Correlational analysis of occupational accidents and the safety policies in the Chinese coal mining industry from 2008 to 2021.

This study investigates the correlation between previous coal mine safety policies and accidents in China. Data on coal mine accidents and government regulatory information from 2008 to 2021 are collected. The characteristics of coal mine accidents are analyzed, and safety policy indexes are identified. An ordinary least squares (OLS) regression model is established to quantitatively analyze the correlation between accidents and safety policy. The study finds that safety policies have some impact on accident occurrence in coal mines. Although there has been a decrease in accidents and deaths over time, higher mortality rates are observed during periods of increased production intensity and on weekends. Gas accidents are the most common, followed by roof and flood accidents. The study concludes that national safety policies with wider coverage and a stronger system are effective in preventing accidents, but caution should be exercised to avoid reduced vigilance with decreasing death rates.

Key Factors in Crane-Related Occupational Accidents in the Spanish Construction Industry (2012-2021).

The construction industry is one of the riskiest sectors worldwide, with crane operations being one of the most dangerous activities. The aim of this study was to gain insight into the key factors involved in crane-related occupational accidents in the construction industry in Spain. To this end, 1314 accidents involving cranes were analyzed from a total of 241,937 accidents that occurred in the construction of buildings. The data were collected from the Spanish government's occupational accident statistics corresponding to the years 2012-2021. The results evidenced a statistically significant relationship between cranes as the material agent and the size of the company, with 95% of cases corresponding to small- or medium-sized companies (less than 250 employees). Additionally, it shows how the crane operator is identified as a material contributor to crane accidents in the construction industry, and may be considered a key component to these accidents. In conclusion, improving the knowledge gained about the key factors in crane-related accidents at work in the construction industry provides essential information that helps to design and implement appropriate preventive measures to avoid the recurrence of unwanted events with these machines.

Implications of the positive risk balance on the development of automated driving.

OBJECTIVES: Automated driving (AD) from SAE level 3 onwards represents a paradigm change from human driver controlling the vehicle to a technical system controlling it. In this light, different regulatory bodies (European Commission, Germany, etc.) have defined guidelines for the operation of such a system. One core principle of these guidelines is that the automated operation needs to be at least as safe as human driving-often referred to as the "positive risk balance." However, these guidelines are general and do not provide details on what this means in a practical sense. This article discusses a method to demonstrate how positive risk balance can be addressed in practice. METHODS: Starting from a detailed analysis of corresponding guidelines and a literature review of possible risk assessment frameworks, a comprehensive approach has been developed to consider ethical requirements for the development of AD. This approach covers different development stages. The PrOACT-URL (Problems, Objectives, Alternatives, Consequences, Trade-offs, Uncertainty, Risk attitudes, and Linked decisions) approach was chosen for reporting of the work. RESULTS: The article will present the approach developed by BMW to ensure that a positive risk balance is achieved for an AD system. The approach is presented per development stage (concept phase, AD development phase, verification and validation phase, post-start of production phase). In the concept phase, the scope is to define how good a human driver is and how good an AD needs to be. In the AD development phase, first the relevant system requirements need to be derived. Monte Carlo experiments in combination with Bayesian networks are applied. The fulfillment of these requirements is checked in the verification phase through simulations and test track and real-world tests. For validation of the risk balance, the impact of AD in terms of traffic safety is derived by means of simulation. In the post-start of production phase, field observation is used. CONCLUSION: The safety of AD is paramount when it comes to its operation and ensuring trust in this technology. The described approach contributes directly to building this trust by considering the principle of a positive risk balance throughout the development in addition to existing safety standards for advance driver assistance systems, such as ISO 26262, ISO21434 or ISO 21488.

A statistical study of railway safety in China and Japan 1990-2020.

Safety is the precondition and guarantee of railway development. However, due to equipment failure, poor management, misoperation and so on, accidents on the railway occur from time to time. China and Japan, as leading countries in Railway Technology in the world, have done a lot of work in accident prevention and safety. Through the collection and comparison of transport data and typical casualty cases in China and Japan, this paper summarizes the main causes of accidents and the experience of accident prevention in the two countries. And further, puts forward suggestions for preventing accidents and large-scale casualty.

Study on the Regularity of Ammonia-Related Refrigeration Accidents in China from 2010 to 2020.

The frequent occurrence of ammonia-related refrigeration accidents (ArRAs) restricts the safety and sustainable development of cold storage. As an essential tool for safety management, accident statistical analysis can provide a crucial decision-making basis for accident prevention and control. The present study combined descriptive statistics and comparative analysis methods to explore the characteristics and regularities of 82 ArRAs in China from 2010 to 2020. The results showed that the annual evolution of ArRAs presents a bimodal "M" mode in which 2013 and 2016 were the peaking years of accidents. The monthly distribution has an agglomeration effect, and the period from June to September had a high incidence period of accidents. The ArRAs mainly occurred in East China and Central China in the spatial dimension. Zhejiang, Shandong, Hubei, and Sichuan are the pivotal provinces for preventing and controlling ArRAs. Human factors and equipment failure are the leading causes of ArRAs. Accident numbers and casualties have inconsistent trends due to the uncertainty and variability of ArRAs' consequences. The safety situation of ammonia-related refrigeration enterprises has improved but still needs to strive to prevent and control major accidents. This study draws valuable references for safety decision-making by ammonia-related refrigeration enterprises and safety regulators.

Hazardous Chemicals Road Transportation Accidents and the Corresponding Evacuation Events from 2012 to 2020 in China: A Review.

Based on accident data from the China Chemical Accident Information Network, detailed information was obtained from 2657 hazardous chemicals road transportation accidents (HCRTAs) and 148 evacuations caused by these accidents that occurred in China from 2012 to 2020. The characteristics and the development trend of the present HCRTAs in China and the rate of emergency are obtained via statistical analysis. Based on the probability of evacuation scenarios via historical statistics, the social cost of labor loss value of participating emergency responders, and evacuees' placement and transfer cost as the consequences of evacuation events, an evacuation event grading model based on social risk assessment is constructed. Evaluating and classifying the risk of evacuation events caused by HCRTAs (148), the results demonstrated that the social risk caused by emergency scenarios F_61 (leakage due to overturning of hazardous chemical vehicles, which led to evacuation) and F_91 (leakage due to rear-end of hazardous chemical vehicles, which led to evacuation) was higher than other emergency scenarios. To reduce the dangers caused by HCRTAs, the framework for improving the emergency response capacity of communities is discussed and analyzed based on five aspects, which comprise land use planning, city construction, education promotion, information construction, and the layout of emergency resources.

Analysis of the Correlation between Occupational Accidents and Economic Factors in China.

One of the important factors affecting the production safety of a country or region is the level of economic development. Avoiding accidents under the condition of ensuring economic development is a problem that needs in-depth research. On the basis of collecting the data of occupational accidents and economic development indicators in China from 2000 to 2020, this paper studies the relationship between occupational accidents and five economic indicators, such as resident consumption, energy consumption, education funds, wage level and research input. The grey working accident model of Gaussian function is established, the occurrence trend of occupational accidents is quantitatively analyzed, and the accident reduction measures are suggested based on the relationship between accidents and economy. The results show that there is a strong correlation between accident and economic indicators, and the comprehensive correlation coefficient among scientific research investment, education funds and accident indicators is significantly higher than that of other economic indicators. Increasing investment in scientific research and education is conducive to improving the quality of workers and training safety professionals and can effectively reduce workplace accidents.

Visual information of vehicle velocity acquired by pedestrians involved in road crossing accidents.

This paper describes a geometric optical relationship between the perceived visual information of approaching vehicles by pedestrians who intend to cross the road and the factors underlying pedestrian accidents in Japan. We create a model based on this visual information, wherein the retinal image corresponding to vehicle velocity perception is broken down into tangential components and normal components in a two-dimensional polar coordinate system that employs the nodal point of the eyeball as the origin. Our visual model uses the relationship between the tangential and normal components of the velocity to calculate the distance at which the velocity of the vehicle can be perceived by pedestrians. The maximum distance at which vehicle velocity can be perceived by pedestrians derived from the visual model is consistent with the timing at which a vehicle collides with a pedestrian most frequently in the pedestrian accidents gleaned from accident statistics. The result of the simulation of the visual model showed that the eye height of the pedestrian, the total height of the vehicle and the sensory threshold of motion determine the components by which the maximum perception distance of the vehicle velocity is given. These findings contribute to the enhancement of safety measures in traffic accidents from the pedestrian's perspective.

Crash risk and subjective risk perception during urban cycling: Evidence for congruent and incongruent sources.

BACKGROUND: Urban planners frequently neglect the role of subjective risk perception during urban cycling. Several findings suggest a complex relationship between the risk of being involved in a crash and the subjective anticipation of this risk. DATA COLLECTION AND METHODS: We investigate the relation of objective risks (operationalized through crashes involving cyclists) and subjective risk perception (operationalized through citizens' reports in a crowdsourcing project) in a medium-sized German city. Using GIS methods, these datasets are linked to various infrastructure and traffic properties that have been found relevant for cycling safety. RESULTS: Despite a generally high alignment of objective and subjective risk, our findings highlight that the subjective risk perception at a given location can deviate significantly from the actual crash risk. For example, the subjective perception of high risk on one-way streets with bikeways in opposing direction is not matched by a high level of objective risk. Vice versa, some rather dangerous situations (e.g., tram stops) are not perceived as particularly dangerous. CONCLUSIONS: Understanding why and where cyclists over- or underestimate the actual crash risk may provide a foundation for the design of safer cycling infrastructures, as well as for promoting cycling as a comfortable mode of transportation.

Developing Concentration Index of Industrial and Occupational Accidents: The Case of European Countries.

BACKGROUND: From only frequency rate of industrial accidents, it is difficult to define the industry composition of accident statistics in a nation. This study aims to propose and develop a new index for measuring the degree of concentration of industrial accidents using the concept of the Herfindahl-Hirschman Index in the case of European countries. METHODS: Using the concept of the Herfindahl-Hirschman Index, the concentration index of accidents in the country is developed, and the conditions of European countries are compared using indexes of frequency rate and concentration ratio. RESULTS: The frequency rate and concentration ratio of fatal and nonfatal accidents in European countries are compared. According to the economic condition and geographical position, different patterns of accidents concentration are presented in terms of frequency rate and concentration ratio. CONCLUSION: We develop the concentration index of industrial and occupational accidents that identifies the industrial ratio of accident occurrence, and the differentiated strategy can be formulated such as approaches to reducing frequency and prioritizing target industries.

Risk perception during urban cycling: An assessment of crowdsourced and authoritative data.

Subjective risk perception during urban cycling has been mostly investigated through questionnaire studies. However, newly available data sources promise extended possibilities for the investigation and understanding of the underlying factors. We validate the rationale for using both opportunistically available crowd-sourced data (i.e., volunteered geographic information or VGI) as well as more established but rarely investigated authoritative data as predictors of subjective cycling risk. We achieve this by correlating indicators of cycling risk extracted from both VGI and authoritative data for two different German cities with participants' risk estimates assessed in laboratory-based virtual reality experiments. In Case 1, 15 participants (mostly undergraduate students with a mean age of 22 years old; nine of them females) were tested as a sample representing frequent and experienced cyclists, but unfamiliar with the 19 tested locations and less likely to be affected by the virtual reality setup. In Case 2, 24 new participants (mostly undergraduate students; mean age 24 years; 13 of them females) were experienced cyclists and mostly familiar with the 40 test locations located in their city of residence. For both cases, our findings provide evidence that parameters extracted from VGI (e.g., the semantic severity of the contribution and the reception by other citizens) as well as from authoritative data sources (e.g., accident statistics or Space Syntax measures) represent valid indicators for the subjectively perceived risk of cycling at a specific location. On the basis of this validation, future research can use these data sources to investigate the sources of risk perception during urban cycling in greater detail.

A comparative analysis of MAIDS and ISO13232 databases for the identification of the most representative impact scenarios for powered 2-wheelers in Europe.

OBJECTIVE: The ISO13232 standard provides guidelines and methodologies for research on the effectiveness of protective devices fitted to motorcycles. The accident database used to develop the standard was composed of 2 data sets from Hannover and Los Angeles, dating from 1996. This study aims to apply the methodology outlined in the standard to a more recent European accident database to determine whether the set of the 7 most relevant impact configurations identified in the ISO13232 are representative of the European context. METHODS: The ISO13232 database was rebuilt from the data tables attached to the standard and processed according to the procedure described in ISO13232-Part 2, to ensure reproducibility of the results. The comparison data set was extracted from the Motorcycle Accidents In-Depth Study (MAIDS) database. Data were then coded, processed, and analyzed using the ISO13232 methodology. To eliminate any subjectivity in the selection process of the configurations, a new ranking criterion (configuration risk index, CRI) was implemented. The CRI combined the evaluation of an accident configuration's frequency of occurrence and its harmfulness. RESULTS: Comparison of the frequency ranking of the impact configurations from the 2 databases revealed some notable differences. Five of the 10 most important configurations were common to both databases, although ranking order differed. CRI-based selection led to differences in ranking orders. The CRI allowed better identification of the most important configurations and it was employed to define the proposed new set of configurations. CONCLUSION: A new set of 7 accident configurations was defined by applying the ISO13232 procedure to the MAIDS data and ranking the results with a newly proposed method. The final set had only one configuration in common with those defined in the ISO13232, testifying to the importance of defining an updated and more representative set of configurations for the European context.

Analysis on tank truck accidents involved in road hazardous materials transportation in china.

OBJECTIVE: Due to the sheer size and capacity of the tanker and the properties of cargo transported in the tank, hazmat tanker accidents are more disastrous than other types of vehicle accidents. The aim of this study was to provide a current survey on the situation of accidents involving tankers transporting hazardous materials in China. METHODS: Detailed descriptions of 708 tanker accidents associated with hazmat transportation in China from 2004 to 2011 were analyzed to identify causes, location, types, time of occurrence, hazard class for materials involved, consequences, and the corresponding probability. RESULTS: Hazmat tanker accidents mainly occurred in eastern (38.1%) and southwest China (12.3%). The most frequent hazmat tanker accidents involved classes 2, 3, and 8. The predominant accident types were rollover (29.10%), run-off-the-road (16.67%), and rear-end collisions (13.28%), with a high likelihood of a large spill occurring. About 55.93% of the accidents occurred on freeways and class 1 roads, with the spill percentage reaching 75.00% and the proportion of spills that occurred in the total accidents amounting to 77.82%, of which 61.72% are considered large spills. The month with the highest accident probability was July (12.29%), and most crashes occurred during the early morning (4:00-6:00 a.m.) and midday (10:00 a.m.-12:00 p.m.) hours, 19.63% versus 16.10%. Human-related errors (73.8%) and vehicle-related defects (19.6%) were the primary reasons for hazmat tanker crashes. The most common outcomes of a hazmat tanker accident was a spill without further events (55.51%), followed by a release with fire (7.77%), and release with an explosion (2.54%). CONCLUSIONS: The safety situation of China's hazmat tanker transportation is grim. Such accidents not only have high spill percentages and consistently large spills but they can also cause serious consequences, such as fires and explosions. Improving the training of drivers and the quality of vehicles, deploying roll stability aids, enhancing vehicle inspection and maintenance, and developing good delivery schedules may all be considered effective measures for mitigating hazmat tanker accidents, especially severe crashes.