Safety culture has been a topic of discussion in safety literature in the past three decades. Since its first mentioning after the Chernobyl accident much have been written about what fosters a positive safety culture within organizations. The Aviation Academy of the Amsterdam University of Applied Sciences conducted a literature review into safety culture development guidelines and identified a list of 37 prerequisites for safety culture development. Existing safety culture assessment tools target to measure the subjective perceptions of the workforce without examining the parameters affecting safety culture. Thus, they cannot be used to provide the organisations with guidance on the action points for improving their safety culture. To accommodate the need for practical guidance to companies, and as part of four-year research into Aviation Safety Metrics, the Aviation Academy has developed the AVAC-SCP tool, which aims to shed light on the planning and implementation for developing a safety culture. Knowledge experts and companies have reviewed the tool as a means to meet various criteria referred to literature with regards to safety metrics. The tool will enable organisations to derive actionable points from the results. A scoring method is included in the AVAC-SCP in order provide organizations with the ability to monitor their performance over time, compare between departments, and prioritize changes. The concept, academic background, reviews and other characteristics of the AVAC-SCP are discussed.
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Reason’s typology of safety culture (i.e. Just, Informative, Learning, Flexible and Reporting cultures) is widely used in the industry and academia. Through literature review we developed a framework including 36 markers that reflect the operationalization of Reason’s sub-cultures and general organizational prerequisites. We used the framework to assess to what extent safety culture development guidelines of seven industry sectors (i.e. aviation, railway, oil and gas, nuclear, healthcare, defense and maritime) incorporate academic references, and are similar to each other. Gap analysis and statistics showed that the guidelines include 53–69 % of the safety culture markers, with significant differences across subcultures and industry sectors. The results suggested that there is a gap between the industry guidelines and literature, as well as variant approaches to safety culture across the industry. The framework suggested in the study might be used as reference for completing existing safety culture development plans and constructing safety culture assessment instruments.
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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.
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The utilization of drones in various industries, such as agriculture, infrastructure inspection, and surveillance, has significantly increased in recent years. However, navigating low-altitude environments poses a challenge due to potential collisions with “unseen” obstacles like power lines and poles, leading to safety concerns and equipment damage. Traditional obstacle avoidance systems often struggle with detecting thin and transparent obstacles, making them ill-suited for scenarios involving power lines, which are essential yet difficult to perceive visually. Together with partners that are active in logistics and safety and security domains, this project proposal aims at conducting feasibility study on advanced obstacle detection and avoidance system for low-flying drones. To that end, the main research question is, “How can AI-enabled, robust and module invisible obstacle avoidance technology can be developed for low-flying drones? During this feasibility study, cutting-edge sensor technologies, such as LiDAR, radar, camera and advanced machine learning algorithms will be investigated to what extent they can be used be to accurately detect “Not easily seen” obstacles in real-time. The successful conclusion of this project will lead to a bigger project that aims to contribute to the advancement of drone safety and operational capabilities in low-altitude environments, opening new possibilities for applications in industries where low-flying drones and obstacle avoidance are critical.
Agricultural/horticultural products account for 9% of Dutch gross domestic product. Yearly expansion of production involves major challenges concerning labour costs and plant health control. For growers, one of the most urgent problems is pest detection, as pests cause up to 10% harvest loss, while the use of chemicals is increasingly prohibited. For consumers, food safety is increasingly important. A potential solution for both challenges is frequent and automated pest monitoring. Although technological developments such as propeller-based drones and robotic arms are in full swing, these are not suitable for vertical horticulture (e.g. tomatoes, cucumbers). A better solution for less labour intensive pest detection in vertical crop horticulture, is a bio-inspired FW-MAV: Flapping Wings Micro Aerial Vehicle. Within this project we will develop tiny FW-MAVs inspired by insect agility, with high manoeuvrability for close plant inspection, even through leaves without damage. This project focusses on technical design, testing and prototyping of FW-MAV and on autonomous flight through vertically growing crops in greenhouses. The three biggest technical challenges for FW-MAV development are: 1) size, lower flight speed and hovering; 2) Flight time; and 3) Energy efficiency. The greenhouse environment and pest detection functionality pose additional challenges such as autonomous flight, high manoeuvrability, vertical take-off/landing, payload of sensors and other equipment. All of this is a multidisciplinary challenge requiring cross-domain collaboration between several partners, such as growers, biologists, entomologists and engineers with expertise in robotics, mechanics, aerodynamics, electronics, etc. In this project a co-creation based collaboration is established with all stakeholders involved, integrating technical and biological aspects.
Phosphorus is an essential element for life, whether in the agricultural sector or in the chemical industry to make products such as flame retardants and batteries. Almost all the phosphorus we use are mined from phosphate rocks. Since Europe scarcely has any mine, we therefore depend on imported phosphate, which poses a risk of supply. To that effect, Europe has listed phosphate as one of its main critical raw materials. This creates a need for the search for alternative sources of phosphate such as wastewater, since most of the phosphate we use end up in our wastewater. Additionally, the direct discharge of wastewater with high concentration of phosphorus (typically > 50 ppb phosphorus) creates a range of environmental problems such as eutrophication . In this context, the Dutch start-up company, SusPhos, created a process to produce biobased flame retardants using phosphorus recovered from municipal wastewater. Flame retardants are often used in textiles, furniture, electronics, construction materials, to mention a few. They are important for safety reasons since they can help prevent or spread fires. Currently, almost all the phosphate flame retardants in the market are obtained from phosphate rocks, but SusPhos is changing this paradigm by being the first company to produce phosphate flame retardants from waste. The process developed by SusPhos to upcycle phosphate-rich streams to high-quality flame retardant can be considered to be in the TRL 5. The company seeks to move further to a TRL 7 via building and operating a demo-scale plant in 2021/2022. BioFlame proposes a collaboration between a SME (SusPhos), a ZZP (Willem Schipper Consultancy) and HBO institute group (Water Technology, NHL Stenden) to expand the available expertise and generate the necessary infrastructure to tackle this transition challenge.
