002). The observed DAP levels were not associated with a drop in cholinesterase activity among the formulation plant workers, as expected from the literature. Such exposure also is unlikely to be associated with acute health effects. In contrast, there is insufficient scientific knowledge to know whether levels recorded in this study and elsewhere may be associated with long-term, chronic health effects. Notably, DMTP levels also were observed among the presumably 'unexposed' comparison groups. Environmental background level exposures to OPs producing the DAP metabolite DMTP are therefore of potential significance and may be related, at least in part, to consumption of contaminated fruit and vegetables. There is also emerging evidence to suggest that exposure to DAP metabolites themselves through diet and other sources may contribute to the concentration of DAPs, including DMTP in urine, potentially complicating assessment of occupational exposures. Nevertheless, the urine DAP metabolite test was a useful, sensitive indicator of occupational OP pesticide exposure among agricultural workers and may be of use to the industry as part of the risk assessment process. Future research should aim to establish a BEI for the urine DAP test.

Despite the facts that vehicle incidents continue to be the most common mechanism for Australian compensated fatalities and that employers have statutory obligations to provide safe workplaces, very few organisations are proactively and comprehensively managing their work-related road risks. Unfortunately, limited guidance is provided in the existing literature to assist practitioners in managing work-related road risks. The current research addresses this gap in the literature. To explore how work-related road safety can be enhanced, three studies were conducted. Study one explored the effectiveness of a range of risk management initiatives and whether comprehensive risk management practices were associated with safety outcomes. Study two explored barriers to, and facilitators for, accepting risk management initiatives. Study three explored the influence of organisational factors on road safety outcomes to identify optimal work environments for managing road risks. To maximise the research sample and increase generalisability, the studies were designed to allow data collection to be conducted simultaneously drawing upon the same sample obtained from four Australian organisations. Data was collected via four methods. A structured document review of published articles was conducted to identify what outcomes have been observed in previously investigated work-related road safety initiatives. The documents reviewed collectively assessed the effectiveness of 19 work-related road safety initiatives. Audits of organisational practices and process operating within the four researched organisations were conducted to identify whether organisations with comprehensive work-related road risk management practices and processes have better safety outcomes than organisations with limited risk management practices and processes. Interviews were conducted with a sample of 24 participants, comprising 16 employees and eight managers. The interviews were conducted to identify what barriers and facilitators within organisations are involved in implementing work-related road safety initiatives and whether differences in fleet safety climate, stage of change and safety ownership relate to work-related road safety outcomes. Finally, questionnaires were administered to a sample of 679 participants. The questionnaires were conducted to identify which initiatives are perceived by employees to be effective in managing work-related road risks and whether differences in fleet safety climate, stage of change and safety ownership relate to work-related road safety outcomes. Seven research questions were addressed in the current research project. The key findings with respect to each of the research questions are presented below. Research question one: What outcomes have been observed in previously investigated work-related road safety initiatives? The structured document review indicated that initiatives found to be positively associated with occupational road safety both during and after the intervention period included: a pay rise; driver training; group discussions; enlisting employees as community road safety change agents; safety reminders; and group and individual rewards. Research question two: Which initiatives are perceived by employees to be effective in managing work-related road risks? Questionnaire findings revealed that employees believed occupational road risks could best be managed through making vehicle safety features standard, providing practical driver skills training and through investigating serious vehicle incidents. In comparison, employees believed initiatives including signing a promise card commitment to drive safely, advertising the organisation’s phone number on vehicles and consideration of driving competency in staff selection process would have limited effectiveness in managing occupational road safety. Research question three: Do organisations with comprehensive work-related road risk management practices and processes have better safety outcomes than organisations with limited risk management practices and processes? The audit identified a difference among the organisations in their management of work-related road risks. Comprehensive risk management practices were associated with employees engaging in overall safer driving behaviours, committing less driving errors, and experiencing less fatigue and distraction issues when driving. Given that only four organisations participated in this research, these findings should only be considered as preliminary. Further research should be conducted to explore the relationship between comprehensiveness of risk management practices and road safety outcomes with a larger sample of organisations. Research question four: What barriers and facilitators within organisations are involved in implementing work-related road safety initiatives? The interviews identified that employees perceived six organisational characteristics as potential barriers to implementing work-related road safety initiatives. These included: prioritisation of production over safety; complacency towards work-related road risks; insufficient resources; diversity; limited employee input in safety decisions; and a perception that road safety initiatives were an unnecessary burden. In comparison, employees perceived three organisational characteristics as potential facilitators to implementing work-related road safety initiatives. These included: management commitment; the presence of existing systems that could support the implementation of initiatives; and supportive relationships. Research question five: Do differences in fleet safety climate relate to work-related road safety outcomes? The interviews and questionnaires identified that organisational climates with high management commitment, support for managing work demands, appropriate safety rules and safety communication were associated with employees who engaged in safer driving behaviours. Regression analyses indicated that as participants’ perceptions of safety climate increased, the corresponding likelihood of them engaging in safer driving behaviours increased. Fleet safety climate was perceived to influence road safety outcomes through several avenues. Some of these included: the allocation of sufficient resources to manage occupational road risks; fostering a supportive environment of mutual responsibility; resolving safety issues openly and fairly; clearly communicating to employees that safety is the top priority; and developing appropriate work-related road safety policies and procedures. Research question six: Do differences in stage of change relate to work-related road safety outcomes? The interviews and questionnaires identified that participants’ perceptions of initiative effectiveness were found to vary with respect to their individual stage of readiness, with stage-matched initiatives being perceived most effective. In regards to safety outcomes, regression analyses identified that as participants’ progress through the stages of change, the corresponding likelihood of them being involved in vehicle crashes decreases. Research question seven: Do differences in safety ownership relate to work-related road safety outcomes? The interviews and questionnaires revealed that management of road risks is often given less attention than other areas of health and safety management in organisations. In regards to safety outcomes, regression analyses identified that perceived authority and perceived shared ownership both emerged as significant independent predictors of self-reported driving behaviours pertaining to fatigue and distractions. The regression models indicated that as participants’ perceptions of the authority of the person managing road risks increases, and perceptions of shared ownership of safety tasks increases, the corresponding likelihood of them engaging in driving while fatigued or multitasking while driving decreases. Based on the findings from the current research, the author makes several recommendations to assist practitioners in developing proactive and comprehensive approaches to managing occupational road risks. The author also suggests several avenues for future research in the area of work-related road safety.

There is anecdotal and scientific evidence to suggest that schoolbag carriage is associated with musculoskeletal discomfort (MSD) and possibly long-term back pain. Thus schoolbag carriage is an area of concern for students, parents and both education and health professionals. A schoolbag weight limit of 10% of body weight (BW) is currently recommended. However, it is based on subjective observations rather than objective findings and does not consider other aspects of schoolbag carriage such as schoolbag design and adjustment or carriage patterns. Five studies were conducted in order to determine the effects on students' responses to schoolbag carriage of schoolbag design, adjustment, carriage duration and weight. Backpack design had a significant effect on reported musculoskeletal discomfort and choice of backpack. Schoolbag hip-belt and shoulder strap adjustment and weight significantly affected shoulder strap tension forces and shoulder interface pressure in simulated schoolbag carriage. Using activity monitoring, school students were found to spend approximately two hours carrying their schoolbags each day. This usually comprised 11-15 times per day of 8-9 minutes of carriage. Using this temporal pattern information, 16 boys (13-14 years) were exposed to a simulated school day using schoolbags weighing 0, 5, 10, 12.5 and 15% BW and an additional condition of 10% BW with tighter shoulder straps. Posture, rating of perceived exertion (RPE), muscular strain and reported ability to walk and balance were significantly affected when schoolbag load reached 10% BW. However, despite these findings, the magnitude of self reported muscular strain and MSD suggested that 15% BW may be too heavy for school students. Thus, 10% BW may be an appropriate upper schoolbag weight limit for a typical school day. Using a psychophysical approach the mean (standard deviation) maximum acceptable schoolbag weight (MASW) selected by 16 school boys (13-14 years) was 10.4(3.8) %BW. This finding agrees with the findings of the previous study and supports the current schoolbag weight recommendation of 10% BW. The results of the five studies can be used in developing schoolbag carrying guidelines to help reduce the prevalence of MSD amongst school students.

Thesis (Ph.D.)--University of Illinois at Urbana-Champaign, 2006. / Source: Dissertation Abstracts International, Volume: 67-07, Section: B, page: 3672. Adviser: Joseph H. Pleck. Includes bibliographical references (leaves 108-117) Available on microfilm from Pro Quest Information and Learning.

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This diploma thesis deals with the issue of education and competence development of employees of selected organization XY, which deals with grocery wholesale. It is a multinational organization employing more than 10,000 employees throughout the country. It analyzes the shortcomings and presents suggestions for their improvement, including the quantification of the costs of the current situation and, on the other hand, the cost of the remedy leading to a better functioning of the company. For the practical part of the thesis were using methods as observing, managed interviews and use the company's internal materials. Managed interviews were conducted with employees across the organization. Specifically, these were interviews with row staff, shift managers, HR worker and branch directors. At the end of the thesis, it is possible to find a proposal for a completely new concept of education, which would reduce the existing costs of the organization and increase both the efficiency of the education system and the satisfaction of the employees. New proposal is to create an internal academy, when an internal lecturer is selected in the company and further educates other employees as needed. The half-year pilot project would cost approximately CZK 260,000.