Diss. Linköping : Univ., 2002.

The management of health and safety risks in the oil refinery tends to be centred on the collection and simulation of technical data which can then be used to make decisions on the wellbeing of the workforce as well as the refinery installations. While the number crunching in the process is immensely vital, there tends to be a problem of ignoring or, at the very least, side-lining the social-cultural values of the people dealing with health and safety risk assessment processes. The economic driver for the operation of the oil refinery tends to be more important because of the generally huge initial financial outlay, and the eventual high costs of maintenance; hence health and safety risk management should have evidence of ensuring that the installations, as well as the people that work in them, are well catered for. In the Kuwait Gulf Oil Company this problem is more evident in newer installations where lean management processes have been instituted by oil firms so that they can reduce waste in the oil refining process without compromising the occupational health and safety needs of the refinery. Therein lies the initial problem of integrating health and safety risk assessment processes because most approaches concentrate on the technical elements of waste elimination while ignoring the social-cultural factors that impact on the health and safety of the workforce. This is an exploratory piece of research that examines the impact of rational and cognitive decision theories – herein called the psychology of risk – and how they impact on the occupational health and safety systems in the oil and gas refining sector of Kuwait. The research concludes that the application of lean concepts in the oil refining process is noble in itself but it needs to be integrated with the rational and cognitive detection factors that are necessary to incorporate and support the social-cultural tendencies of the workforce. The research recommends a framework for incorporating social-cultural values in the decision making process pertaining to health and safety risk assessment in oil refining process plants. Key Words: occupational health and safety risk assessment; lean management; social-cultural values; rational and cognitive decision making; oil and gas process plants.

No description available.

No description available.

Autonomous driving is increasingly popular among people and automotive industries in realizing their presence both in passenger and goods transportation. Safer autonomous navigation might be very challenging if there is a failure in sensing system. Among several sensing systems, image classification plays a major role in understanding the road signs and to regulate the vehicle control based on urban road rules. Hence, a robust classifier algorithm irrespective of camera position, view angles, environmental condition, different vehicle size & type (Car, Bus, Truck, etc.,) of an autonomous platform is of prime importance. In this study, Convolutional Neural Network (CNN) based classifier algorithm has been implemented to ensure improved robustness for recognizing traffic signs. As training data play a crucial role in supervised learning algorithms, there come an effective dataset requirement which can handle dynamic environmental conditions and other variations caused due to the vehicle motion (will be referred as challenges). Since the collected training data might not contain all the dynamic variations, the model weakness can be identified by exposing it to variations (Blur, Darkness, Shadow, etc.,) faced by the vehicles in real-time as a initial testing sequence. To overcome the weakness caused due to the training data itself, an effective augmentation technique enriching the training data in order to increase the model capacity for withstanding the variations prevalent in urban environment has been proposed. As a major contribution, a framework has been developed to identify model weakness and successively introduce a targeted augmentation methodology for classification improvement. Targeted augmentation is based on estimated weakness caused due to the challenges with difficulty levels, only those necessary for better classification were then augmented further. Predictive Augmentation (PA) and Predictive Multiple Augmentation (PMA) are the two proposed methods to adapt the model based on targeted challenges by delivering with high numerical value of confidence. We validated our framework on two different training datasets (German Traffic Sign Recognition Benchmark (GTSRB) and Heavy Vehicle data collected from bus) and with 5 generated test groups containing varying levels of challenge (simple to extreme). The results show impressive improvement by ≈ 5-20% in overall classification accuracy thereby keeping their high confidence.

The aim of the Master´s thesis is the design process of transition to a fully integrated safety management system, taking into consideration the unique characteristics of small air operators. It means describing the initial situation, studying the requirements and recommendations of ICAO Doc.9859 a proposal for the transition to fully integrated security management system, taking into account the specifics of a small air operators. Work also includes a description of the "target state", all inputs, outputs and main functions, integration into the quality system and the organization of society as a whole.

Ausgehend von der Feststellung, dass in Deutschland bislang kein quantitatives Verfahren zur Beurteilung der Sicherheit von Bahnübergängen existiert, wurde in der vorliegenden Arbeit ein Vorschlag für ein solches Verfahren entwickelt. Das zugrunde liegende Risikomodell ermöglicht es, aus den Parametern eines einzelnen Bahnübergangs die individuellen Risiken unterschiedlicher Gruppen von Straßenverkehrsteilnehmern sowie das kollektive Risiko des Bahnübergangs abzuschätzen. Zur Bewertung dieser Risiken wurden Vorschläge für Akzeptanzkriterien hergeleitet. Ein weiterer Teil der Untersuchung beschäftigte sich mit der Ermittlung und Bewertung risikoreduzierender Maßnahmen. Das Verfahren entstand auf Basis umfangreicher Literaturstudien, qualifizierter Schätzungen und ergänzender empirischer Untersuchungen. Der Neuigkeitswert des Modells – auch vor dem Hintergrund der aus dem Ausland bekannten Ansätze – besteht in der differenzierten Betrachtung nicht nur des einzelnen Bahnübergangs, sondern auch der einzelnen Verkehrsarten und insbesondere der einzelnen zum Bahnübergang hin- und vom Bahnübergang wegführenden Verkehrsströme. Dadurch wird der Erkenntnis Rechnung getragen, dass sich die spezifischen Eigenschaften der Straßenverkehrsteilnehmer sowie der von ihnen genutzten Zu- und Abflusswege auf die Sicherheit auswirken können. Aus den erzielten Erkenntnissen wurden Empfehlungen zur Weiterentwicklung der Regelwerke abgeleitet. Hierzu gehört die Forderung nach einer stärkeren Risikoorientierung der Gestaltungsregeln, die insbesondere die aufgezeigten Einflussfaktoren berücksichtigen müssen.:Abbildungsverzeichnis 6 Tabellenverzeichnis 8 Formelzeichenverzeichnis 9 1 Einleitung 11 1.1 Ausgangssituation 11 1.2 Zielstellung 13 1.3 Abgrenzung 13 1.4 Vorgehen 14 2 Forschungsstand 16 2.1 Risikomodelle 16 2.1.1 Deutschland 16 2.1.2 Europäisches Ausland 21 2.1.3 Nordamerika 26 2.1.4 Asien und Australien 29 2.1.5 Schlussfolgerungen 32 2.2 Verhaltensmodelle 35 2.2.1 Anlagen 35 2.2.2 Abläufe 36 2.2.3 Fehler 38 2.2.4 Schlussfolgerungen 41 2.3 Risikoschwerpunkte 42 2.3.1 Verkehrsarten 43 2.3.2 Unfallsituationen 44 2.3.3 Unfallursachen 45 2.3.4 Schlussfolgerungen 47 3 Systemdefinition 49 3.1 Bahnübergangsanlagen 49 3.2 Straßenverkehrsteilnehmer 52 4 Risikoanalyse 55 4.1 Grundlagen 55 4.2 Entscheidungsbereich 60 4.2.1 Aussetzung 60 4.2.2 Gefährdung 72 4.2.3 Unabwendbarkeit 96 4.2.4 Schadensausmaß 103 4.3 Räumungsbereich 113 4.3.1 Aussetzung 113 4.3.2 Gefährdung 114 4.3.3 Unabwendbarkeit 116 4.3.4 Schadensausmaß 118 4.4 Zusammenfassung 119 5 Risikobewertung 120 5.1 Grundlagen 120 5.2 Methoden 120 5.3 Anwendung 123 5.3.1 Individuelles Risiko 123 5.3.2 Kollektives Risiko 124 5.4 Zusammenfassung 125 6 Risikobeherrschung 127 6.1 Grundlagen 127 6.2 Entscheidungsbereich 128 6.2.1 Aussetzung 128 6.2.2 Gefährdung 129 6.2.3 Unabwendbarkeit 134 6.2.4 Schadensausmaß 134 6.3 Räumungsbereich 135 6.3.1 Aussetzung 135 6.3.2 Gefährdung 135 6.3.3 Unabwendbarkeit 136 6.3.4 Schadensausmaß 136 6.4 Zusammenfassung 137 7 Gesamtverfahren 138 7.1 Ablauf 138 7.2 Plausibilitätsprüfung 139 7.3 Sensitivitätsanalyse 143 7.3.1 Ausgangsszenarien 143 7.3.2 Schienenfahrzeuglänge 144 7.3.3 Schienenfahrzeuggeschwindigkeit 145 7.3.4 Schienenverkehrsstärke 146 7.3.5 Vorsperrzeit 147 7.3.6. Straßenverkehrsstärke 148 7.3.7 Kreuzungswinkel 150 7.3.8 Straßengeschwindigkeiten 151 7.3.9 Sicherungsart 152 7.3.10 Gefährdungsfaktoren 153 7.3.11 Sichtverhältnisse I 154 7.3.12 Sichtverhältnisse II 155 7.3.13 Räumungsprobleme 156 7.3.14 Schlussfolgerungen 157 7.4 Anwendungsbeispiele 158 7.4.1 Beispiel 1 158 7.4.2 Beispiel 2 162 7.4.3 Beispiel 3 165 8 Empfehlungen 170 8.1 Überblick 170 8.2 EBO 171 8.3 DB-Richtlinie 815 173 8.4 BÜV-NE 174 8.5 StVO 175 8.6 VwV-StVO 176 9 Zusammenfassung und Ausblick 177 9.1 Zusammenfassung 177 9.2 Ausblick 180 Quellenverzeichnis 184 Glossar 199 Anhang 203

<p>Safety Management Systems (SMS) in the aviation industry is increasingly an essential aspect of identifying hazards and managing the associated risks. While SMS has become commonplace and is often a regulatory requirement for air carriers, it remains voluntary for many other aviation service providers such as airports. Over the past decade, commercial UAS operations have significantly increased, leading to safety and economic challenges for airports. This research studied the current state of SMS and commercial UAS operations at airports. This research utilized a mix of quantitative and qualitative methods, which included an extensive literature review, interviews, and a survey of airport stakeholders. The literature review confirmed an increase in UAS hazards and risks within the airport operating area coupled with immature SMS practices that address these UAS operations. To build on the findings from the review of literature, a survey instrument was developed, distributed to airport stakeholders, and the responses were statistically analyzed. To gain greater insight into these findings, researchers interviewed three airport subject matter experts. The study compared the airports current state of SMS with UAS operations, the airport stakeholder’s level of familiarity with related policies, and their need for additional UAS SMS guidance material or training. Research results suggest a need for further development and adoption of robust SMS practices at airports along with education and training. This study may assist airport stakeholders, UAS operators, and regulators to further develop robust safety and risk management practices that support safe UAS operations within the airport operating area.</p>

Nowadays, rail transport has become one of the most widely utilised forms of transport thanks to its high safety level, large capacity, and cost-effectiveness. With the railway network's continuous development, including urban rail transit, one of the major areas of increasing attention and demand is ensuring safety or risk management in operation long-term remains for the whole life cycle by scientific tools, management of railway operation (Martani 2017), specifically in developed and developing countries like Vietnam. The situation in Vietnam demonstrates that the national mainline railway network has been built and operated entirely in a single narrow gauge (1000mm) since the previous century, with very few updates of manual operating technology. This significantly highlights that up to now, the conventional technique for managing the safety operation in general, and collision in particular, of the current Vietnamese railway system, including its subsystems, is only accident statistics which is not a scientific-based tool as the others like risk identify and analyse methods, risk mitigation…, that are already available in many countries. Accident management of Vietnam Railways is limited and responsible for accident statistics analysis to avoid and minimise the harm caused by phenomena that occur only after an accident. Statistical analysis of train accident case studies in Vietnam railway demonstrates that, because hazards and failures that could result in serious system occurrences (accidents and incidents) have not been identified, recorded, and evaluated to conduct safety-driven risk analysis using a well-suited assessment methodology, risk prevention and control cannot be achieved. Not only is it hard to forecast and avoid events, but it may also raise the chance and amount of danger, as well as the severity of the later effects. As a result, Vietnam's railway system has a high number of accidents and failure rates. For example, Vietnam Rail-ways' mainline network accounted for approximately 200 railway accidents in 2018, a 3% increase over the previous year, including 163 collisions between trains and road vehicles/persons, resulting in more than 100 fatalities and more than 150 casualties; 16 accidents, including almost derailments, the signal passed at danger… without fatality or casual-ty, but significant damage to rolling stock and track infrastructure (VR 2021). Focusing and developing a new standardised framework for safety management and availability of railway operation in Vietnam is required in view of the rapid development of rail urban transport in the country in recent years (VmoT 2016; VmoT 2018). UMRT Line HN2A in southwest Hanoi is the country's first elevated light rail transit line, which was completed and officially put into revenue service in November 2021. This greatly highlights that up to the current date, the UMRT Line HN2A is the first and only railway line in Vietnam with operational safety assessment launched for the first time and long-term remains for the whole life cycle. The fact that the UMRT Hanoi has a large capacity, more complicated rolling stock and infrastructure equipment, as well as a modern communica-tion-based train control (CBTC) signalling system and automatic train driving without the need for operator intervention (Lindqvist 2006), are all advantages. Developing a compatible and integrated safety management system (SMS) for adaption to the safety operating requirements of this UMRT is an important major point of concern, and this should be proven. In actuality, the system acceptance and safety certification phase for Metro Line HN2A prolonged up to 2.5 years owing to the identification of difficulties with noncompliance to safety requirements resulting from inadequate SMS documents and risk assessment. These faults and hazards have developed during the manufacturing and execution of the project; it is impossible to go back in time to correct them, and it is also impossible to ignore the project without assuming responsibility for its management. At the time of completion, the HN2A metro line will have required an expenditure of up to $868 million, thus it is vital to create measures to prevent system failure and assure passenger safety. This dissertation has reviewed the methods to solve the aforementioned challenges and presented a solution blueprint to attain the European standard level of system safety in three-phase as in the following: • Phase 1: applicable for lines that are currently in operation, such as Metro Line HN2A. Focused on operational and maintenance procedures, as well as a training plan for railway personnel, in order to enhance human performance. Complete and update the risk assessment framework for Metro Line HN2A. The dissertation's findings are described in these applications. • Phase 2: applicable for lines that are currently in construction and manufacturing, such as Metro Line HN3, Line HN2, HCMC Line 1 and Line 2. Continue refining and enhancing engineering management methods introduced during Phase 1. On the basis of the risk assessment by manufacturers (Line HN3, HCMC Line 2 with European manufacturers) and the risk assessment framework described in Chapter 4, a risk management plan for each line will be developed. Building Accident database for risk assessment research and development. • Phase 3: applicable for lines that are currently in planning. Enhance safety requirements and life-cycle management. Building a proactive Safety Culture step by step for the railway industry. This material is implemented gradually throughout all three phases, beginning with the creation of the concept and concluding with an improvement in the attitude of railway personnel on the HN2A line. In addition to this overview, Chapters 4 through Chapter 9 of the dissertation include particular solutions for Risk assessment, Vehicle and Infrastructure Maintenance methods, Inci-dent Management procedures, and Safety Culture installation. This document focuses on constructing a system safety concept for railway personnel, providing stringent and scientific management practises to assure proper engineering conditions, to manage effectively the metro line system, and ensuring passenger safety in Hanoi's metro operation

<p>Sprovedena studija po prvi put izve&scaron;tava o prisustvu patulina, sekundarnog metabolita određenih vrsta plesni, u proizvodima od jabuka, kao i proceni rizika usled unosa patulina od strane odojčadi, dece, adolescenata i odrasle populacije u Republici Srbiji. Ukupno 356 uzoraka sokova i ka&scaron;ica za odojčad i malu decu (48 i 66, redom), sokova za decu (mala pakovanja sa cevčicom, 100) i sokova u porodičnom pakovanju (142), sakupljeno je sa trži&scaron;ta tokom tri godine i analizirano primenom tečne hromatografije sa ultraljubičastom detekcijom, metodom koja je predhodno validirana. Prisustvo patulina je detektovano u 44% i 17% uzoraka sokova i ka&scaron;ica za odojčad i malu decu, redom, u količinama nižim od zakonskog ograničenja od 10 &mu;g/kg (maksimalno 8,3 i 7,7 &mu;g/kg, redom). Udeo kontaminiranih uzoraka među sokovima za decu iznosio je 43%, sa najvi&scaron;om koncentracijom patulina od 30,2 &mu;g/kg ispod maksimalno dozvoljenog nivoa od 50 &mu;g/kg. Patulin je detektovan u 51% sokova u porodičnom pakovanju, sa 0,7% uzoraka iznad zakonske granice od 50 &mu;g/kg (prosečna koncentracija 4,3 &mu;g/kg). Sokovi od jabuka su pokazali značajno vi&scaron;i udeo kontaminiranih uzoraka (74% u odnosu na 28%), kao i vi&scaron;i prosečni sadržaj patulina (6,4 u odnosu na 2,1 &mu;g/kg) u poređenju sa sokovima od me&scaron;anog voća. Procena rizika usled unosa patulina od strane odojčadi, dece, adolescenata i odrasle populacije u Republici Srbiji, sprovedena primenom determinističkog i probabilističkog pristupa, uključujući rezultate biodostupnosti patulina, pokazala je da je odnos između procenjenog dnevnog unosa i toksikolo&scaron;ke referentne doze za patulin od 0,4 &mu;g/kg telesne mase, koji se označava kao &ldquo;hazard quotient&rdquo;, znatno ispod 1, &scaron;to ukazuje na tolerantan nivo izloženosti i nepostojanje razloga za zabrinutost za zdravlje populacije. Dodatno, analiza ostataka pesticida i toksičnih metala potvrdila je bezbednost proizvoda od jabuka na trži&scaron;tu. Međutim, identifikacija vi&scaron;estrukih ostataka pesticida je razlog za aktivan pristup i pažljivo planiranje i sprovođenje monitoringa bezbednosti hrane, posebno hrane za odojčad i malu decu, kao najosetljivije populacione grupe.</p> / <p>This study reports for the first time the occurrence of patulin, a secondary metabolite of certain fungi, in apple-based food, as well as risk assessment related to patulin intake by infants, children, adolescents and adults in Serbia. In total, 356 samples of infant fruit juices (48), infant pur&eacute;e (66), juices for children (small package with straw, 100), and juices in family package (142) were collected from the market over three years (2013&ndash;15) and analysed using validated method based on liquid chromatography with ultraviolet detection. Patulin was found in 44% of infant juices and 17% of infant pur&eacute;e, with all values below the legal limit of 10 &mu;g/kg (maximum 8.3 and 7.7 &mu;g/kg, respectively). The proportion of contaminated samples among fruit juices for children was 43%, with the highest patulin concentration at 30.2 &mu;g/kg, not exceeding the maximum allowed level of 50 &mu;g/kg. Patulin was found in 51% of juices in family package, with 0.7% of the samples in excess of the legal limit of 50 &mu;g/kg (mean 4.3 &mu;g/kg). Apple juices showed significantly higher percentage of contaminated samples (74% versus 28%), as well as higher mean patulin content (6.4 versus 2.1 &mu;g/kg) when compared with the multifruit ones. Risk assessment of patulin intake by Serbian infants, children, adolescents and adults, conducted by deterministic and probabilistic approaches and including the bioaccessibility results, revealed a ratio between exposure and toxicological reference dose for patulin of 0,4 &mu;g/kg body weigth, called hazard quotients, well below 1, indicating a tolerable exposure level and no health concern. Furthermore, analysis of pesticide residues and toxic metals confirmed safety of apple products on the market. However, identification of multiple pesticide residues is a reason for an active attitude and carefully planned and conducted monitoring of food safety, expecialy in the case of food for infants and young children, as they are the most susceptible population group.</p>