As part of their SMS, aviation service providers are required to develop and maintain the means to verify the safety performance of their organisation and to validate the effectiveness of safety risk controls. Furthermore, service providers must verify the safety performance of their organisation with reference to the safety performance indicators and safety performance targets of the SMS in support of their organisation’s safety objectives. However, SMEs lack sufficient data to set appropriate safety alerts and targets, or to monitor their performance, and no other objective criteria currently exist to measure the safety of their operations. The Aviation Academy of the Amsterdam University of Applied Sciences therefore took the initiative to develop alternative safety performance metrics. Based on a review of the scientific literature and a survey of existing safety metrics, we proposed several alternative safety metrics. After a review by industry and academia, we developed two alternative metrics into tools to help aviation organisations verify the safety performance of their organisations.The AVAV-SMS tool measures three areas within an organisation’s Safety Management System:• Institutionalisation (design and implementation along with time and internal/external process dependencies).• Capability (the extent to which managers have the capability to implement the SMS).• Effectiveness (the extent to which the SMS deliverables add value to the daily tasks of employees).The tool is scalable to the size and complexity of the organisation, which also makes it useful for small and medium-sized enterprises (SMEs). The AVAS-SCP tool also measures three areas in the organisation’s safety culture prerequisites to foster a positive safety culture:• Organisational plans (whether the company has designed/documented each of the safety cultureprerequisites).• Implementation (the extent to which the prerequisites are realised by the managers/supervisors acrossvarious organisational levels).• Perception (the degree to which frontline employees perceive the effects of managers’ actions relatedto safety culture).We field-tested these tools, demonstrating that they have adequate sensitivity to capture gaps between Work-as-Imagined (WaI) and Work-as-Done (WaD) across organisations. Both tools are therefore useful to organisations that want to self-assess their SMS and safety culture prerequisite levels and proceed to comparisons among various functions and levels and/or over time. Our field testing and observations during the turn-around processes of a regional airline confirm that significant differences exist between WaI and WaD. Although these differences may not automatically be detrimental to safety, gaining insight into them is clearly necessary to manage safety. We conceptually developed safety metrics based on the effectiveness of risk controls. However, these could not be fully field-tested within the scope of this research project. We recommend a continuation of research in this direction. We also explored safety metrics based on the scarcity of resources and system complexity. Again, more research is required here to determine whether these provide viable solutions.
The continuous increase of accident and incident reports has indicated the potential of drones to threaten public safety. The published regulatory framework for small drones is not visibly based on a comprehensive hazard analysis. Also, a variety in the constraints imposed by different regulatory frameworks across the globe might impede market growth and render small-drone operations even more complicated since light drones might be easily transferred and operated in various regions with diverse restrictions. In our study we applied the Systems-Theoretic Process Analysis (STPA) method to small-drone operations and we generated a first set of Safety Requirements (SR) for the authority, manufacturer, end-user and automation levels. Under the scope of this paper, we reviewed 56 drone regulations published by different authorities, and performed (1) a gap analysis against the 57 SRs derived by STPA for the authority level, and (2) Intra-Class Correlations in order to examine the extent of their harmonization. The results suggest that the regulations studied satisfy 5.3% to 66.7% of the SRs, and they are moderately similar. The harmonization is even lower when considering the range of values of various SRs addressed by the authorities. The findings from the drones’ case show that regulators might not similarly and completely address hazards introduced by new technology; such a condition might affect safety and impede the distribution and use of products in the international market. A timely and harmonized standardization based on a systematic hazard analysis seems crucial for tackling the challenges stemmed from technological advancements, especially the ones available to the public.
The transition towards an economy of wellbeing is complex, systemic, dynamic and uncertain. Individuals and organizations struggle to connect with and embrace their changing context. They need to create a mindset for the emergence of a culture of economic well-being. This requires a paradigm shift in the way reality is constructed. This emergence begins with the mindset of each individual, starting bottom-up. A mindset of economic well-being is built using agency, freedom, and responsibility to understand personal values, the multi-identity self, the mental models, and the individual context. A culture is created by waving individual mindsets together and allowing shared values, and new stories for their joint context to emerge. It is from this place of connection with the self and the other, that individuals' intrinsic motivation to act is found to engage in the transitions towards an economy of well-being. This project explores this theoretical framework further. Businesses play a key role in the transition toward an economy of well-being; they are instrumental in generating multiple types of value and redefining growth. They are key in the creation of the resilient world needed to respond to the complex and uncertain of our era. Varta-Valorisatielab, De-Kleine-Aarde, and Het Groene Brein are frontrunner organizations that understand their impact and influence. They are making bold strategic choices to lead their organizations towards an economy of well-being. Unfortunately, they often experience resistance from stakeholders. To address this resistance, the consortium in the proposal seeks to answer the research question: How can individuals who connect with their multi-identity-self, (via personal values, mental models, and personal context) develop a mindset of well-being that enables them to better connect with their stakeholders (the other) and together address the transitional needs of their collective context for the emergence of a culture of the economy of wellbeing?
De technische en economische levensduur van auto’s verschilt. Een goed onderhouden auto met dieselmotor uit het bouwjaar 2000 kan technisch perfect functioneren. De economische levensduur van diezelfde auto is echter beperkt bij introductie van strenge milieuzones. Bij de introductie en verplichtstelling van geavanceerde rijtaakondersteunende systemen (ADAS) zien we iets soortgelijks. Hoewel de auto technisch gezien goed functioneert kunnen verouderde software, algorithmes en sensoren leiden tot een beperkte levensduur van de gehele auto. Voorbeelden: - Jeep gehackt: verouderde veiligheidsprotocollen in de software en hardware beperkten de economische levensduur. - Actieve Cruise Control: sensoren/radars van verouderde systemen leiden tot beperkte functionaliteit en gebruikersacceptatie. - Tesla: bij bestaande auto’s worden verouderde sensoren uitgeschakeld waardoor functies uitvallen. In 2019 heeft de EU een verplichting opgelegd aan automobielfabrikanten om 20 nieuwe ADAS in te bouwen in nieuw te ontwikkelen auto’s, ongeacht prijsklasse. De mate waarin deze ADAS de economische levensduur van de auto beperkt is echter nog onvoldoende onderzocht. In deze KIEM wordt dit onderzocht en wordt tevens de parallel getrokken met de mobiele telefonie; beide maken gebruik van moderne sensoren en software. We vergelijken ontwerpeisen van telefoons (levensduur van gemiddeld 2,5 jaar) met de eisen aan moderne ADAS met dezelfde sensoren (levensduur tot 20 jaar). De centrale vraag luidt daarom: Wat is de mogelijke impact van veroudering van ADAS op de economische levensduur van voertuigen en welke lessen kunnen we leren uit de onderliggende ontwerpprincipes van ADAS en Smartphones? De vraag wordt beantwoord door (i) literatuuronderzoek naar de veroudering van ADAS (ii) Interviews met ontwerpers van ADAS, leveranciers van retro-fit systemen en ontwerpers van mobiele telefoons en (iii) vergelijkend rij-onderzoek naar het functioneren van ADAS in auto’s van verschillende leeftijd en prijsklassen.
In onze visie voeren robots autonoom taken uit op de akker. Ze kunnen zaaien, oogsten, onkruid verwijderen, gewassen monitoren en verzorgen. Hierdoor zijn agrariërs minder kostbare tijd kwijt aan basistaken. Ook zijn er met dit soort robots geen (of veel minder) bestrijdingsmiddelen nodig en rijden er geen zware machines meer op het land. Dit leidt tot minder bodemverdichting en daardoor hoeft het land niet (of minder diep) te worden omgeploegd. Naast een enorme besparing op brandstof leidt dit ook tot een betere bodemkwaliteit en worden nieuwe teelten mogelijk. Agrarische robots zijn volop in ontwikkeling. Er zijn echter nog een aantal uitdagingen die opgelost moeten worden. Eén van die uitdagingen is volledig autonome, robuuste en veilige navigatie. De robot moet kunnen rijden zonder een bestuurder. Het AgriNav project: Agricultural Navigation In dit project werkt Saxion samen met drie pioniers op het gebied van agrarische robots in Nederland. Het doel is om een gedegen beeld van oplossingen voor het navigatieprobleem te ontwikkelen. We brengen daarvoor in kaart welke producten en frameworks er zijn en in hoeverre deze direct te gebruiken zijn. Op basis van de bevindingen maken we een afweging of de navigatie oplossing wordt ingekocht of dat deze zelf wordt ontwikkeld, bijvoorbeeld op basis van bestaande open source projecten. Onderdeel van dit KIEM project is het starten van vervolgtrajecten, zoals RAAK-mkb of RAAK-PRO. Impact Het project “AgriNav” geeft de inzet van kleine autonome zelfrijdende robots in de agrarische sector een boost, waardoor er nieuwe en duurzamere landbouw kan ontstaan. Dit past bij de ambitie van Nederland om voorop te lopen op het gebied van technologie voor voedselproductie. Door het project wordt de kennispositie van het consortium versterkt in zowel de topsector HTSM als AgriFood en de NWA routes “Duurzame productie van gezond en veilig voedsel” en “smart industrie”.
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