Mid-sized metropolitan areas face very different challenges and transportation planning issues than those faced by larger metropolitan areas. This is especially true in the area of safety conscious planning (SCP). Conflicting organizational cultures and limited staff and technical tools are major challenges in SCP efforts for mid-sized metropolitan areas (200,000 to 600,000 population). This study surveyed mid-sized metropolitan planning organizations (MPOs) and conducted seven case studies of mid-sized metropolitan areas to better understand the challenges and opportunities facing SCP in such a context. The national survey and case studies focused on long range planning, data collection, human resources, technical analysis, and collaboration aspects of SCP as applied today. The results indicate that the majority of mid-sized MPOs have incorporated safety consideration into their long range transportation plans vision, goals and objectives, but some mid-sized MPOs are more proactive in the quantitative analysis of project safety outcomes than others. The dissertation recommends that the institutional and technical issues faced by mid-sized MPOs can be overcome by engaging all government levels of planning in SCP efforts that identify a safety champion in the management ranks, encourage state departments of transportation to provide mid-sized MPOs with more tools and training in SCP, promote a stronger relationship between the Governor s Safety Representative and the MPO, and create a more comprehensive forum for collaboration among safety professionals.

Up to now the issue of the safety and healthy is important in this sociality. More and more young people first select the high economical scale, high popularity, high potential and good system company when entering the work place. The primary reason is that those large enterprises provider good salary, good welfare and upgrade overall value by myself. The most important that the large enterprises obtain the TOSHMS certified and have the perfect occupational safety and healthy management system. In 2010 the Council of Labor Affairs has a mission to enhance the quality of its manpower, to create a friendly working environment, to promote harmonious labor relations, to achieve the dignity of labor and labor to constract equality, human, safety, dignity of working life. In recently years the workplace health promotion activity, employee health concepts into the workplace, it is the best choice for creating a friendly workplace. Moreover, if it can improve employee health through the means of achieving the purpose of workplace safety, not only to benefit both employers and employees, the public is in line with national expectations. Therefore, the research led by the research variables of safety leadership, safety climate, workplace health promotion measures, the Occupational Safety and Health performance, through TOSHMS certified institutions for the research to explore adding workplace health promotion measures on occupational safety and health performance is there a better show. So, the research used an A volumn with multiple B volumns way of sending survey questionnaires 140 volumns of A (the occupational safety and healthy performance of the enterprises), 841 volumns of B (the view of employees for safety leadership, safety climate and workplace health promotion measures). After recycled the valid questionnaires were 50 volumns of A, 266 volumns of B and analysis was conducted via Confirmatory Factor Analysis, CFA, Descriptive Statistics, Independent t-test, One-way ANOVA, Structural Equation Modeling (SEM), Multiple Linear Regression Analysis and so on. Research results reveal that safety leadership and saety climate in the occupational safety and health performance has significant positive impact and safety climate has mediation affection between safety leadership and the occupational safety and healthy performance. Other, workplace health promotion measures and safety climate in the interaction of occupational health and workplace health promotion measures has moderating affection between safety climate and the occupational safety and healthy performance. The contributions of this research include providing Taiwan enterprises with a reference for development strategy on workplace health promotion measures, and to apply the knowledge to labor-related fields and enterprise practices.

<p>Child pedestrian safety is one of the biggest safety issues regarding planning of a well arranged urban traffic. The fact that vulnerable road users suffer most from traffic incidents also raises concern for children. Children need special care while considering traffic safety. The factors are various that they differ from adults by many aspects. For their physically smaller size, immature ability to judge the traffic situations, lack of experience about traffic and mental deficiencies like losing concentration after short periods, they are much more susceptible to the traffic hazards than adults. Various studies have been carried and many applications regarding child and school pedestrian safety worldwide and the most hazardous periods were found as afternoon hours. Age factor generally is flexible but as the child grows older, mobility increases and risks become larger. The risk factors also include the social and economical environment that children living in good life standards suffer less than those are not. Education is also crucial on adopting the sense of road safety on children’s perspective. Simulation based studies have proved to be effective in order to draw child’s attention to the subject, however it should be combined with field trips to gain a more realistic and solid idea about the matter. Besides, engineering measures rise up as another milestone where roadside and land use planning is important. Traffic calming measures have proved to be effective to warn road users and thus form a safer traffic environment for children. Special applications for school zones such as flashing lights, narrowed crossways or 30km/h areas have been effective. The case study concerns the evaluation of child pedestrian safety in the vicinities of various accidents previously happened in Norrköping. Two methods were used to examine the degree of safety for the places of incidents. For locations near an intersection, road safety audit and traffic conflicts technique were applied, while, for the incident points along streets, only road safety audit technique was used. It is stated that, because of the multivariable aspect of the problem, collective application of various safety evaluation solutions would give better idea on the risk of the location and possible improvements for the future.</p>

The current research emerged in response to recent alerts of increasing organisational safety failures in New Zealand’s high risk industries. It was theorized that safety climate may be largely determined by the quality of safety-centered leadership under which an organisation operates. The study utilized reports of organisational safety prosecutions within New Zealand to develop a quasi-experimental design which compared persecuted and non-prosecuted company’s leaders on measures of ethical values, moral philosophy, social responsibility, corporate psychopathy, and leadership style. Issues of response rate inherent to the study design were encountered during data collection, and no significant between group differences consistent with the study predictions were found. Theoretical and practical interpretations are made in light of the results, suggesting that dynamics within group-decision processes and the top governing structure of companies may be significant factors in affecting leader safety performances within these industries.

The “Development of an existing engraving machine by designing a protection cabin for laser marking”project consists of the achievement of a protection cabin for a marking laser by applying the theory and the experience acquired during the courses in Mechanical Engineering program. Degree project is made with the Maskinteknik i Oskharsham AB by the Mechanical Engineering student, Ahmet Azman and Sabra Meradi. This protection cabin is design for the Deckel GK 21 engraving machine that company already bought it several years ago. The safety requirements for laser protection cabin shown in IEC and ISO standard will be observed. The design process explained in the GETTING DESIGN RIGHT: A Systems Approach book will be followed to achieve this project. Six steps of this method are followed: Define the problem, Measure the needs and set targets, Explore the design space, Optimize design choices, Develop the architecture, Validate the project.

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There have been many documents published that set strategic goals for the future, including transportation-related goals. However, few documents focus heavily on a specific approach to improve transportation safety. Therefore, a supporting policy document focused on transportation safety is required to ensure that the transportation system runs safely and efficiently; a Strategic Highway Safety Plan (SHSP) serves as that document. A SHSP is a high-level traffic safety policy that represents a scientific, data-driven, four to five year comprehensive safety document that is designed to identify a jurisdiction’s emphasis areas (i.e., key areas of safety concern) and target safety goals [i.e., collision reduction goal(s)], and may also include network screening (i.e., identification of high collision locations) and safety strategies/programs for each chosen emphasis area. There are, however, limited documents that discuss the procedure for the development of a SHSP specifically for a municipality. Therefore, the goal of this research was to improve traffic safety by reducing the number and severity of collisions in municipalities across Canada. The objective for this research was to develop a data-driven and more scientific municipal-level SHSP development process (i.e., procedure and key components) that may be used to improve traffic safety for municipalities across Canada. Existing procedures, key components and approaches to develop the key components in existing SHSPs published mainly in North America were reviewed. The literature review (FHWA, 2006; CCMTA, 2011b) suggested that the typical procedure for the development of a SHSP is identifying a “champion” (i.e., an individual or unit with high-level leadership), developing a vision, identifying key stakeholders, developing the key components (i.e., selecting the key emphasis areas, establishing target safety goals, selecting the strategies/programs for the chosen key emphasis areas), and updating and evaluating the SHSP. The existing procedures and key components were adjusted to create the modified process. The modified process consisted of two additional steps to the procedure: 1) Incorporating Upper-Level Policies and 2) Conducting Network Screening. The modified process also outlined the most appropriate approaches to use to develop the key components of a municipal-level SHSP. The modified process (i.e., procedure and key components) was applied to develop a municipal-level SHSP for the City of Saskatoon through a case study to compare the results to the existing process. Saskatoon’s SHSP included seven emphasis areas for a definite period of time (i.e., for the next five years). Target safety goals, network screening and strategies/programs were also developed, but only for the selected emphasis areas. Recent ten-year (2001-2010) collision data from the SGI was used to select emphasis areas, develop target safety goals and conduct network screening. Based on the case study results, upper-level policies should be incorporated in the development of the key components of a municipal-level SHSP. This is because a municipal-level SHSP is the lowest-level SHSP and should incorporate the emphasis areas, target safety goals and strategies/programs that are included in upper-level SHSPs (i.e., provincial- and federal-level). In addition, the SHSP can act as an operational-level safety action plan that supports a jurisdiction’s Strategic Plan. The addition of network screening also provides useful locations in a municipal-level SHSP. The case study results showed that the modified process provided detailed information required by a municipality to make informed safety investment decisions compared to the basic information the existing process provided. Therefore, the modified process is a data-driven and more scientific process that can be used to develop SHSPs that will improve traffic safety for municipalities across Canada.

In spite of the vast technological progress and improvement in the standard of management systems within hazardous industries around the world, occupational health and safety incidents and fatalities continue to devastate thousands of lives each year. Throughout the last decade, significant improvement has been achieved in the reduction of health and safety incident rates across the South African petrochemical environment. However, a persistent roller-coaster fatality rate still prevails. Recent studies have shown that in order to conquer the relentless battle in realizing sustainable world-class health and safety performance, an organisation has to move beyond the traditional compliance orientated safety focus towards an interdependent safety culture in which safety is ubiquitous and embedded in the hearts of all employees. The root causes of more and more occupational health and safety incidents are no longer as a result of mechanical or systems failure, but instead originate from the attitude, values and beliefs of management and employees with regard to the significance of safety, also known as the safety culture. This has ignited a rising interest in the concept of safety culture among organisations because of the positive impact on occupational health and safety in reducing the potential for fatalities, injuries and workplace incidents. Hence the primary objective of this study is to determine the maturity of the current safety culture in the South African petrochemical environment by identifying particular culture shortfalls which could lead to hesitant progress towards the desired interdependent state. In order to reach this objective, three secondary objectives have also been set. Firstly, an understanding of the concept of organisational culture and safety culture is crucial. In simple terms, organisational culture can be described as the shared values, assumptions and beliefs in an organisation that ultimately direct employee behaviour. Organisational culture is characterised by three layers known as artefacts, espoused values and basic assumptions. These layers represent the manifestation of the organisational culture and vary in terms of outward visibility and resistance to change. Understanding and analysing these layers provide the reasons why employees behave in certain ways. Safety culture is a subset of organisational culture; in other words, it is the manifestation of the organisation?s attitude, values and commitment in regard to the importance of health and safety. Companies which have developed effective safety cultures have demonstrated unequivocal results in closing the elusive health and safety performance gap. Secondly, the fundamental components conducive of an effective safety culture were explored. These components include management and employee commitment to health and safety, accountability and involvement, communication and trust, risk awareness and compliance, competency and learning and finally recognition. Most of the components can be assigned to the artefact level or a combination of the level of artefacts and espoused values with only a small number more appropriately associated with the level of basic assumptions. The effectiveness within each of these areas ultimately dictates the nature of the safety culture and the success in preventing health and safety incidents. The focus of the last secondary objective was to determine the development stages leading to an effective safety culture known as an interdependent safety culture. Each of these stages represents the degree of maturity of the attitudes and commitment of management and employees in relation to the ongoing health and safety improvement in the organisation. The DuPont model suggests that in a reactive safety culture, safety is merely a natural instinct with no real perceived value for the individual or organisation. Moving towards a dependent safety culture, employees start to value safety but only so they do not get caught. The next stage called an independent safety culture is characterised by self preservation. In this stage, the mindset of employees changed towards an attitude of ?I do things safe so I do not get hurt?. In the final stage known as interdependent safety culture, employees embrace safety as a personal virtue not only for their own safety but also in contribution to the safety of their peers. In such a culture it is employees? desire to do things safely so that no-one gets hurt. An empirical study was conducted through a quantitative research approach in the form of a safety climate questionnaire. The target population consisted of first-line managers and non-managerial personnel within the production; maintenance; laboratory; technical, and the safety, health and environment departments in a petrochemical organisation. In light of the results emanating from the empirical study it can be concluded that an overall positive perception was observed towards the selected safety culture components indicative through the mean response scores above the neutral scale of 3. Older and more experienced employees demonstrated a more positive response to the safety compared to younger employees. However, several distinctive safety culture shortcomings were also identified. In the current safety culture, health and safety is sometimes overlooked due to productivity or cost implications. Employees tend to withhold safety related information to themselves as a culture of guilt prevails and mere compliance to safety standards is considered adequate. Solutions to health and safety problems are most of a short-term nature and do not address the root cause. It therefore provides evidence that the organisation under evaluation has not yet reached the desired safety culture maturity stage of interdependence. Although the study population is limited to a single organisation, the shortfalls identified could relate to the larger petrochemical environment and thus could explain the recent fluctuating health and safety performance. This assumption, however, can only be validated through further research within a much greater sample size inclusive of more than one organisation in the petrochemical environment. It is thus clear that the existing safety culture within the petrochemical organisation could lead to potential health and safety incidents if the shortcomings are not appropriately addressed. / Thesis (M.B.A.)--North-West University, Potchefstroom Campus, 2011.

In spite of the vast technological progress and improvement in the standard of management systems within hazardous industries around the world, occupational health and safety incidents and fatalities continue to devastate thousands of lives each year. Throughout the last decade, significant improvement has been achieved in the reduction of health and safety incident rates across the South African petrochemical environment. However, a persistent roller-coaster fatality rate still prevails. Recent studies have shown that in order to conquer the relentless battle in realizing sustainable world-class health and safety performance, an organisation has to move beyond the traditional compliance orientated safety focus towards an interdependent safety culture in which safety is ubiquitous and embedded in the hearts of all employees. The root causes of more and more occupational health and safety incidents are no longer as a result of mechanical or systems failure, but instead originate from the attitude, values and beliefs of management and employees with regard to the significance of safety, also known as the safety culture. This has ignited a rising interest in the concept of safety culture among organisations because of the positive impact on occupational health and safety in reducing the potential for fatalities, injuries and workplace incidents. Hence the primary objective of this study is to determine the maturity of the current safety culture in the South African petrochemical environment by identifying particular culture shortfalls which could lead to hesitant progress towards the desired interdependent state. In order to reach this objective, three secondary objectives have also been set. Firstly, an understanding of the concept of organisational culture and safety culture is crucial. In simple terms, organisational culture can be described as the shared values, assumptions and beliefs in an organisation that ultimately direct employee behaviour. Organisational culture is characterised by three layers known as artefacts, espoused values and basic assumptions. These layers represent the manifestation of the organisational culture and vary in terms of outward visibility and resistance to change. Understanding and analysing these layers provide the reasons why employees behave in certain ways. Safety culture is a subset of organisational culture; in other words, it is the manifestation of the organisation?s attitude, values and commitment in regard to the importance of health and safety. Companies which have developed effective safety cultures have demonstrated unequivocal results in closing the elusive health and safety performance gap. Secondly, the fundamental components conducive of an effective safety culture were explored. These components include management and employee commitment to health and safety, accountability and involvement, communication and trust, risk awareness and compliance, competency and learning and finally recognition. Most of the components can be assigned to the artefact level or a combination of the level of artefacts and espoused values with only a small number more appropriately associated with the level of basic assumptions. The effectiveness within each of these areas ultimately dictates the nature of the safety culture and the success in preventing health and safety incidents. The focus of the last secondary objective was to determine the development stages leading to an effective safety culture known as an interdependent safety culture. Each of these stages represents the degree of maturity of the attitudes and commitment of management and employees in relation to the ongoing health and safety improvement in the organisation. The DuPont model suggests that in a reactive safety culture, safety is merely a natural instinct with no real perceived value for the individual or organisation. Moving towards a dependent safety culture, employees start to value safety but only so they do not get caught. The next stage called an independent safety culture is characterised by self preservation. In this stage, the mindset of employees changed towards an attitude of ?I do things safe so I do not get hurt?. In the final stage known as interdependent safety culture, employees embrace safety as a personal virtue not only for their own safety but also in contribution to the safety of their peers. In such a culture it is employees? desire to do things safely so that no-one gets hurt. An empirical study was conducted through a quantitative research approach in the form of a safety climate questionnaire. The target population consisted of first-line managers and non-managerial personnel within the production; maintenance; laboratory; technical, and the safety, health and environment departments in a petrochemical organisation. In light of the results emanating from the empirical study it can be concluded that an overall positive perception was observed towards the selected safety culture components indicative through the mean response scores above the neutral scale of 3. Older and more experienced employees demonstrated a more positive response to the safety compared to younger employees. However, several distinctive safety culture shortcomings were also identified. In the current safety culture, health and safety is sometimes overlooked due to productivity or cost implications. Employees tend to withhold safety related information to themselves as a culture of guilt prevails and mere compliance to safety standards is considered adequate. Solutions to health and safety problems are most of a short-term nature and do not address the root cause. It therefore provides evidence that the organisation under evaluation has not yet reached the desired safety culture maturity stage of interdependence. Although the study population is limited to a single organisation, the shortfalls identified could relate to the larger petrochemical environment and thus could explain the recent fluctuating health and safety performance. This assumption, however, can only be validated through further research within a much greater sample size inclusive of more than one organisation in the petrochemical environment. It is thus clear that the existing safety culture within the petrochemical organisation could lead to potential health and safety incidents if the shortcomings are not appropriately addressed. / Thesis (M.B.A.)--North-West University, Potchefstroom Campus, 2011.

This research examines the structure of safety climate in the manufacturing sector. It does so by examining and comparing attitudes to, and perceptions of, safety issues in two manufacturing organisations and one organisation involved in the supply of construction materials. The concept of safety climate, and the associated concept of safety culture, have been the subject of much research and theory building in recent years and this thesis builds on previous work. The research framework used here employed a mainly quantitative methodology in order to investigate the architecture of safety climate using structural modelling. Statistical modelling has been applied in other safety studies, often involving safety climate as one variable in a global description of safety systems. However it has rarely been used to model and describe the structure of safety climate as an indicator of safety culture, as in this research. The structure of safety climate described in this research is characterised by the interaction of organisational, group interaction, work environment and individual variables, which provide indicators of influences on individual levels of safety activity. Structural models of the data from all three participating organisations fitted the broad pattern of organisational variables influencing group and work environment variables, which, in turn influence individual variables. A more detailed comparison of organisational structures, however, highlighted slight differences between the two manufacturing organisations and more pronounced differences between these and the construction material supply organisation, suggesting that most elements in the structure of attitudes to safety described here are industry specific. These results are explained in terms of working environments. Differences in structure, consistent with job roles, were also apparent between occupational levels. The research, in line with previous work in the field, has highlighted the importance of management commitment to, and actions for, safety, as well as the role of individual responsibility in the promotion of safety activity. The work reported here has emphasised their importance in developing and maintaining an organisational culture for safety.