Identifying human factors causes from boating accident data

1974 ◽  
Author(s):  
James M. Miller
Keyword(s):  
Human Factors ◽  
Accident Data

Identifying Human Factors Causes from Boating Accident Data

1974 ◽  
Vol 18 (1) ◽  
pp. 86-91
Author(s):  
James M. Miller
Keyword(s):  
Decision Making ◽  
Human Factors ◽  
Engineering Design ◽  
The Other ◽  
Significant Finding ◽  
Research Topics ◽  
Design Practices ◽  
Accident Data ◽  
Death Data ◽  
Engine Power

From the analyses of 5,044 boating accidents in 1972, profiles of accidents involving the 1,320 Drownings, 120 Other Deaths, Damage and Injury categories were tabularized to show typical patterns of the respective accident categories. The most significant finding was the high percent of drowning fatalities in boats. About 70% of the Drownings and 30% of the Other Deaths occurred in boats under 16 feet; and most of them had little or no engine power. In the 16–26 foot range, about 50% of the Other Deaths and 50% of the Damage occurred. Two areas of needed research are implied here. First, the sensory related capabilities of people to maintain balance in small boats has been apparently grossly overestimated. Second, in the larger boats there is the problem of collisions with people and objects which lead to the higher Damage and Other Death data results. Visibility, handling skills, decision making and vigilance are areas which would seem to be potentially linked to these losses. Research topics in these areas are suggested as being necessary to provide information needed for future standards, better engineering design practices and operator education classes.

scholarly journals Examination the Influence of Human Factors in Indian Building Construction Sites

2019 ◽  
Vol 8 (4S2) ◽  
pp. 212-218
Keyword(s):  
Human Factors ◽  
Rank Correlation ◽  
Language Education ◽  
Building Construction ◽  
Near Miss ◽  
Construction Sites ◽  
Moving Vehicle ◽  
Spearman’S Rank Correlation ◽  
Accident Data ◽  
Using Data

This research intends to explore the human factors which lead to non-fatal accidents (i.e. first aid case, near miss, lost time injury) and assessing safety supervision factors in building construction sites. A total of hundred non – fatal accident data is collected for the analysis. Human factors such as age, experience, language, education level and competency of the worker are explored using data analysis method. The root causes for the accidents are also determined and it is found that 22% of the construction site accidents are due to improper supervision. Furthermore a questionnaire survey is conducted among the Safety Engineers, Site Engineers, Supervisors and Workers to elicit the actual happenings about the safety supervision in the site. The questionnaire mainly focused on safety supervision factors and Relative Importance Index (RII) is used to rank the safety factors. As a result, monitoring hoist operation (0.73), moving vehicle (0.72) and checking the stability of scaffolds (0.69) shows higher level of disagreement which means that these factors have been given least priority. In order to measure the strength of relationship between the respondents, Spearman’s Rank Correlation is done. Through the Spearman’s correlation it is known that Safety Engineers vs Supervisors (0.83) and Safety Engineers vs Site Engineers (0.81) has high correlation values which indicates that these respondents have provided similar rankings.

Test Methods in Safety Standards - Application of Human Factors Data -

1992 ◽  
Vol 36 (13) ◽  
pp. 1034-1038
Author(s):  
René Hoefnagels ◽  
Marian Schoone-Harmsen
Keyword(s):  
Human Factors ◽  
Test Methods ◽  
Consumer Products ◽  
Testing Methods ◽  
Safety Standards ◽  
Safety Requirements ◽  
Testing Method ◽  
Accident Data ◽  
Accident Scenarios

Safety standards for consumer products can offer an important contribution to accident reduction. This paper describes how effective testing methods for safety requirements, which are part of a safety standard, may be developed. In order to be effective, testing methods for the evaluation of products on aspects of safety must be valid, reproducible, and efficient. Various forms of testing methods are discussed with regard to their effectiveness. The development of testing methods for trapping hazards, which can be applied to all kinds of products, is described in a case study. For this purpose, a number of accident scenarios have been drawn from data on trapping hazards. In each scenario a testing method is described, and criteria based on human factors data is added. Accident scenarios have proved to be an extremely useful link between accident data and the simulation of performance on which a testing method can be based. Because human factors data is usually gathered for other purposes, implementation of this data in safety standards must be done with great caution. We recommend the use of man-models in testing methods for optimal results. Furthermore, we recommend the verification of test conditions and criteria by user trials or panel tests.

General Aviation Airplane Accidents Involving Spatial Disorientation

1995 ◽  
Vol 39 (1) ◽  
pp. 25-29 ◽  
Author(s):  
Rudolf G. Mortimer
Keyword(s):  
Human Factors ◽  
General Aviation ◽  
Transportation Safety ◽  
Physical Impairment ◽  
Human Factors Engineering ◽  
Physical Impairments ◽  
Spatial Disorientation ◽  
Flight Experience ◽  
Accident Data ◽  
Airplane Accidents

National Transportation Safety Board accident data for 1983-1991 were used to compare those general aviation accident cases that involved spatial disorientation (SD) with all others. About 2.1% of general aviation airplane accidents involved SD. Those accidents were associated with low ceilings, restricted visibility, precipitation, darkness and instrument flight conditions. Pilots in certain professions, particularly those in business, were more involved in SD accidents. Pilots in SD accidents were more often under pressure, fatigue, anxiety, physical impairment and alcohol or drugs. The pilots' total and night flying experience were inversely related to involvement in SD accidents. Spatial disorientation accidents accounted for a small number of crashes, but they were very severe-fatalities occurred in 92%, they accounted for 9.9% of the fatal accidents, 11% of the fatalities and in 95% the aircraft were destroyed. The results suggest that the pilots in SD accidents lacked the flight experience necessary to recognize or cope with the stimuli that induce SD, which was compounded by fatigue, alcohol/drugs or pressure and other psychological and physical impairments. Specific exposure to conditions leading to SD in training of general aviation and all pilots should be evaluated to help them to recognize it, and the techniques used by experienced pilots to combat its onset and effects should be studied and used in training. Improved human factors engineering of the cockpit instrumentation is also needed.

Using Transportation Accident Databases in Human Factors Research

1992 ◽  
Vol 36 (13) ◽  
pp. 965-969
Author(s):  
David L. Mayer ◽  
Vernon S. Ellingstad
Keyword(s):  
Human Factors ◽  
Coding Schemes ◽  
Coding Systems ◽  
Common Causes ◽  
Accident Data ◽  
The Common ◽  
File Structures ◽  
Human Factors Research ◽  
Transportation Accident

Accident databases commonly contain factual information about the time and date of each accident, vehicle characteristics, number of persons killed and injured, and other kinds of factual data. These attributes of the environment and equipment are usually directly represented in databases. In contrast, detailed analysis of accident causes, including human factors information, are frequently not represented because they are much more difficult to obtain and code. This paper explores the suitability of transportation accident databases for use in human factors research. Given the goal of reducing the number and severity of transportation accidents, it is useful to use accident data as a tool to understand the common causes of accidents. Problems arise, however, because existing databases were typically not created explicitly for research purposes, and coding systems and file structures often omit or obscure useful information. Improved coding schemes and file structures that promote the use of databases for human factors research are discussed. Accident investigation methodologies that can improve the quality of human factors information in databases are also considered. Finally, problems associated with the use of existing databases are noted.

A Ten-Year Overview of USAF F-16 Mishap Attributes from 1980–89

1995 ◽  
Vol 39 (1) ◽  
pp. 30-34 ◽  
Author(s):  
Dwight A. Holland ◽  
James E. Freeman
Keyword(s):  
Human Factors ◽  
Air Force ◽  
Situation Awareness ◽  
Detailed Examination ◽  
Operational Experience ◽  
Spatial Disorientation ◽  
Class A ◽  
Maneuvering Flight ◽  
Accident Data ◽  
Accident Rates

The F-16 Falcon jet fighter is a marvel of engineering. Having been in operational United States Air Force service since approximately 1980, this fly-by-wire aircraft can climb vertically, sustain a 9-G turn without the loss of airspeed, and fly greater than the speed of sound. With such capabilities, this aircraft was originally designed and conceived of as a daylight air-to-air “dog-fighting” pilot's dream. As time has passed, the F-16 aircraft has been tasked with carrying out much more diverse missions than only day air-to-air combat. The aircraft and highly-trained pilots that fly it now accomplish additional missions such as day and night ground attack. An examination of ten years of USAF Safety Center accident data revealed that the F-16 aircraft had 59 Class A operational mishaps during this period. This was the highest number for any single-seat fighter-attack aircraft, and second only to the Aggressor's “Red Flag” F-5 per 100,000 hours of flight time (Class A Accident Rates: F-16 2.86 v. F-5 4.76). Incidentally, about 73% of the Royal Netherlands Air Force pilots reported that they were more susceptible to spatial disorientation and loss of situation awareness in the F-16 compared to other fighter aircraft that they had flown. After 11 years of operational experience, 21 of 210 of the Netherlands' F-16 aircraft were destroyed. A detailed examination of the USAF database revealed that a host of human factors issues are pertinent to the F-16 such as the loss of situation awareness, spatial disorientation, G-induced loss of consciousness, etc.; all of which contributed heavily to the accident rates cited for this aircraft. Additionally, cockpit design issues relatable to man-machine interfacing present human factors challenges to the pilot as well depending upon the mission scenario. The majority (53%) of F-16 accidents occurred during low-level or maneuvering flight. About 20% of the F-16 mishaps happened during the takeoff or landing phase of operations. Over 60% of the accidents were deemed by investigating officers to have “channelized attention” as a definite contributor to the mishap rate. Other human factors issues such as task oversaturation, distraction, and a variety of spatial disorientation problems contributed to many of the accidents also. Cockpit improvements, research, better training/awareness programs and Ground Collision Avoidance Devices (GCAS/PARS) are all suggested as methods to reduce future F-16 Falcon accident rates.

Human Factors Review of Roof Bolter Design

1980 ◽  
Vol 24 (1) ◽  
pp. 444-447
Author(s):  
Martin Helander ◽  
Ernest J. Conway ◽  
Richard Curtin
Keyword(s):  
Human Factors ◽  
Underground Mining ◽  
Machine Design ◽  
Roof Bolting ◽  
Roof Bolter ◽  
Machine Operators ◽  
Accident Data ◽  
Roof Falls ◽  
Design Deficiencies

Roof bolting is one of the most difficult and dangerous jobs performed in underground mining. In addition to being exposed to the ever present danger of roof falls, the operator must often work in cramped quarters, assuming awkward postures. Added to this is the fact that roof bolting machines have many man-machine design deficiencies. This paper will analyze accident data for roof bolter machine operators and review a number of man-machine design deficiencies suspected to contribute to these accidents.

scholarly journals Application and Evaluation of a Non-Accident-Based Approach to Road Safety Analysis Based on Infrastructure-Related Human Factors

2022 ◽  
Vol 14 (2) ◽  
pp. 662
Author(s):  
Lorenzo Domenichini ◽  
Andrea Paliotto ◽  
Monica Meocci ◽  
Valentina Branzi
Keyword(s):  
Human Factors ◽  
Road Safety ◽  
Performance Measure ◽  
Evaluation Tool ◽  
Contributing Factors ◽  
Good Correspondence ◽  
Crash Data ◽  
Accident Data ◽  
Numerical Performance ◽  
Road Segments

Too often the identification of critical road sites is made by “accident-based” methods that consider the occurred accidents’ number. Nevertheless, such a procedure may encounter some difficulties when an agency does not have reliable and complete crash data at the site level (e.g., accidents contributing factors not clear or approximate accident location) or when crashes are underreported. Furthermore, relying on accident data means waiting for them to occur with the related consequences (possible deaths and injuries). A non-accident-based approach has been proposed by PIARC. This approach involves the application of the Human Factors Evaluation Tool (HFET), which is based on the principles of Human Factors (HF). The HFET can be applied to road segments by on-site inspections and provides a numerical performance measure named Human Factors Scores (HFS). This paper analyses which relationship exists between the results of the standard accident-based methods and those obtainable with HFET, based on the analysis of self-explaining and ergonomic features of the infrastructure. The study carried out for this purpose considered 23 km of two-way two-lane roads in Italy. A good correspondence was obtained, meaning that high risky road segments identified by the HFS correspond to road segments already burdened by a high number of accidents. The results demonstrated that the HFET allows for identifying of road segments requiring safety improvements even if accident data are unavailable. It allows for improving a proactive NSS, avoiding waiting for accidents to occur.

Human Factors Issues Surrounding an Automotive Vision Enhancement System

1995 ◽  
Vol 39 (17) ◽  
pp. 1097-1101 ◽  
Author(s):  
Raymond J. Kiefer
Keyword(s):  
Human Factors ◽  
Potential Benefit ◽  
Night Vision ◽  
Automotive Application ◽  
Infrared Sensor ◽  
Automotive Applications ◽  
Vision Systems ◽  
Military Applications ◽  
Accident Data ◽  
Nighttime Driving

Although night vision systems have been used extensively for a wide variety of military applications, only recently have such systems been considered for automotive applications. This paper provides a technological primer for an automotive application of a vision enhancement system (or VES), and reviews the human factors literature, general human factors issues, and accident data relevant to such a system. The automotive VES consists of two primary components, an infrared sensor and a display. VES information can be displayed to the driver in a contact analog fashion on a head-up display, or in a non-contact analog fashion on either a head-down or head-up display. The primary potential benefit of a VES is to improve the driver's ability to see critical driving events (e.g., pedestrians, bicyclists, roadway direction) under nighttime driving conditions.

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