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December 2012, Vol. 9, No. 2
ISSN 1675-5456
PP13199/12/2012(032005)
Journal of
OCCUPATIONAL
SAFETY AND HEALTH
National Institute of Occupational Safety and Health
National Institute of Occupational Safety and Health (NIOSH)
Ministry of Human Resources Malaysia
Journal of Occupational
Safety and Health
Editor-in-chief
Ir. Haji Rosli bin Hussin
Executive Director
NIOSH, Malaysia
Editorial Board
Associate Editors
Prof. Dr. Krishna Gopal Rampal
Universiti Kebangsaan Malaysia
Ir. Daud Sulaiman
NIOSH, Malaysia
Fadzil Osman
NIOSH, Malaysia
Raemy Md. Zein
NIOSH, Malaysia
Prof. Dr. Ismail Bahri
Universiti Kebangsaan Malaysia
Dr. Jeffereli Shamsul Bahrin
BASF East Asia Regional Headquartes Ltd.
Dr. Abu Hasan Samad
Prince Court Medical Centre
Secretariat
Mohd Rashidi Rohmad
Roslina Md Husin
Nor Akmar Yussuf
Idayu Kassim
The Journal
-
Aims to serve as a forum for the sharing of research findings and information across broad areas in
Occupational Safety and Health.
Publishes original research reports, topical article reviews, book reviews, case reports, short
communications, invited editorial and letters to editor.
Welcomes articles in Occupational Safety and Health related fields.
Journal of Occupational
Safety and Health
December 2012
Vol. 9 No. 2
Contents
Keselamatan Lif Di Rumah Pangsa Kos Rendah Di Wilayah Persekutuan Ahmad Fauzi Awang
1 - 24
Accident Risk Indices Of Malaysia’s Firefighters Working In 12 And 24 Hours Shift Works
Dr. Sharifah Osman @ Liew Shyuan Yei, Prof. Dr. Ismail Bahari, Prof. Madya Dr. Kadir Arifin,
Dato’ Wan Mohd Nor Bin Hj. Ibrahim and Mr. Chen Teck Foong
25 - 30
Quantitative Measurement of Occupational Safety and Health Management Systems Performance
Aziz Basiran1 and Ismail Bahari
31 - 38
Safety Intervention Need Analysis System For Construction Industry
1, 2*
Asmalia Che Ahmad, 1Normazlina Mohamed Zi, 1Ismail Bahari, & 1Azizah Jaafar
39 - 46
The Use of Mobile Technology Applications for Crisis Management During Hajj
Hana Al-Nuaim (DSc) and Miadah Al-Masry (MSc)
47 - 60
Safety Cultures: Japan, Malaysia And The World
Ryoichi Horiguchi*
61 - 64
This page has been intentionally left blank
Original Article
J. Occu. Safety & Health 9 : 1-24, 2012
Keselamatan Lif Di Rumah Pangsa Kos Rendah Di Wilayah Persekutuan
Ahmad Fauzi Awang
Jabatan Keselamatan Dan Kesihatan Pekerjaan Pahang
Tingkat 3, Wisma Persekutuan, Jalan Gambut, 25000 Kuantan, Pahang. Tel: 09-5161014, Fax: 09-5161215, Hphone: 019-3366375
Email: [email protected]
Abstract
Kerosakan lif penumpang yang sering berlaku di rumah pangsa kos rendah merupakan salah satu isu utama di JKKP Wilayah
Persekutuan. Statistik menunjukkan bilangan rumah pangsa paling tinggi terletak di Wilayah Persekutuan. Ini bermakna
bilangan lif di rumah pangsa kos rendah adalah tertinggi di Wilayah Persekutuan berbanding negeri – negeri lain. Satu
kajian ‘Field Labarotary’ telah dijalankan diperingkat JKKP Wilayah Persekutuan bagi mencari punca permasalahan ini dan
seterusnya mencadangkan penambahbaikan berdasarkan kepada permasalahan yang telah dikenalpasti. Kajian ini merangkumi
beberapa tindakan seperti mengadakan dialog dengan wakil penghuni rumah pangsa kos rendah di sekitar Wilayah Persekutuan
bagi mengenalpasti masalah-masalah yang dihadapi oleh penghuni runmah pangsa kos rendah, penyediaan senarai semak
pemeriksaan lif bagi mengenalpasti masalah – masalah teknikal, mengadakan perjumpaan dengan wakil syarikat – syarikat
lif bagi mendapatkan data – data yang diperlukan daripada firma – firma kompetan lif dan pengurusan lif di rumah pangsa
kos rendah dan menjalankan operasi khas pemeriksaan lif di 409 unit lif yang beroperasi di rumah pangsa kos rendah bagi
mengenalpasti kelemahan – kelemahan pada lif yang sedang beroperasi. Kajian telah mengenalpasti beberapa faktor penyumbang
kepada isu keselamatan lif di rumah pangsa kos rendah di antaranya bilangan orang kompetan yang diiktiraf oleh Jabatan
Keselamatan dan Kesihatan Pekerjaan di dapati tidak mencukupi untuk menjalankan pemeriksaan yang diperlukan ke atas
kesemua lif secara komprehensif, kegagalan syarikat lif menunaikan tanggungjawab menjalankan pemeriksaan yang diwajibkan
ke atas lif yang berkait rapat dengan isu bilangan orang kompetan yang ada pada setiap firma kompetan, kegagalan pemilik
atau badan pengurusan bersama memastikan lif di periksa pada jangkamasa yang ditetapkan serta memastikan lif sentiasa
mempunyai sijil kelayakan yang sah, kegagalan JKKP sendiri mengambil tindakan yang diperuntukan oleh Akta dan Peraturan
ke atas perlanggaran peruntukan oleh firma kompetan atau pemilik bangunan, ketiadaan kerjasama di antara agensi – agensi
kerajaan yang terlibat di dalam rekabentuk dan penyenggaraan lif di rumah pangsa kos rendah dan paling utama ialah isu
vandalime yang berkaitan dengan sikap penduduk dan pengguna lif di rumah pangsa kos rendah yang tidak bertanggungjawab
merosakan lif.
Analisa Operasi Lif Di Rumah Pangsa Kos
Rendah Di Wilayah Persekutuan
1. Pengenalan
Jabatan Keselamatan dan Kesihatan Pekerjaan Wilayah
Persekutuan (JKKP WP) telah mengadakan operasi khas
pemeriksaan keselamatan lif di rumah pangsa kos rendah
yang terletak di sekitar Wilayah Persekutuan. Operasi
telah diadakan pada 22 – 24 Februari 2010.
1.1.Senarai Semak Audit Keselamatan Lif
Satu senarai semak audit keselamatan lif telah
dibangunkan bagi memastikan audit yang dijalankan
mengunapakai merit dan kriteria yang seragam.
Secara amnya senarai semak ini mengandungi tiga
elemen utama iaitu;
•
Pengurusan
Elemen pengurusan bertujuan mengenalpasti
aspek pematuhan pemilik lif dan starikat
penyenggara di dalam mematuhi kehendak
perundangan.Elemen ini digredkan daripada
A hingga E mengikut kriteria yang telah
ditetapkan. Ia mengandungi tiga sub-elemen
1
utama;
o Kontrak Penyenggaraan
o Pemeriksaan 2nd Schedule
o Penyenggaraan
•
Keperluan Umum
Elemen keperluan umum bertujuan mengauditkan
kualiti dan keadaan lif-lif dan peralatan-peralatan
yang dipasang bagi mengoperasikan lif. Elemen
ini perlu bagi memastikan tahap vandalisme
yang dilakukan ke atas lif-lif yang dipasang
di rumah pangsa kos rendah. Elemen ini juga
digredkan daripada A hingga E mengikut kriteria
yang telah ditetapkan. Ia mengandungi empat
sub-elemen utama;
o Bilik Jentera
o Lift Car
o Lift Pit
o Car Top & Lift Shaft
•
Komponen Keselamatan
Elemen komponen keselamatan bertujuan
memastikan keadaan peralatan keselamatan
yang dipasang pada lif sentiasa berada di dalam
keadaan baik. Elemen ini pada dasarnya tidak Keselamatan Lif Di Rumah Pangsa Kos Rendah Di Wilayah Persekutuan
boleh gagal. Jika mana-mana elemen ini gagal, ia
akan menyebabkan lif tidak boleh dibenarkan
beroperasi kerana ianya akan mendatangkan
risiko kepada pengguna. Terdapat enam
komponen yang perlu diperiksa oleh pegawai
yang terdiri daripada;
o Brakes
o Landing door
o Buffer
o Safety gear
o Governor
o Wire rope
Status Penyenggaraan
Kerajaan
Swasta
54%
219
1.2.Rumah Pangsa
Sebanyak 409 unit lif yang digunakan di 52 blok
rumah pangsa kos rendah dan rendah sederhana telah
diperiksa sepanjang operasi dijalankan. Lif-lif
yang terpilih merupakan lif yang akan tamat tempoh
sijil berperakuan pada Mac 2010 sehingga Mei 2010.
Rajah 1 menunjukkan pecahan kategori rumah
pangsa yang terlibat.
46%
190
Rajah 2: Pengurusan Rumah Pangsa
1.3.Syarikat Lif
Operasi lif ini turut mendapat kerjasama daripada
syarikat – syarikat kompetan lif yang mempunyai
kontrak penyenggaraan lif dengan pengurusan rumah
pangsa yang terpilih.. Sebanyak 13 syarikat telah
dipilih dan terdiri daripada ahli persatuan MALEA
dan juga bukan MALEA. Rajah 3 menunjukkan
syarikat-syarikat lif dan bilangan lif yang terlibat
sementara Rajah 4 menunjukkan pecahan bilangan
lif di antara MALEA dan bukan MALEA.
Lima kategori rumah pangsa terlibat di dalam operasi
ini iaitu Program Perumahan Rakyat (PPR),
Kuarters Putrajaya, Kuarters ATM, Perumahan
Awam, Joint Management Board (JMB) kos
sederhana dan JMB kos Rendah. Empat kategori
pertama diuruskan oleh kerajaan (46% daripada lif
terlibat) sementara dua kategori lain diuruskan
oleh pihak swasta (54%). Rajah 2 menunjukkan
pecahan pengurusan rumah pangsa.
Operasi melibatkan 192 unit lif yang mempunyai
kontrak dengan syarikat lif yang bernaung di bawah
persatuan MALEA sementara 217 unit lagi
mempunyai kontrak dengan syarikat yang tidak
bernaung dengan MALEA.
100
20
5%
Kuarters ATM
80
34
8%
Kuarters Putrajaya
8
2%
Count
Kategori Rumah Pangsa
Perumahan Awam
102
25%
JMB Kos Sederhana
60
94
23%
62
15%
40
61
15%
117
29%
JMB Kos Rendah
20
128
31%
PPR
22
5%
33
8%
10
2%
SML
Sigma
New w in
Potensi Terus
EITA
Syarikat Lif
29
7%
Antah Schindler
Fujitech
Dover
125
8
2%
4
1%
Hitachi
100
18
4%
Royden
75
Count
13
3%
Otis
50
26
6%
Kone
25
MS Bevator
0
0
29
7%
Rajah 3: Syarikat Lif dan Bilangan Lif yang terlibat.
Rajah 1: Kategori dan Bilangan Rumah Pangsa Kos Rendah
yang Terlibat di dalam Operasi
2
Original Article
Persatuan Lif
MALEA
NON-MALEA
53%
217
2.1.Analisa Am Lif
Analisa am merangkumi analisa data-data am lif
tersebut contohnya status lif, pemasangan CCTV,
beban maksima, penumpang maksima, kekerapan
‘breakdown, kekerapan kerja baikpulih dan lain lain.
47%
192
2.1.1.Status lif
Data operasi jelas menunjukkan 15 unit lif atau
4% daripada keseluruhan lif yang diperiksa gagal
beroperasi disebabkan oleh pelbagai masalah
diantaranya disebabkan oleh isu vandalisme,
kegagalan pemunya mendapatkan ganti peralatan
yang rosak dan juga masalah yang timbul di antara
pemilik lif dan syarikat penyenggara dari segi
penyelesaian bayaran penyenggaraan. Rajah 5
menunjukkan status lif yang terlibat di dalam
operasi.
Rajah 4: Pecahan bilangan lif di antara MALEA
dan Non-MALEA
1.4.Pegawai
Operasi ini bukan sahaja melibatkan pegawai pegawai daripada JKKP WP tetapi turut melibatkan
pegawai-pegawai lantikan baru di pelbagai Bahagian
di Ibupejabat dan JKKP Selangor. Sebanyak 33
pegawai gred J36 – J48 daripada JKKP WP, 36
pegawai gred J41 daripada Ibupejabat dan 4 pegawai
Gred J41 daripada JKKP Selangor terlibat di dalam
operasi yang dijalankan selama tiga hari ini.
Status Lif
Pegawai-pegawai ini dibahagikan kepada beberapa
kumpulan dengan setiap kumpulan di ketuai
oleh pegawai JKKP WP dan dianggotai oleh 2
pegawai daripada ibupejabat atau JKKP Selangor.
Setiap kumpulan akan mengikuti orang kompetan
daripada syarikat lif ke rumah pangsa yang telah
ditetapkan untuk menjalankan audit dan pemeriksaan
keselamatan lif. Ahli-ahli kumpulan ditukarkan pada
setiap hari pemeriksaan bagi memberi lebih
pendedahan.
Beroperasi
Tidak Beroperasi
4%
15
1.5.Analisa
Sebanyak 409 data audit keselamatan telah berjaya
diperolehi hasil daripada operasi yang telah
dijalankan selama tiga hari berturut-turut. Analisa
telah dijalankan ke atas data – data yang diperolehi
menggunakan perisian Statistic Package for Social
Science (SPSS) versi 17. Beberapa statistik dan
keputusan telah diperolehi hasil daripada operasi
yang dijalankan
96%
394
Rajah 5: Status Lif
2. Analisa dan Statistik daripada Operasi
yang diJalankan
iaitu bahagian pertama merangkumi analisa am tentang
lif yang terlibat di dalam operasi sementara bahagian
kedua merupakan analisa kepada 3 elemen utama senarai
semak iaitu pengurusan, keperluan am dan komponen
keselamatan.
Analisa yang dijalankan dibahagikan kepada dua bahagian
3
Daripada 409 unit yang diperiksa, didapati 15 unit
atau 4% tidak beroperasi disebabkan oleh pelbagai
masalah. Walaupun peratusannya kelihatan
kecil, tetapi isu penggunaan lif di rumah pangsa
kos rendah kelihatan besar disebabkan oleh
penggunaan lif adalah penting di mana boleh
dikatakan penggunaan lif adalah 24 jam
sehari untuk pelbagai kegunaan dan oleh pelbagai
lapisan masyarakat. Masalah ini kelihatan serius
bila banyak laporan – laporan negatif berkaitan
dengan lif di rumah pangsa kos rendah disiarkan
di akhbar – akhbar tempatan.
2.1.2.Pemasangan CCTV
Data yang diperolehi menunjukkan pemasangan
CCTV di rumah pangsa kos rendah tidak begitu
menggalakkan. Pemasangan CCTV paling tinggi
direkodkan ialah di rumah pangsa kategori kos
sederhana iaitu sebanyak 10.8% (44 daripada
102 unit) lif dilengkapi dengan CCTV diikuti
oleh rumah pangsa kategori PPR sebanyak 4.5%
(18 daripada 128 unit). Pemasangan CCTV di
rumah pangsa kategori Perumahan Awam dan Kos
Rendah adalah dibawah 3% sementara bagi
kategori kuarters Kuarters Putrajaya dan Kuarters
ATM, tiada langsung CCTV dipasang. Rajah
6 menunjukan perbandingan pemasangan CCTV
di antara pelbagai kategori rumah pangsa.
Rajah 6: Pemasangan CCTV di Rumah Pangsa Kos Rendah
2.1.3.Beban Maksima Lif
Beban maksima lif yang dipasang di rumah
pangsa kos rendah secara umumnya direkabentuk
berbeza-beza dengan nilai minimum ialah 610 kg
dan maksima 1225 kg. Bagi tujuan analisa,
beban maksima bagi lif dirumah pangsa telah
di bahagikan kepada tiga kategori iaitu 610 –
750kg, 751 – 1000kg dan 1001-1225kg.
Bagi kategori pertama iaitu 610-750kg, ianya
merupakan lif yang bersaiz kecil dan daripada
data yang diperolehi 58 daripada 409 unit lif
yang diperiksa berada di dalam kategori ini. 50%
daripadanya dipasang di rumah pangsa kos
rendah, 33% di rumah pangsa kos sederhana dan
selebihnya di perumahan awam dan kuarters
ATM. Faktor utama pemilihan lif kategori ini
adalah kos pemasangan yang murah dan juga
rekabentuk rumah pangsa sebelum era PPR
dimana gagal mengambil kira keselesaan pengguna.
Kategori kedua (751 – 1000kg) dipasang di
PPR(7% daripada 128 unit), kos rendah (6%
daripada 117 unit) dan kos sederhana (5%
daripada 102 unit). Faktor kos masih merupakan
penyebab utama pemilihan lif kategori ini.
Kategori ketiga (1001 – 1225kg) dipasang
disemua jenis rumah pangsa. Rekabentuk
lif kategori ini ternyata mengambil kira bilangan
serta keselesaan pengguna. Rumah pangsa
moden seperti PPR dan kuarters putrajaya
mengutamakan pemasangan lif di dalam kategori
ini. Jadual 1 menunjukkan statistik rekabentuk
beban maksima lif yang dipasang d irumah
pangsa yang terlibat di dalam operasi sementara
rajah 7 menunjukkan secara grafik perbandingan
lif yang dipasang di rumah pangsa.
Kategori Rumah Pangsa
Julat Beban
610Kg750Kg
Max
Count
% within Julat
Perumah
JMB Kos
JMB Kos
Kuarters
Kuarters
PPR
Rendah
Sederhana
ATM
Putrajaya
an Awam
0
29
19
4
0
6
58
.0%
50.0%
32.8%
6.9%
.0%
10.3%
100.0%
.0%
24.8%
18.6%
50.0%
.0%
30.0%
14.2%
Total
Beban Max
% within Kategori
Rumah Pangsa
751Kg1000Kg
Count
% within Julat
9
7
5
0
0
0
21
42.9%
33.3%
23.8%
.0%
.0%
.0%
100.0%
7.0%
6.0%
4.9%
.0%
.0%
.0%
5.1%
119
81
78
4
34
14
330
36.1%
24.5%
23.6%
1.2%
10.3%
4.2%
100.0%
93.0%
69.2%
76.5%
50.0%
100.0%
70.0%
80.7%
Beban Max
% within Kategori
Rumah Pangsa
1001Kg1225Kg
Count
% within Julat
Beban Max
% within Kategori
Rumah Pangsa
Total
Count
% within Julat
128
117
102
8
34
20
409
31.3%
28.6%
24.9%
2.0%
8.3%
4.9%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
100.0%
Beban Max
% within Kategori
Rumah Pangsa
!
Jadual 1: Beban Maksima Lif di Rumah Pangsa
4
Original Article
Rajah 8: Perbandingan Penumpang Maksima Lif di Rumah
Pangsa
Jadual 7: Perbandingan Beban Maksima Lif di Rumah
Pangsa
2.1.4.Kapasiti Penumpang Maksima Lif
Rekabentuk kapasiti penumpang di rumah
pangsa juga berbeza-beza dengan nilai minima
ialah 9 orang dan maksima 18 orang. Untuk
tujuan analisis, kapasiti penumpang ini
dibahagikan kepada tiga kategori iaitu 9-11
penumpang, 12-14 penumpang dan 15-18
penumpang.
‘Trend’ yang sama seperti beban maksima
didapati daripada data yang diperolehi.lif
bagi kategori pertama di dapati popular dipasang
di rumah pangsa kos rendah, kos sederhana
dan perumahan awam. Sepertimana beban
maksima ianya disebabkan oleh faktor kos dan
rekabentuk rumah pangsa era PPR.
Kategori kedua (12-14 penumpang) banyak
dipasang di perumahan awam dan sebahagian di
rumah pangsa PPR. Perumahan awam mengguna
pakai konsep bina dan jual. Bagi memastikan
harga rumah di dalam had yang ditetapkan,
kategori ini menjadi pilihan bagi perumahan
awam untuk memberikan keselesaan kepada
penumpang.
Kategori ketiga yang boleh memuatkan sehingga
18 penumpang. Kebanyakkan rumah pangsa
moden yang dibina mempunyai ketinggian di
antara 14 -18 tingkat yang menyebabkan bilangan
keluarga dan ahli keluarga yang tinggal di satusatu blok adalah tinggi. Oleh itu rumah pangsa
jenis ini memerlukan lif yang boleh membawa
lebih ramai penumpang dalam satu-satu masa.
Rajah 8 menunjukkan perbandingan penumpang
maksima lif dirumah-rumah pangsa.
2.1.5.Kekerapan ‘Breakdown’
Data ‘breakdown’ yang dikumpul sepanjang
operasi dijalankan menunjukkan julat yang besar
dengan nilai minimum adalah 0 dan maksimum
50 kali. Bagi tujuan analisa kekerapan
‘breakdown’ di kategorikan di dalam 5 julat
yang berbeza iaitu 0-10 kali, 11-20 kali, 21-30
kali, 31-40 kali dan 41-50 kali. Rajah 9
menunjukan 82% lif mengalami breakdown
dalam julat pertama iaitu kurang dari 10 kali
sementara 12% lagi diantara 10-20 kali.
Selebihnya 6% mengalami breakdown lebih
daripada 20 kali merupakan lif-lif yang
bermasalah.
Rajah 9: Kekerapan ‘Breakdown’
5
Rajah 10 menunjukkan perbandingan masalah
‘breakdown’ bagi setiap syarikat. Jelas
menunjukan syarikat yang bermasalah di dalam
menjalankan pemeriksaan 2nd shedule dan
penyenggaraan akan mengalami masalah
‘breakdown’ yang melebihi 10 kali bagi
sebahagian lif yang dibawah kontrak mereka.
Rajah 12: Perbandingan Baikpulih Lif di antara Syarikat Lif
Rajah 10: Perbandingan Kekerapan Breakdown di antara
Syarikat Lif
2.2.Analisa Elemen Pengurusan
Analisa elemen pengurusan bertujuan melihat
pematuhan kepada keperluan Peraturan. Ianya
merangkumi tiga sub-elemen;
2.1.6.Kekerapan ‘Repair’
Julat bagi baikpulih lif juga agak besar di antara 0
hingga 20 kali. Lima kategori diwujudkan bagi
tujuan analisa iaitu 0-5 kali, 6-10 kali, 11-15 kali,
16-20 kali dan lebih dari 20 kali. 74% lif
dibaikpulih 0-5 kali sementara 17% lagi 6-10
kali. Selebihnya 9% dibaikpulih melebihi 10 kali
sepertimana ditunjukkan di dalam rajah 11.
2.2.1.Kontrak lif
Merujuk kepada senarai semak, kontrak lif
merupakan sub-elemen pertama di dalam elemen
pengurusan. Data yang diperolehi menunjukkan
92% lif yang diperiksa mematuhi keperluan
Peraturan yang ditetapkan. 10 unit lif (2%)
daripada lif yang diperiksa didapati telah luput
tempoh kontrak di dalam masa sebulan sementara
21 unit (5%) lagi lif luput tempoh kontrak
melebihi 3 bulan. Rajah 13 menunjukkan taburan
pematuhan pemunya lif kepada syarat kontrak.
Rajah 12 pula menunjukkan perbandingan
baikpulih lif di antara syarikat lif. Syarikat yang
bermasalah
di
dalam
menyempurnakan
pemeriksaan 2nd schedule dan penyenggaraan di
dapati menjalankan kerja baikpulih yang lebih
kerap.
Rajah 11: Kekerapan Baikpulih
Rajah 13: Pematuhan Lif kepada Keperluan Kontrak
6
Original Article
Rajah 16 menunjukkan beberapa syarikat lif begitu ketara
gagal mematuhi keperluan pemeriksaan 2nd schedule. Syarikat
Potensi Terus misalnya gagal menjalankan pemeriksaan pada
kesemua lif dibawah senggaraannya sementara Dover, Eita
dan Sigma juga menunjukkan prestasi yang lemah di dalam
pematuhan kepada keperluan ini. Namun beberapa syarikat
seperti Newwin, SML dan Fujitech menunjukkan prestasi
yang baik dengan menjalankan pemeriksaan di kesemua lif
dibawah seliaan mereka dengan sempurna.
Rajah 14 menunjukkan taburan pematuhan syarat kontrak di
antara syarikat lif. Empat syarikat lif telah dikenalpasti gagal
mengadakan kontrak dengan pemunya secara berterusan dan
menimbulkan ‘gap’. Salah satu sebab kepada masalah ini
ialah perbincangan dan persetujuan mengenai terma-terma
kontrak yang mengambil masa di antara dua pihak.
Jika dilihat perbandingan prestasi pemeriksaan di antara
MALEA dan Non-MALEA seperti yang ditunjukkan oleh
Rajah 17, jelas menunujukan syarikat lif yang bernaung
dibawah persatuan MALEA lebih bertanggungjawab di
dalam melaksanakan pemeriksaan 2nd schedule.
Rajah 14: Pematuhan Kontrak oleh Syarikat Lif
2.2.2.Pemeriksaan 2nd Schedule
Peraturan Lif memerlukan setiap lif diperiksa
oleh orang kompetan setiap tiga bulan. Salah satu
tujuan operasi lif di adakan ialah untuk melihat
sejauh mana syarikat lif mematuhi kehendak
Peraturan.
Rajah 16: Prestasi Pemeriksaan 2nd Schedule di antara
Syarikat Lif
Analisa data operasi seperti yang ditunjukkan
di dalam rajah 15 menunjukkan 84 unit lif atau
21% tidak dibuat pemeriksaan 2nd schedule, 18
unit (4%) hanya sekali, 14 unit (3%) sebanyak
dua kali, 85 unit (21%) lif sebanyak 3 kali dan
hanya 208 unit lif (51%) yang berjaya melakukan
pemeriksaan 2nd schedule sebanyak empat kali
setahun seperti yang dikehendaki oleh
Peraturan.
Rajah 17: Prestasi Pemeriksaan 2nd Schedule di antara
MALEA dan Non-MALEA
Rajah 18 menunjukkan purata lif bagi setiap orang kompetan
di syarikat lif yang terlibat di dalam operasi. Keputusan yang
diperolehi menunjukkan syarikat yang mempunyai purata
lif bagi setiap orang kompetan yang tinggi akan mempunyai
masalah di dalam melaksanakan pemeriksaan mengikut
kehendak Peraturan.
Rajah 15: Pematuhan kepada Pemeriksaan 2nd Schedule
7
Rajah 21 menunjukkan perbandingan prestasi
penyenggraan di antara syarikat lif yang bernaung
di bawah MALEA dengan syatrikat yang bukan
ahli MALEA. Terdapat sedikit perbezaan dimana
MALEA adalah lebih bertanggungjawab di
dalam menjalankan tangunggjawab memenuhi
peruntukan Peraturan.
Rajah 18: Perbandingan Purata Bilangan Lif bagi Setiap
OYK di Syarikat Lif
2.2.3.Penyenggaraan
Selain daripada pemeriksaan 2nd schedule,
Peraturan lif juga memerlukan setiap lif
disenggara sekali setiap bulan dan dilakukan oleh
juruteknik yang digaji dan dilatih oleh syarikat
lif.
Rajah 20: Prestasi Penyenggaraan Lif di antara Syarikat Lif
Analisa dan keputusan di rajah 19 menunjukkan
prestasi penyenggaraan adalah lebih baik
daripada pemeriksaan 2nd schedule. 309 unit lif
atau 76% lif yang terlibat di dalam operasi telah
disenggara secara sempurna iaitu sebanyak 12
kali setahun sementara 64 unit lagi (16%)
hanya disenggara sebanyak 9 kali dan selebihnya
36 unit lif dijalankan senggaraan kurang daripada
6 kali.
Rajah 21: Prestasi Penyenggaraan Lif di antara MALEA
dan Non-MALEA
2.3.Analisa Elemen Keperluan Am
Keperluan am merupakan elemen kedua di dalam
senarai semak yang dibangunkan. Ia mempunyai
empat elemen;
2.3.1.Bilik jentera
Bilik jentera merupakan salah satu elemen penting
bagi lif. Senarai semak yang dibangunkan
memperuntukkan 7 sub-elemen bagi bilik jentera.
Bilik jentera di anggap cemerlang (skor A)
jika kesemua sub-elemen yang diperiksa di dalam
operasi berkeadaan memuaskan. Skor B jika
mana-mana satu sub-elemen tidak dipatuhi,
skor C jika mana-mana dua elemen tidak dipatuhi,
Rajah 19: Prestasi Penyenggaraan Lif
7 syarikat lif daripada 13 yang terlibat di dalam
operasi gagal menjalankan penyenggraan yang
lengkap sementara 6 syarikat lagi mematuhi
keperluan
penyenggaraan
100%
seperti
ditunjukkan di dalam rajah 20.
8
Original Article
skor D jika mana-mana tiga sub-elemen tidak
dipatuhi dan skor E jika lebih daripada tiga subelemen tidak dipatuhi. Rajah 22 menggambarkan
senario bilik jentera bagi lif yang terlibat di dalam
operasi.
2.3.3.
Rajah 22: Skor bagi Bilik Jentera
masalah dan 128 unit lagi (31%) hanya bermasalah
di
dalam
salah
satu
sub-elemen.
Walaubagaimanapun 32% lagi lif yang diperiksa
di dapati mempunyai sekurang-kurangnya 2 subelemen yang berada di dalam keadaan tidak
memuaskan.
Lift Pit
Sub-elemen ini menunjukkan 91% unit
lif berada di dalam keadaan yang baik.
Peratusan yang tinggi ini adalah disebabkan
orang awam tidak ada akses untuk
memasukinya menyebabkannya masalah
vandalism adalah minima. Lif-lif yang
berada di dalam keadaan tidak memuaskan
iaitu sebanyak 9% adalah disebabkan
kegagalan mematuhi pemeriksaan berjadual
yang menyebabkan timbulnya masalah ‘wear
& tear’.
Secara keseluruhannya 56% bilik jentera yang
diperiksa berada di dalam keadaan baik dengan
hanya sekurang-kurangnya hanya satu subelemen tidak dipatuhi. Di dalam operasi ini di
dapati 24 unit yang dipasang tidak mempunyai
bilik jentera.
2.3.2.Lift Car
Elemen kedua yang dilihat semasa operasi
keselamatan lif dijalankan ialah keadaan ‘lift
car’. Kriteria yang sama seperti bilik jentera
digunakan bagi menentukan skor bagi elemen
ini. Rajah 23 menunjukkan keputusan yang
diperolehi.
Rajah 24: Skor bagi ‘Lift Pit’
2.3.4.
Car Top & Lift Shaft
Sepertimana juga sub-elemen ‘lift pit’, subelemen ‘Car Top & Lift Shaft’ juga tidak
mempunyai akses untuk orang awam
menyebabkannya tidak terdedah kepada
masalah vandalism. 94% daripada lif yang
diperiksa berada di dalam keadaan baik.
Rajah 23: Skor bagi ‘Lift Car’
Secara amnya majoriti ‘lift car’ bagi lif yang
diperiksa berada di dalam keadaan baik dengan
152 unit (37%) tidak mempunyai sebarang
Rajah 25: Skor bagi ‘Car Top & Lift Shaft’
9
2.4.Komponen Keselamatan
Komponen keselamatan merupakan elemen ketiga di
dalam senarai semak. Ianya merupakan komponen komponen keselamatan yang tidak boleh gagal di
dalam mana-mana lif. Kriteria skornya adalah A jika
berada di dalam keadaan baik semasa pemeriksaan
dan E jika sebaliknya.
2.4.1.
unit lif (5%) di dapati mempunyai masalah
dari segi kualiti dan keadaan semasa yang
tidak memuaskan.
Brakes
Kebanyakkan lif yang diperiksa tidak
menghadapi masalah brakes. Hanya 9 unit lif
didapati brakes perlu diganti.
Rajah 28: Skor bagi ‘Buffer’
2.4.4.
Rajah 26: Skor bagi ‘Brakes’
2.4.2.
Landing Door
Sebanyak 383 unit lif atau 94% lif yang
diperiksa di dapati berada dalam keadaan
memuaskan. Selebihnya sebanyak 26 unit lif
(6%) lagi berada di dalam keadaan
sebaliknya.
Safety Gear
Komponen keselamatan ‘safety gear’
sebenarnya sukar untuk diperiksa oleh
kerana kedudukannya. Kaedah terbaik untuk
memastikan keadaannya ialah melalui ujian.
Ujian tidak dijalankan ke atas komponen
ini semasa operasi. Pemeriksaan hanyalah
melibatkan pemerhatian visual. Didapati
99% lif yang diperiksa berada dalam keadaan
memuaskan.
Rajah 29: Skor bagi ‘Safety Gear’
2.4.5.
Rajah 27: Skor bagi ‘Landing Door’
2.4.3.
Buffer
Komponen keselamatan ‘Buffer’ juga secara
keseluruhannya berada di dalam keadaan
yang disenggara dengan sempurna. Hanya 21
10
Governor
Komponen keselamatan ‘governor’ juga
menunjukkan aliran yang serupa dengan
lain-lain komponen keselamatan. Majoriti
lif yang diperiksa menunjukkan komponen
ini berada dalam keadaan baik dengan 396
unit (97%) di dapati memuaskan dan 13 unit
lagi (3%) bermasalah.
Original Article
Rajah 32 menunjukkan skor elemen pengurusan bagi lif yang
terlibat di dalam operasi. Keseluruhannya sebanyak 194 unit
lif (47%) di dapati cemerlang di dalam aspek pengurusan di
mana mematuhi segala keperluan Peraturan yang telah di
tetapkan. Selebihnya 116 unit dikategorikan sebagai B, 64
unit sebagai C, 28 unit sebagai D dan 7 unit lagi sebagai E.
Rajah 30: Skor bagi ‘Governor’
2.4.6.
Wire rope
Sub-elemen terakhir dibawah elemen
komponen keselamatan ialah ‘wire rope’.
96% Lif di dapati berkeadaan baik dan 4%
lagi bermasalah.
Rajah 32: Skor Elemen Pengurusan
3.2.Purata Elemen Keperluan Am
Nilai Skor bagi elemen keperluan am ditakrifkan
sebagai;
[Bilik Jentera + Lift Car + Lift Pit + Car Top]
GRMEAN = -------------------------------------------------------
4
Rajah 31: Skor bagi ‘Wire Rope’
Rajah 33 menunjukkan skor elemen pengurusan am
di mana hanya 30 unit lif (7%) sahaja yang didapati
berada dalam keadaan yang cemerlang dari segi
keselamatan. Majoriti lif yang diperiksa mendapat
skor B iaitu sebanyak 262 unit (64%) selebihnya 108
unit (26%) mendapat skor C, 6 unit (1%) skor D dan
3 unit lagi skor E.
3. Analisa Skor Keseluruhan Lif
Bagi mendapatkan skor keseluruhan, analisa kualitatif
dijalankan di mana grade yang diperolehi oleh setiap
elemen di beri nilai di mana skor A=5, B=4, C=3, D=2
dan E=1 dan N/A=0.
3.1.Skor Pengurusan
Nilai Skor bagi elemen pengurusan ditakrifkan
sebagai;
[ Kontrak + 2nd Schedule + Maintenance ]
MGMEAN= --------------------------------------------------------
3
Rajah 33: Skor Elemen Keperluan Am
11
3.3.Purata Elemen Keperluan Komponen
Keselamatan
Nilai Skor bagi elemen komponen keselamatan
ditakrifkan sebagai;
[Brakes + Landing Door + Buffer + Safety Gear
+ Governor + Wire Rope]
SCMEAN = --------------------------------------------------------
6
Rajah 34 menunjukkan skor elemen komponen
keselamatan di mana di dapati majoriti lif yang
diperiksa mempunyai kualiti komponen yang
cemerlang iaitu sebanyak 352 unit lif atau (86%). 11
unit lagi mendapat skor B, 1 unit skor C dan 1 unit
skor E.
Rajah 35: Skor Keseluruhan Keselamatan Lif
4. Keselamatan Lif di antara Rumah Pangsa
Rajah 34: Skor Elemen Komponen Keselamatan
3.4.Skor Keseluruhan
Skor keseluruhan bagi lif yang terlibat di dalam
operasi ini merupakan purata skor kepada elemen
pengurusan, elemen keperluan am dan elemen
komponen keselamatan. Ia ditakrifkan sebagai;
Analisa descriptive telah dijalankan ke atas data yang
diperolehi menggunakan kaedah ‘compare means’ untuk
melihat perbezaan keselamatan lif di antara rumah pangsa.
Jadual 2 menunjukkan keputusan analisa yang
diperolehi;
Keputusan menunjukkan ‘mean’ keseluruhan bagi overall
score adalah 4.4380 dengan nilai paling rendah adalah
3.6632 iaitu skor yang diperolehi oleh perumahan
ATM dan tertinggi adalah 4.6306 skor yang diperolehi
oleh perumahan awam. Mean bagi kuarters ATM dan JMB
kos rendah berada di bawah mean keseluruhan sementara
selebihnya lebih tinggi daripada mean keseluruhan. Secara
amnya boleh disimpulkan lif yang berada di Perumahan
Awam dijaga paling baik dan sebaliknya lif yang berada
di kuarters ATM berada di dalam keadaan paling teruk.
Perbezaan mean di antara kategori boleh dilihat dengan
lebih jelas menerusi rajah 36.
Kategori Rumah
Skor
Keseluruhan
[ MGMTMEAN + GRMEAN + SCMEAN ]
=--------------------------------------------------3
Pangsa
Analisa menunujukkan hanya 11 unit lif (3%)
daripada 409 unit lif yang diperiksa di dapati
memenuhi kehendak Peraturan dari segi keselamatan.
Majoriti lift sebanyak 351 unit (86%) berada dalam
keadaan baik tetapi masih ada kecacatan yang
sepatutnya boleh diperbaiki, 42 unit lagi (10%) adalah
sederhana sementara 13 unit lagi berada dalam
keadaan yang teruk yang boleh membahayakan
keselamatan pengguna.
Mean
Std.
Deviation
Minimum Maximum Variance
PPR
4.4160
.40339
2.39
5.00
.163
JMB Kos Rendah
4.3618
.69896
1.08
5.00
.489
JMB Kos
4.5351
.28705
3.83
4.92
.082
Kuarters ATM
3.6632
.13804
3.44
3.75
.019
Kuarters Putrajaya
4.5605
.30769
3.83
4.92
.095
Perumahan Awam
4.6306
.10705
4.44
5.00
.011
Total
4.4380
.48732
1.08
5.00
.237
Sederhana
Jadual 2: ‘Means’ di antara Rumah Pangsa
12
Original Article
MGMEAN
Status Penyenggaraan
1
GRMEAN
SCMEAN
SCORE1
Kerajaan
4.2860
4.1842
4.8281
4.4327
Swasta
4.4033
4.0582
4.8661
4.4425
Total
4.3488
4.1167
4.8484
4.4380
Jadual 3: ‘Mean’ di antara Lif yang diuruskan oleh Kerjaan
dan Swasta
Rajah 36: Graf ‘Box-Plot’ untuk Kategori Rumah Pangsa
5. Keselamatan lif di antara rumah pangsa yang
uruskan oleh kerajaan dan swasta
Sementara rajah 37 menunjukkan perbezaan ‘mean’ di
antara keduanya secara grafik. Jadual 4 adalah keputusan
‘Independent Samples t-test’ untuk membandingkan
‘means’ di antara kerajaan dan swasta. P-value = 0.073
> 0.05, ‘equal variances assumed’ perlu dirujuk dan
didapati nilai  = 0.42 > 0.05. Ertinya perbezaan ‘means’
di antara kerajaan dan swasta
adalah tidak
‘significance’.
Analisa descriptive juga dijalankan bagi melihat
perbezaan di antara rumah pangsa di bawah pengurusan
kerajaan dan swasta. Jadual 3 menunjukkan ‘mean’ bagi
lif di bawah pengurusan pihak swasta sedikit lebih baik
berbanding kerajaan dengan nilai ‘mean’ adalah 4.4425
berbanding 4.4327 bagi lif yang diuruskan oleh pihak
kerajaan.
Rajah 37: Graf Box-Plot untuk lif di bawah Pengurusan
Kerajaan dan Swasta
Independent Samples Test
Levene's Test for Equality of
Variances
t-test for Equality of Means
95% Confidence Interval of
the Difference
F
SCORE1 Equal variances
Sig.
3.234
t
.073
df
-.202
Sig. (2-
Mean
Std. Error
tailed)
Difference
Difference
Lower
Upper
407
.840
-.00979
.04837
-.10488
.08530
-.207 394.722
.836
-.00979
.04731
-.10280
.08321
assumed
Equal variances not
assumed
Jadual 4: Independent Samples Test (Kerajaan vs Swasta)
13
6. Keselamatan lif di antara syarikat lif
Analisa descriptive turut dijalankan ke atas syarikat lif
yang terlibat bagi melihat kualiti lif dari segi keselamatan
di bawah senggaraan mereka. Keputusan ditunjukkan di
dalam jadual 5 dan rajah 37;
Std. Deviation Minimum Maximum Variance
Analisa juga di buat untuk melihat perbezaan di antara
MALEA dan Non-MALEA seperti ditunjukkan oleh
rajah 38. Daripada rajah tidak dapat dinafikan means bagi
MALEA adalah sedikit lebih tinggi jika dibandingkan
dengan Non-MALEA menunjukkan perkhidmatan yang
disediakan oleh ahli gabungan MALEA sedikit lebih baik
dibandingkan dengan Non-MALEA.
Syarikat Lif
Mean
MS Elevator
4.4090
.53611
3.36
5.00
.287
Kone
4.6132
.33063
3.50
5.00
.109
Otis
3.8034
.77467
1.56
4.47
.600
Jadual 6 menunjukkan dengan lebih terperinci perbezaan
Royden
4.8457
.09000
4.67
4.92
.008
bagi elemen-elemen yang dikaji serta ‘score keseluruhan
Hitachi
4.1736
.11198
4.08
4.33
.013
di antara MALEA dan Non-MALEA.
Dover
4.4798
.34103
3.64
5.00
.116
Fujitech
4.8542
.03858
4.83
4.92
.001
Antah Schindler
4.6717
.24462
3.17
5.00
.060
EITA
4.3777
.37652
3.44
4.92
.142
Potensi Terus
4.1609
.10691
3.81
4.28
.011
Newwin
4.5682
.03290
4.50
4.58
.001
Sigma
3.9798
.94909
1.08
4.81
.901
SML
4.8417
.06149
4.75
4.92
.004
Total
4.4380
.48732
1.08
5.00
.237
Jadual 5: Mean di antara Syarikat Lif
Jadual 5 menunjukkan ‘mean’ keseluruhan adalah 4.4380
dengan nilai paling rendah ialah 3.8034 iaitu Otis
dan paling tinggi ialah 4.8542 iaitu Fujitech. Dengan
itu dapat disimpulkan Fujitech memberikan perkhidmatan
terbaik penyenggaraan lif dan sebaliknya otis memberikan
perkhidmatan yang paling tidak memuaskan. 8 syarikat
memberikan perkhidmatan melebihi mean keseluruhan
sementara 5 syarikat lagi iaitu EITA, Otis, Potensi Terus,
Hitachi, MS Elevator dan Sigma memberikan
perkhidmatan di bawah mean keseluruhan.
Rajah 39: Graf ‘Box-Plot’ antara MALEA & NON-MALEA
Persatuan Lif
SCMEAN
GRMEAN
MGMTMEAN
SCORE
MALEA
4.7500
4.0742
4.5556
4.4599
NON-MALEA
4.9355
4.1544
4.0799
4.3899
Total
4.8484
4.1167
4.3032
4.4228
Jadual 6: ‘Mean’ di antara MALEA & NON-MALEA
Jadual 7 adalah keputusan ‘Independent Samples t-test’ untuk
membandingkan ‘means’ di antara MALEA & Non-MALEA.
P-value = 0.01< 0.05, ‘equal variances not assumed’ perlu
dirujuk dan didapati nilai  > 0.05. Ertinya perbezaan
‘means’ di antara MALEA & Non-MALEA adalah tidak
‘significance’.
Rajah 38: Graf ‘Box-Plot’ untuk Syarikat Lif
14
Original Article
Levene's Test for Equality of
Variances
95% Confidence Interval of the
Difference
Std. Error
F
SCORE Equal variances assumed
Sig.
6.655
t
.010
Equal variances not assumed
df
Sig. (2-tailed) Mean Difference
Difference
Lower
Upper
1.446
407
.149
.07001
.04843
-.02520
.16522
1.401
293.400
.162
.07001
.04999
-.02837
.16840
Jadual 7: Independent Samples Test (MALEA VS NON-MALEA)
7. Keselamatan lif bagi Rumah Pangsa yang dilengkapi CCTV
Analisa juga dijalankan bagi membandingkan perbezaan
‘means’ bagi rumah pangsa yang dilengkapi dengan CCTV
dan yang tidak dilengkapi CCTV. Jadual 8 menunjukkan
rumah pangsa yang dilengkapi CCTV mempunyai nilai
‘score’ yang lebih tinggi. Secara amnya boleh disimpulkan
rumah pangsa yang dilengkapi CCTV adalah lebih
selamat.
CCTV
SCMEAN
GRMEAN
MGMTMEAN
SCORE
Ada
4.8353
4.2412
4.3647
4.4804
Tiada
4.8519
4.0841
4.2870
4.4077
Total
4.8484
4.1167
4.3032
4.4228
assumed’ adalah 0.119 di mana adalah lebih besar daripada
0.05. oleh itu dapat disimpulkan walaupun ‘mean’ rumah
pangsa yang dilengkapi CCTV lebih tinggi tetapi ianya
tidak ‘significance’. Pemasangan CCTV di rumah pangsa
tidak memberi kesan ketara kepada keselamatan di rumah
pangsa.
8. Keselamatan lif yang sedang beroperasi dan
tidak beroperasi
Analisa juga dijalankan bagi membandingkan perbezaan
‘means’ bagi lif yang beroperasi dengan lif yang gagal
beroperasi. Jadual 10 menunjukkan ‘mean’ bagi lif
yang sedang beroperasi jauh lebih tinggi jika dibandingkan
dengan ‘mean’ bagi lif yang gagal beroperasi. Perbezaan
ini digambarkan dengan lebih jelas di dalam rajah 39.
Jadual 8: ‘Mean’ bagi CCTV
Jadual 9 merupakan keputusan ujian ‘Independent
Samples t-test’ bagi CCTV. P-value ialah 0.022 di mana
adalah lebih kecil daripada nilai =0.05 (P-value = 0.01<
0.05). Nilai  pada ruangan ‘equal variances not
Independent Samples Test (cctv)
Independent Samples Test (CCTV)
Levene's Test for
Equality of Variances
95% Confidence Interval of
the Difference
F
SCORE1
Equal variances assumed
Equal variances not
5.276
Sig.
.022
t
df
Sig. (2-tailed)
Mean
Std. Error
Difference
Difference
Lower
Upper
.901
407
.368
.05352
.05940
-.06325
.17029
1.183
214.893
.238
.05352
.04526
-.03568
.14273
assumed
Jadual 9: Independent Samples Test (CCTV)
15
9. Kesimpulan
Status Lif
SCMEAN GRMEAN MGMTMEAN
SCORE
Beroperasi
4.9120
4.1491
4.3308
4.4640
Tidak Beroperasi
3.1778
3.2667
3.5778
3.3407
Total
4.8484
4.1167
4.3032
4.4228
Beberapa kesimpulan dapat dibuat hasil daripada analisa
ke atas audit keselamatan yang telah dijalankan;
9.1.Beban orang kompetan (CP) di dapati berbeza di
antara syarikat lif. Beban di kira sebagai purata
bilangan lif yang perlu disenggara oleh CP setiap
tahun. Beban paling minima ialah 201 unit lif yang
perlu diperiksa oleh CP yang bekerja di syarikat
Potensi Terus sementara paling maksima ialah 589
unit lif yang perlu diperiksa oleh CP yang bekerja di
syarikat Otis. Kemampuan CP membuat pemeriksaan
lif bagi yang mempunyai beban yang tinggi boleh
dipersoalkan.
Jadual 10: ‘Mean’ bagi Status Lif
9.2.Peratusan lif yang gagal beroperasi adalah kecil
(15 unit atau 4%) tetapi memberi impak yang besar
kepada reputasi keselamatan lif di rumah pangsa
kos rendah. Oleh itu kerosakan lif di rumah
pangsa perlu dipandang berat oleh pelbagai pihak
yang berkepentingan. Peratusan yang kecil ini
sebenarnya menggambarkan masalah kerosakan lif
di rumah pangsa adalah satu masalah yang serius.
Rajah 40: Graf Box-Plot untuk Status Lif
9.3.Pemasangan CCTV mendapat sambutan dirumah
pangsa kos sederhana (10% lif dipasang dengan
CCTV). Ujian ‘mean’ menunjukkan terdapat
perbezaan di antara rumah pangsa yang dipasang
dengan CCTV dan rumah pangsa yang tidak
dipasang CCTV. ‘Mean’ bagi rumah pangsa yang
dipasang CCTV adalah lebih tinggi skornya
berbanding dengan rumah pangsa yang tidak
dipasang dengan CCTV. Secara amnya boleh
dianggap kualiti lif yang dipasang dengan CCTV
adalah lebih baik tetapi ujian ‘Independent Samples
t-test’’ yang dijalankan menunjukkan perbezaan
Jadual 11 merupakan keputusan ujian ‘Independent Samples
t-test’ bagi status lif. P-value ialah 0.00 di mana adalah lebih
kecil daripada nilai =0.05 (P-value = 0.00< 0.05). Nilai 
pada ruangan ‘equal variances not assumed’ adalah 0.015
di mana adalah lebih kecil daripada 0.05. oleh itu dapat
disimpulkan perbezaan ‘mean’ di antara lif yang beroperasi
dengan lif yang tidak beroperasi adalah ‘significance’. Oleh
itu dapat disimpulkan keselamatan lif bagi lif yang sedang
beroperasi adalah lebih selamat dibandingkan dengan lif
yang tidak beroperasi.
Independent
Samples
Test (Status)
Independent
Samples
Test (Status)
Levene's Test for
Equality of Variances
95% Confidence Interval of the
Difference
F
SCORE1 Equal variances assumed
Equal variances not
101.868
Sig.
.000
t
df
Sig.
Mean
Std. Error
(2-tailed)
Difference
Difference
Lower
Upper
9.881
407
.000
1.13903
.11527
.91242
1.36563
3.539
14.099
.003
1.13903
.32181
.44926
1.82879
assumed
Jadual 11: Independent Samples Test (Status Lif)
16
Original Article
‘mean’ di antara keduanya adalah tidak ‘significance’.
Penggunaan CCTV tidak memberi impak yang besar
ke atas tahap keselamatan lif di rumah pangsa.
9.4.Dua faktor utama menentukan rekabentuk beban
maksima lif dirumah pangsa kos rendah. Faktor
pertama ialah kos dan keduanya disebabkan oleh
peredaran masa yang mementingkan keselesaan
pengguna.
baik. 92% lif yang diperiksa di dapati mempunyai
kontrak yang sah. Hanya 5% lif yang diperiksa di
dapati gagal mengadakan kontrak sementara 2% lagi
masih di dalam proses perbincangan untuk
persetujuan terma kontrak.
9.10.Pemeriksaan 2nd schedule. Hanya 51% lif yang
mematuhi keperluan pemeriksaan ini iaitu empat kali
setahun. 84 unit lif (21%) di dapati langsung tidak
dijalankan pemeriksaan ini. Syarikat lif di mana
beban CP yang tinggi didapati gagal menjalankan
pemeriksaan ini dengan sempurna. Kajian
juga menunjukkan syarikat lif di bawah MALEA lebih
bertanggungjawab
di
dalam
melaksanakan
tanggungjawab sebagai penyenggara lif yang
mempunyai kontrak dengan pemilik lif.
9.5.Faktor kos dan peredaran masa juga merupakan
faktor penentu kepada rekabentuk penumpang
maksima lif yang dipasang di rumah pangsa kos
rendah.
9.6.Lif yang dipasang di rumah pangsa kos rendah
direkabentuk untuk pelbagai kegunaan. Lif
digunakan untuk mengangkut penumpang dan juga
barang-barang termasuk perabot. Kajian menunjukkan
tiada satu pun rumah pangsa kos rendah yang
dipasang dengan lif yang diasingkan di antara
lif penumpang dan lif barang. Faktor ini juga
merupakan penyumbang kepada isu vandalism.
9.11.Peraturan lif memerlukan lif disenggara oleh
juruteknik daripada syarikat lif sekali setiap bulan.
76% lif di dapati memenuhi keperluan ini di mana
telah disenggara sebanyak 12 kali setahun. Peratusan
yang lebih tinggi daripada pemeriksaan 2nd shedule
disebabkan oleh aktiviti ini tidak perlu dilakukan
oleh CP. Ianya boleh dilakukan oleh juruteknik yang
terlatih. Namun 31 unit lif (8%) di dapati gagal
mengadakan sebarang aktiviti penyenggaraan.
Prestasi syarikat yang bernaung di bawah MALEA di
dapati lebih baik dibandingkan dengan syarikat lain.
9.7.Kajian menunjukkan majoriti lif (82%) mempunyai
kekerapan ‘breakdown’ di bawah 10 kali setahun
sementara selebihnya melebihi 10 kali (18%) setahun.
Masalah ‘breakdown’ di rumah pangsa secara
puratanya masih lagi di bawah kawalan dan boleh
diterima
dengan
mengambilkira
kekerapan
pengoperasian lif di rumah pangsa yang sentiasa
digunakan 24 jam sehari. Walaubagaimanapun
di dapati syarikat lif dengan CP yang mempunyai
beban yang tinggi di dapati lebih bermasalah di mana
lif di bawah senggaraan syarikat ini mempunyai
kekerapan ‘breakdown’ yang lebih tinggi.
9.12.Sub-elemen bilik jentera yang diperiksa melihat
kepada tujuh sub-elemen. Lif yang mempunyai skor
A & B di anggap berada di dalam keadaan baik bagi
elemen ini. Hanya 62% lif di dapati mempunyai
bilik jentera yang dianggap berada di dalam keadaan
baik selebihnya 38% lagi di dapati tidak memuaskan.
Faktor penyebab kepada kegagalan sub-elemen
di bilik jentera merupakan kombinasi kegagalan
syarikat lif menjalankan tanggungjawab dan juga
isu vandalisme. Walaupun bilik jentera sentiasa
sentiasa terkunci, masih terdapat bukti di mana bilik
jentera dipecah masuk dan juga persekitaran bilik
jentera disalah guna untuk tujuan lain.
9.8.Kajian turut menunjukkan 91% atau 373 unit lif
pernah dibaiki kurang daripada 10 kali kekerapan.
Selebihnya 9% (36 unit) mempunyai kekerapan
dibaiki melebihi 10 kali. Lif-lif yang dibaiki lebih
daripada 10 kali ini merupakan lif yang bermasalah
yang mengundang rungutan orang ramai. Juga di
dapati lif yang disenggara oleh syarikat lif dengan CP
yang mempunyai beban yang tinggi memerlukan
kekerapan kerja pembaikan yang lebih tinggi. Ini
disebabkan beban yang tinggi menyebabkan
sesetangah lif gagal disenggara dengan sempurna
oleh CP yang menyebabkan kerosakan yang lebih
teruk dan berulang.
9.13.Sub-elemen ‘lift car’ mengandungi tujuh sub-elemen.
Kajian menunjukkan 68% lif yang diperiksa berada
di dalam keadaan baik manakala 32% lagi di dapati
tidak memuaskan. Penyebab utama kepada masalah
elemen ini adalah isu vandalisme. Elemen ini
terdedah kepada penggunaan orang awam pada
sepanjang masa yang terdiri daripada pelbagai
latarbelakang.
9.9.Kepatuhan pemilik lif mematuhi keperluan
perundangan iaitu perlu ada kontrak penyenggaraan
lif yang sah dengan syarikat lif yang diiktiraf adalah 9.14.Sub-elemen ‘lift pit’ yang mengandungi tujuh sub elemen di dapati jauh lebih baik dibandingkan dengan
17
dua elemen di atas. 91% daripadanya di dapati
berkeadaan baik. Elemen ini tidak terdedah kepada
isu vandalisme kerana orang awam tiada akses
kepadanya. Kegagalan mana-mana sub-elemen
jelas disumbangkan oleh kegagalan syarikat lif
menjalankan tanggungjawabnya.
merupakan yang tertinggi di antara tiga elemen yang
dikaji iaitu 86% daripadanya mendapat skor A.
9.20.Daripada ketiga-tiga elemen yang dikaji, di dapati
‘mean’ bagi keperluan am paling rendah nilainya.
Oleh kerana elemen keperluan am berkait rapat
dengan isu vandalisme dapat disimpulkan masalah
vandalisme merupakan isu utama yang menyumbang
kepada masalah keselamatan lif di rumah pangsa kos
rendah.
9.15.Sub-elemen ‘car top & lift shaft’ juga menunjukkan
peratusan yang tinggi bagi keadaan baik (94%
mendapat gred A & B) . Pengguna lif tiada akses untuk
masuk ke elemen ini. Oleh itu elemen ini terlindung
daripada isu vandalisme oleh pengguna yang tidak
bertanggungjawab.
9.21.Skor keseluruhan bagi lif yang terlibat di dalam
kajian ini merupakan purata skor tiga elemen utama
iaitu pengurusan, keperluan am dan komponen
keselamatan. Kajian mendapati daripada 409 unit lif
yang terlibat, hanya 11 unit lif (3%) yang mendapat
skor A iaitu lif yang berada di dalam keadaan baik dari
perspektif semua elemen yang dikaji. Majoriti lif
di rumah pangsa kos rendah berada di dalam gred
B iaitu sebanyak 86% (351 unit) dan selebihnya 47
unit lagi mendapat skor C,D & E yang menunjukkan
lif-lif ini mempunyai masalah-masalah yang perlu
diselesaikan.
9.16.Komponen keselamatan mengandungi enam elemen
yang berasingan iaitu brakes, governor, landing door,
wire rope, safety gear dan buffer. Secara
keseluruhannya kesemua elemen – elemen komponen
keselamatan bagi lif yang diperiksa di dapati berada
di dalam keadaan yang amat baik. Kesemua elemen
mendapat skor A melebihi 94%. Kedudukan elemen
komponen keselamatan lif yang terlindung daripada
akses kepada pengguna merupakan penyebab utama
kepada prestasi yang amat baik ini. Faktor yang lain
ialah fokus yang diberikan oleh syarikat penyenggara
ke atas komponen keselamatan semasa pemeriksaan
dijalankan turut menyumbang kepada statistik yang
baik ini.
9.22.Perbandingan ‘mean’ di antara kategori rumah
pangsa menunjukkan lif di perumahan awam adalah
yang terbaik dengan nilai ‘mean’ adalah 4.05 dan
yang paling teruk ialah lif yang dipasang di kuarters
ATM.
9.17.Elemen pengurusan yang dikaji merupakan gabungan
kepada sub elemen kontrak, pemeriksaan 2nd
schedule dan penyenggaraan yang perlu dilaksanakan
oleh pemilik lif melalui syarikat lif yang dilantik.
Hanya 47% lif mematuhi sepenuhnya keperluan
elemen pengurusan. Ini bermakna 53% peratus lagi
lif gagal melaksanakan sebahagian keperluan
Peraturan berkaitan penggunaan lif.
9.23.Perbandingan ‘mean’ di antara rumah pangsa di
bawah pengurusan kerajaan dengan swasta
menunjukkan terdapat perbezaan di antara keduannya
dengan rumah pangsa di bawah pengurusan
swasta adalah lebih baik dengan nilai ‘mean’
adalah 4.4425 dibandingkan dengan kerajaan iaitu
4.4327. Walaubagaimanapun perbezaan ‘mean’ di
antara keduannya adalah tidak ‘significance’. Ini
bermakna perbezaan yang wujud adalah tidak ketara
dan boleh disimpulkan secara statistiknya tiada
perbezaan yang wujud di antara lif yang disenggara
oleh Kerajaan dan Swasta
9.18.Elemen keperluan am merupakan purata bagi skor
sub-elemen bilik jentera, ‘lift car’, ‘lift pit’ dan ‘car
top & lift shaft’. 64% lif yang diperiksa di dapati
mempunyai skor A yang bermaksud kesemua sub elemen yang dikaji berada di dalam keadaan yang
memuaskan. 36 % lagi lif yang diperiksa di dapati
mempunyai sebahagian sub-elemen yang berada di
dalam keadaan tidak memuaskan. Elemen ini
berkaitan rapat dengan isu-isu vandalisme pada lif lif di rumah pangsa kos rendah. Oleh itu statistik 36%
lif yang mempunyai skor tidak memuaskan
menunjukkan masalah vandalisme masih lagi tinggi
di rumah pangsa kos rendah.
9.24.Perbandingan ‘mean’ di antara MALEA dan Non MALEA menunjukkan lif di bawah senggaraan
syarikat yang bernaung dengan MALEA adalah lebih
baik dengan nilai ‘mean’ adalah 4.4599 dibandingkan
dengan
non-MALEA
iaitu
4.3899.
Walaubagaimanapun perbezaan ‘mean’ di antara
keduannya adalah tidak ‘significance’. Ini bermakna
perbezaan yang wujud adalah tidak ketara dan boleh
disimpulkan secara statistiknya tiada perbezaan yang
wujud di antara lif yang disenggara oleh MALEA &
N0n-MALEA.
9.19.Elemen komponen keselamatan merupakan purata
bagi skor enam sub-elemen. Skor yang diperolehi
18
Original Article
9.25.Perbandingan ‘mean’ di antara lif yang dipasang
dengan CCTV dan lif yang tidak dipasang dengan
CCTV menunjukkan terdapat perbezaan di antara
keduannya dengan lif yang dilengkapi dengan
CCTV mempunyai nilai’mean’ yang lebih tinggi.
Walaubagaimanapun perbezaan ‘mean’ di antara
keduannya adalah tidak ‘significance’. Ini bermakna
perbezaan yang wujud adalah tidak ketara dan boleh
disimpulkan secara statistiknya tiada perbezaan yang
wujud di antara lif yang dilengkapi dengan CCTV
dan lif yang tidak dilengkapi dengan CCTV.
9.26.Perbandingan ‘mean’ di antara lif yang beroperasi
dengan lif yang tidak beroperasi menunjukkan
terdapat perbezaan di antara keduanya dengan lif
yang beroperasi mempunyai nilai ‘mean’ yang lebih
tinggi. Ujian yang dijalankan juga menunjukkan
perbezaan di antara keduannya adalah ‘significance’.
Ini bermakna perbezaan di antara keduannya adalah
ketara dan boleh disimpulkan secara statistiknya
terdapat perbezaan yang ketara di antara keduanya
dengan lif yang beroperasi adalah jauh lebih baik.
sebagai jurutera stim. Konsep yang sama
mungkin boleh dilaksanakan ke atas lif di mana
rekabentuk dan pemasangan diwajibkan oleh
firma kompetant manakala pemeriksaan tahunan
boleh dijalankan oleh mana-mana individu yang
layak sebagai CP dan tidak terikat dengan manamana firma kompetant. Langkah ini boleh
mewujudkan lebih ramai individu sebagai
CP tanpa terikat dengan mana-mana firma
kompetant dan seterusnya dapat mengurangkan
bayaran pemeriksaan oleh CP disebabkan
persaingan diantara CP akan mendorong kepada
penurunan caj perkhidmatan.
10.1.3.Mengkaji perlaksanaan pemeriksaan tahunan
lif di negara-negara yang sudah ‘establish’ seperti
Singapura, Hong Kong dan Australia dengan
mengambil mana-mana perlaksanaan yang baik
dan praktikal untuk dilaksanakan di Malaysia.
10.2.Isu peraturan lif – relevancy
Kajian turut menunjukkan pematuhan kepada
keperluan perundangan pemeriksaan lif yang
melibatkan tiga isu utama iaitu kontrak
penyenggaraan antara pemilik dengan firma
kompetant (7% lif yang diperiksa di dapati tidak
mempunyai kontrak) , pemeriksaan ‘2nd schedule’
(hanya 51% lif yang diperiksa didapati menjalankan
pemeriksaan 2nd schedule secara sempurna) dan
penyenggaraan bulanan gagal dipatuhi (Hanya 76%
lif yang diperiksa melakukan penyenggaraan
yang sempurna). Terdapat tiga faktor penyumbang
kepada kegagalan pematuhan;
10.Pelan Tindakan
10.1.Isu beban orang kompetan
Kajian
menunjukkan
masalah
menjalankan
pemeriksaan ‘2nd schedule’ secara sempurna yang
diwajibkan akan terjejas bila bilangan purata lif
bagi setiap orang kompetan (CP) terlalu tinggi.
Jabatan perlu melihat kembali polisi yang diamalkan
sekarang di mana tiada kawalan langsung bilangan
maksima yang mampu di selia oleh setiap CP.
Jabatan perlu memberi perhatian kepada cadangan cadangan berikut;
10.2.1.Kegagalan JKKP sendiri bertindak ke atas
ketidakpatuhan pemilik atau firma kompetant
yang gagal menjalankan tanggungjawab dan
tiada prosedur komprehensive bagi memastikan
setiap firma kompetan dan pemilik lif
menunaikan tanggungjawab. Setakat ini belum
ada rekod yang menunjukkan JKKP mengambil
tindakan undang-undang ke atas mana mana pemilik atau firma yang gagal mematuhi
keperluan perundangan.
10.1.1.Menghadkan bilangan lif yang perlu di selia
bagi setiap CP. Kajian perlu dijalankan bagi
menentukan bilangan ideal lif bagi setiap CP.
Contohnya katakan bilangan ideal lif bagi setiap
CP ialah 300 unit, Jika syarikat A ada 3 orang
CP, bilangan maksima lif yang boleh di selia oleh
syarikat A ialah 900 unit. Jika syarikat A mahu
mengambil kontrak lebih daripada 900 unit lif,
ia tiada pilihan selain daripada mengambil
inisiatif bagi melayakkan lebih CP.
10.2.2.Kegagalan firma kompetan menunaikan
tanggungjawab sepertimana dikehendaki oleh
Peraturan. Kegagalan ini mungkin disebabkan
oleh;
10.1.2.Konsep CP di ubah menggunapakai konsep
jurutera stim. Bagi dandang stim, pembinaan
dan pemasangan wajib di kendalikan oleh
syarikat yang mempunyai lesen sebagai pembina
dandang stim tetapi pemeriksaan tahunan boleh
dilakukan oleh mana-mana individu yang layak
10.2.2.1.Bilangan CP yang terhad menyebabkan
firma kompetan hanya memberi perhatian
kepada pelanggan daripada kategori ‘good
pay master’.
19
10.2.2.2.Firma kompetan mengambil peluang di
atas kelemahan jabatan di dalam
menguatkuasakan Peraturan lif.
10.2.3.Kegagalan pemilik / JMB menunaikan
tanggungjawab. Ini disebabkan oleh;
10.2.3.1.Kekangan kewangan. Kekurangan
kewangan merupakan salah satu penyebab
yang telah dikenalpasti penyumbang
kepada
kegagalan
mengadakan
penyenggaraan berjadual dan juga penukaran
alat ganti yang dikenalpasti mengalami
kerosakan.
JKKP perlu mengambil langkah proaktif bagi
mewujudkan kerjasama di antara Jabatan yang
berkepentingan untuk melihat kepada keperluan
rekabentuk,
penyenggaraan,
peraturan
penggunaan dan sebagainya.
10.4.Isu Kekangan Kewangan untuk Penyenggaraan
Lif di Rumah Pangsa.
Penggunaan lif melibatkan kos penyenggaraan dan
juga kos bayaran pemeriksaan. Sebahagian besar kos
yang diperukan adalah untuk bayaran penyenggaran
bulanan dan juga kos alat ganti jika berlaku
kerosakan.
10.2.3.2.Kekurangan pengetahuan
Jabatan perlu merangka satu pelan tindakan yang
drastik dengan mewujudkan satu jawatankuasa
khas untuk melihat kembali relevansi Peraturan
lif yang sedia ada samada masih relevan digunapakai
atau perlukan satu pembaharuan yang drastik yang
lebih sesuai dipraktikkan untuk disesuaikan dengan
keperluan semasa.
10.3.Isu Kerjasama dengan Agensi Lain
Sekurang-kurangnya terdapat 3 agensi yang terlibat
di dalam rekabentuk, pemasangan, penyelenggaraan
dan pemeriksaan lif di rumah pangsa kos rendah.
Kementerian Perumahan Kerajaan Tempatan
(KPKT) merupakan agensi yang bertanggungjawab
membina dan merekabentuk rumah pangsa kos
rendah milik kerajaan termasuk lif penumpang yang
akan dipasang dan digunakan. Dewan Bandaraya
Kuala Lumpur pula bertanggungjawab di dalam
menyelenggara dan membaiki kerosakan lif
sementara JKKP terlibat di dalam melulus dan
pemeriksaan lif.
Faktor tiada kerjasama di antara agensi terlibat
tidak dapat dinafikan. Setakat ini tiada
jawatankuasa dibentuk di antara agensi terlibat
untuk melihat kepada rekabentuk dan penggunaan
lif yang paling sesuai untuk kegunaan di rumah
pangsa kos rendah.
Kajian menunjukkan daripada 3 elemen yang
dikaji, elemen keperluan am yang terdiri daripada
keadaan – keadaan di ‘lift pit’, ‘lift car’ dan ‘car top
& machine room’ memberikan purata skor paling
rendah. Elemen keperluan am berkait rapat dengan
isu vandalism dan fakta ini membuktikan isu
vandalism adalah penyumbang terbesar di dalam
masalah lif di rumah pangsa. Isu vandalism berpunca
daripada dua penyumbang utama;
Isu penyenggaraan tidak dijalankan dengan sempurna
adalah disebabkan kegagalan pemilik membuat
bayaran kepada firma kompetan yang dilantik.
Masalah ini agak ketara bagi rumah pangsa milik
swasta di mana kegagalan membayar kos
penyenggaraan menyebabkan keenganan firma
kompetan menjalankan pemeriksaan.
Kos bayaran pemeriksaan bagi memperbaharui
sijil kelayakan walaupun agak kecil dibandingkan
dengan kos untuk penyenggaraan, masih memberi
masalah kepada komuniti rumah pangsa kos rendah
terutamanya kategori swasta.
Sesuai dengan slogan kerajaan sekarang, ‘Rakyat
di dahulukan, Pencapaian diutamakan’ JKKP
mungkin boleh memberikan cadangan kepada
kerajaan supaya caj-caj pemeriksaan lif bagi rumah
pangsa kategori kos rendah dikecualikan.
10.5.Isu Breakdown & Repair
18% lif di dapati mengalami kekerapan breakdown
melebihi 10 kali sementara 9% lif didapati di baiki
lebih daripada 10 kali. Lif – lif di dalam kategori ini
perlu di beri fokus yang lebih antaranya;
10.5.1.Menambah
pemeriksaan
10.3.1.Sikap tidak bertanggungjawab pengguna lif
yang sengaja merosakkan lif;
kekerapan
audit
dan
10.5.2.Memastikan orang kompetan yang terlibat
mengemukakan laporan penyenggaraan dan
pemeriksaan setiap bulan.
10.3.2.Aktiviti perpindahan keluar dan masuk
penghuni yang tidak di kawal dengan mengangkut
peralatan – peralatan bersaiz besar dan beban
yang melampaui had rekabentuk lif.
10.5.3.Mengadakan perbincangan dengan syarikat
penyenggaraan / pemunya / wakil penduduk bagi
mencari jalan penyelesaian.
20
Original Article
LAPORAN PEMERIKSAAN KESELAMATAN DAN KESIHATAN PEKERJAAN BAGI LIF PENUMPANG
BAHAGIAN A
Nama & Alamat Bangunan
Nama & Alamat Syarikat
Penyenggara / JMB
Nama PIC
No. Telefon
Bilangan Blok
Nama Syarikat Kompeten Lif
Yang dilantik
BAHAGIAN B
Nama Blok yang diperiksa
Nama Pemeriksa
Bilangan Lif
:
:
:
:
:
:
:
:
:
: Kapasiti Lif
Beroperasi(Y/N)
Max. Load (Kg)
1.PMA
2.PMA
3.PMA
4.PMA
BAHAGIAN C
i. Kekerapan Breakdown/Tahun
1.Lift 1
2. Lift 2
3.Lift 3
4. Lift 4
ii.Kekerapan Kerja-Kerja Pembaikan
1.Lift 1
2. Lift 2
3.Lift 3
4. Lift 4
iii.Penyediaan CCTV (Ada/Tidak)
1.Lift 1
2. Lift 2
3.Lift 3
4. Lift 4
21
Bil. Penumpang Max
KRITERIA UNTUK SENARAI SEMAK PEMERIKSAAN LIF DI RUMAH PANGSA
KOS RENDAH DI WILAYAH PERSEKUTUAN
BIL
ELEMEN
A
B
KRITERIA
C
D
E
1
Kontrak Penyenggaraan
dengan Syarikat yang
diiktiraf
Kontrak penyenggaraan masih sah
Tiada kontrak
penyenggaraan
kurang daripada 1
bulan
Tiada kontrak
penyenggaraan
di antara 1 bulan
sehingga 2 bulan
Tiada kontrak
penyenggaraan
di antara 2 bulan
sehingga 3 bulan
Tiada kontrak
penyenggaraan
melebihi 3 bulan
2
Pemeriksaan 2nd Schedule
Pemeriksaan dijalankan dengan
sempurna
75% pemeriksaan
dijalankan
50% pemeriksaan
dijalankan
25% pemeriksaan
dijalankan
Pemeriksaan tidak
dijalankan
3
Service and Adjusted
according to clause 31(5)
Dijalankan setiap bulan
75% dijalankan
50% dijalankan
25% dijalankan
Tidak dijalankan
4
Bilik Jentera
i. Laluan ke bilik jentera dalam
keadaan baik
•
Gagal mematuhi
mana-mana satu
elemen di dalam
Kategori A
•
Gagal mematuhi
mana-mana dua
elemen di dalam
Kategori A
•
Gagal mematuhi
mana-mana tiga
elemen di dalam
Kategori A
•
Gagal mematuhi
lebih daripada
tiga elemen di
dalam Kategori
A
•
Gagal mematuhi
mana-mana satu
elemen di dalam
Kategori A
•
Gagal mematuhi
mana-mana dua
elemen di dalam
Kategori A
•
Gagal mematuhi
mana-mana tiga
elemen di dalam
Kategori A
•
Gagal mematuhi
lebih daripada
tiga elemen di
dalam Kategori
A
•
ii. Tiada tumpahan minyak
iii.‘Access ladder dan lampu dalam keadaan baik.
Gagal mematuhi
mana-mana satu
elemen di dalam
Kategori A
•
Gagal mematuhi
mana-mana dua
elemen di dalam
Kategori A
•
Gagal mematuhi
mana-mana tiga
elemen di dalam
Kategori A
•
Gagal mematuhi
lebih daripada
tiga elemen di
dalam Kategori
A
ii. Bilik sentiasa berkunci
iii.Mempunyai tanda amaran
iv. Alat pemadam api masih sah
v. Sistem Pengudaraan berfungsi
vi.Kebersihan dan ‘lighting’
memuaskan
vii.Controller berada di dalam
keadaan baik
viii.Tiada kebocoron (water
leakage) di dalam bilik jentera
5
Lift Car
i. Sistem penggera keselamatan
berfungsi dengan baik
ii. Pengudaraan berada di dalam
keadaan baik
iii.PMA Plate No.
iv. Pengcahayaan /mentol /
penghadang mentol berada di
dalam keadaan baik
v. Lantai dan dinding di dalam
keadaan baik
vi.‘control buttons and panel’
berada di dalam keadaan baik
vii.Lift Car Door, Landing Door
Gap & Leveling di dalam
keadaan memuaskan
6
Lift Pit
i. Berkeadaan Kering dan bersih
iv. Counterweight run-by mematuhi
jarak minima
v. Counterweight safety fencing /
compensating chain/rope di
dalam keadaan memuaskan
vi.Travelling cable di dalam
keadaan memuaskan
vii.Partition for Common Lift Pit
viii. Pit Stop switch berfungsi
22
Original Article
KRITERIA UNTUK SENARAI SEMAK PEMERIKSAAN LIF DI RUMAH PANGSA
KOS RENDAH DI WILAYAH PERSEKUTUAN (samb.)
BIL
ELEMEN
A
B
7
i. Berkeadaan Bersih
ii. ‘car’ dalam keadaan baik
a. Car guide shoe
b. Car guide rails
iii.Counterweight berkeadaan baik
a. Guide rail
b. Guide roller shoe
c. Frame
d. Tie rods
e. Filler
iv. Switches;
o Safety Limit
o Emergency Stop Switch
o Trap Door Switch
o Inspection Switch di dalam keadaaan baik
o Landing Door Locking
Devices.
v. ‘Car top railing’ dan ‘Facial
Plates’ di pasang dengan
selamat.
vi.Governor Rope Secured
Properly to the Linkage.
8
Safety Components
i. Traction Machine
ii. Landing Door
KRITERIA
C
•
Gagal mematuhi
mana-mana satu
elemen di dalam
Kategori A
•
•
•
•
•
•
Lining brake
/ shoes in good
condition
Traction and
deflector sheave
in good condition
Surface free from
oil
Brake drums
properly engaged
No abnormal
noise generated
Traction Machine
Guard Installed
•
•
Door gap properly
secured
Mechanical
lock / electrical
contact / pulley / counterweight /
wirerope
iii.Buffer
• Spring stiffness
vi.Safety Gear
• Distance between
gap
v. Governor
i. Wire Rope
•
•
•
•
•
•
•
D
Gagal mematuhi
mana-mana dua
elemen di dalam
Kategori A
•
E
Gagal mematuhi
mana-mana tiga
elemen di dalam
Kategori A
•
Gagal mematuhi
lebih daripada
tiga elemen di
dalam Kategori
A
Electrical
Tripping Speed
Mechanical
Tripping Speed
Governor Rope
Condition
Groove
Cleanliness
Guard Installed
• Tension
• Breakage
• Diameter
Nota: Tahap Keseluruhan Pemeriksaan Lif
A
-
Cemerlang
B
-
Baik
C
-
Memuaskan
23
D
E
-
-
Kurang Memuaskan
Tidak Memuaskan
LIF
PMA
ELEMEN
A
B
Kotrak
Management
2nd Sch.
Service
Bilik Jentera
General
Requirements
1
Lift Car
Lift Pit
Break
Landing Door
Safety Components
Safety Gear
Governor
Wire Rope
Buffer
Kontrak
Management
2nd Sch.
Service
Bilik Jentera
General
Requirements
Lift Car
Lift Pit
2
Break
Landing Door
Safety Components
Safety Gear
Governor
Wire Rope
Buffer
Kontrak
Management
2nd Sch.
Service
Bilik Jentera
General
Requirements
Lift Car
Lift Pit
3
Break
Landing Door
Safety Gear
Safety Components
Governor
Wire Rope
Buffer
Kontrak
Management
2nd Sch.
Service
Bilik Jentera
General
Requirements
4
Lift Car
Lift Pit
Break
Landing Door
Safety Gear
Safety Components Governor
Wire Rope
Buffer
**Nyatakan sub - elemen yang gagal dipatuhi di dalam ruangan catatan bagi setiap eleman.
24
SKOR
C
CATATAN
D
E
Original Article
J. Occu. Safety & Health 9 : 25 - 30, 2012
Accident Risk Indices Of Malaysia’s Firefighters Working
In 12 And 24 Hours Shift Works
**Dr. Sharifah Osman @ Liew Shyuan Yei
Universiti Malaysia Sarawak (UNIMAS)
*Prof. Dr. Ismail Bahari
Universiti Kebangsaan Malaysia(UKM)
*Prof. Madya Dr. Kadir Arifin
Universiti Kebangsaan Malaysia (UKM)
*Dato’ Wan Mohd Nor Bin Hj. Ibrahim
Jabatan Bomba dan Penyelamat Malaysia (JBPM)
*Mr. Chen Teck Foong
TULP Offshore Crewing Sdn Bhd
**Cognitive Sciences Department
Faculty of Cognitive Sciences & Human Development
University Malaysia Sarawak (UNIMAS)
* Industrial Safety Management Programme
Faculty of Science & Technology,
National University of Malaysia (UKM)
° Director General
Fire and Rescue Department Malaysia
QESH Department
+TULP Offshore Crewing Sdn Bhd
Abstract
Work shift has been shown to correlate with accident rates. Understanding of such correlation is pertinent especially among
emergency response personnel since the decisions that they make determines not only the outcome of their responses but also the
risks of accidents to themselves. A questionnaire data derived study used together with a semi quantitative risk analysis method
was adopted to estimate the levels of accident risks between firefighters working on two work shifts. Two hundred and forty
eight Malaysia’s Fire and Rescue Department firemen from 24 fire stations working on shifts were selected as respondents. The
accident rate among firefighters in year 2006 was 52.8 %. Results showed that the Accident Risk Index (ARI) among firefighters
working the 24 hours shift was higher (ARI = 3.14) compared with those in the 12 hours shift (ARI = 2.98). However, there were
no significant difference in overall severity of the accidents between the two shifts (p>0.05). The difference in risk levels was
attributed to the difference in the likelihood of accident occurrence.
Keywords: Shift work, firefighters, Accident Risk Index, Malaysia.
evening, night or weekend shift’. Shift work also has been
defined as any work performed outside the hours of 7:00
to 18:00 (Monk & Folkard 1992). Many types of jobs in
the service sector require round-the-clock staffing and /or
coverage extending beyond the standard daytime hours. Fire
fighters are a good example, they must be available 24 hours a
day, in fact most career firefighters work in shift (Schirmer &
Glazner 1983). Fire fighter provides the society with essential
life-saving service. They are subjected to be effects of shift
work, the physical and mental demands and the inherent
dangers of their profession, all of which can contribute to
accidents. There are general indications that shift work can
be correlated with raised of accident rates (Harrington 1994,
Introduction
According to the International Labour Office, shift work
is defined as ‘A method of work organization under which
groups or crews of workers succeed each other at the same
workstations to perform the same operations, each crew
working a certain schedule or shift so that the undertaking
can operate longer than the stipulated weekly hours for any
worker. Often the term is used when more than one work
period is scheduled in a workdays or when most of the
working hours fail outside the standard workday, such as
**Corresponding address: Sharifah Liew
(Email: [email protected])
25
Totterdell et. al 1995, Linda 1996, Smith et. al 1998, Harma
et. al 1999, Christine 2001, Irwin et. al 2004, Jurriaan et. al
2004). Many significant accidents happen in the early hours
of the morning shift when workers are tired. Some accidents
that have been attributed to shift work include the tragedy of
Three Mile Island nuclear plant and the Chernobyl nuclear
tragedy. Price and Hooley (1976) observed a periodicity to
the injuries sustained by shift workers and suggested that the
frequencies of such injuries increase at night.
Accident risk was expressed and discussed in terms of
Accident Risk Index (ARI), a term calculated as described by
Ismail (2002). ARI is a function of the level of exposure to an
accident and the consequence of such exposure. The level of
exposure was calculated based on the function of population
exposed and the likelihood of an accident occurring as a result
of such exposure. Levels of consequence and likelihood were
expressed as indices based on their respective rating categories
pre-determined and accepted by 10 senior officers of the Fire
and Rescue Department of Malaysia. The categorization of
rating scales for consequence and likelihood were as shown
in tables 1 and 2.
In Malaysia, 66.80% of fire stations operate on a 12 hours
shift and 33.20% of fire stations operate on 24 hours shift
(Fire & Rescue Department of Malaysia 2004). Firefighter
who works on 12 hour shifts can be divided into 3 groups and
those who work on 24 hours shift can be divided into 2 groups.
The purpose of this study is to determine the comparison of
risk between different shifts among firefighters in Malaysia.
Hypothesis of this study is that the Accident Risk Index is
higher among the firefighters on the 24 hours shift compared
to those on the 12 hours shift .
Since the size of population exposed to hazard was constant
for 12 and 24 hour work shifts, level of ARI was dependent
on different levels of exposure, consequence and likelihood.
Each parameter used in calculating ARI was determined
based on the feedback participants gave when answering
the questions in the questionnaires. The questionnaire was
designed to facilitate participants to give their perceptions on
the index for each parameter, based on their work experiences.
To ensure correct and uniform understanding of the questions
given to them, the questionnaires were answered by the
participants in group sessions guided by a researcher.
Methodology
Participants
A total of 248 firefighters from Malaysia’s Department of Fire
and Rescue, from 24 fire stations in Peninsular Malaysia and
Sabah voluntarily participated in this study. This study was
conducted over a period of three months, starting from July
2006 to October 2006. The firefighters worked on either a 12
hour or a 24 hour shift system.
Likelihood
Consequence/Severity
7 injury per year
4 – 6 injury per year
1 - 3 injury per year
< 1 injury per year
Permanent disablement or death
Total work day lost > 4 days
Total work day lost < 4 days
< Minor injury
Index
4
3
2
1
Table 1: Categories and indices for the parameters used in
calculating Accident Risk Index (ARI)
Firefighters working on a 12 hours shift works in 3 groups’
rotation shift. The first group in the 12 hour shift category
starts from 0800 hr to 2000 hr for the first day, second group
works from 2000 hr first day to 0800 hr the second day and
the third group works from 0800 hr to 2000 hr the third day.
Firefighters working on the 24 hours shift were divided into
a two groups rotation shift. First group in the 24 hours shift
starts from 0800 hr first day to the second day 0800 hr and the
second group works from 0800 hr second day to 0800 hr the
third day. The work schedule on daytime duties (0730 – 2130
hrs) included maintenance of vehicles and other fire fighting and rescue equipments, paper work, training for emergency
service and actual performance of such services, sports, and
drills. For night duty (2130 - 0730 hrs), the team was divided
into five groups, each group alternately working on a 2 hours
shift. They take naps in the standby rooms during night duty
except when they are on a night shift or when they are called
out on an emergency.
Level of Risk
Descriptions
8-16
High Risk
-
-
-
Unacceptable risk if action is not
taken
Report must be made to senior
officer of the station
Remedial action and mitigation
measures must be taken immediately
4-6
Medium Risk
-
-
-
Tolerable risk
Control measures must be taken
to prevent increase in the level
of risk.
Status of risk will be discussed
in monthly meeting for S&H
1-3
Low Risk
- Accepted risk
- Risk level is monitored
Table 2: Categories of Risk Accident Index (ARI) and what
they mean
Assessment of Accident Risk
26
Original Article
This study involved 120 firefighters working the 12 hr work
shift and 128 firefighters working on the 24 hr shift. Majority
(45.0 %) of the participants on the 12 hr shift were between
the ages of 26 - 35 years while the majority (35.2 %) in the
24 hr work shift was above 46 years old. This shows that
firefighters on 24-h shift were older than the firefighters on
the 12 hour shift. Majority of firefighters from both shifts
were married and has secondary level education.
The majority of firefighters on both shifts have normal Body
Mass Index. There were however, overweight firemen, i.e.
35.7 % on the 12 hour shift and (36.1%) on the 24 hour shift.
Others fall under the category of obesity, 18.9 % in the 24
hour shift and 12.1 % in the 12 hour shift (Table 3).
Feedback from the questionnaires revealed that firefighters
working the 24 hr shift recorded a higher percentage of
accident (53.9 %) compared to those working the 12 hr shift
(52.5 %).
Table 4 shows the statistical comparison in severity of
accidents between both work shifts. Severity of accidents
was measured in terms of indices explained in table 1. T-tests
showed no significant difference (p<0.05) in severity of
accidents between both work shifts. The severity scores for
12 hr and 24 hr work shifts were 1.40 ± 0.77 and 1.41 ± 0.75
respectively.
Chi-square analysis on the severity of accidents experienced
by firefighters working the 12 hr and 24 hr work shifts showed
Socio-demography
12-h shift
24-h shift
significant differences (p<0.05) among the four categories of
factors
N=120
N=127
severity. Most of the firefighters on both shifts were involved
n (%)
n (%)
in accidents with minor injuries (76.2 % for 12 hr shift and
Age
71.0 % for the 24 hr). Different work shifts showed different
< 25
17 (14.2)
20 (15.6)
26-35
54 (45.0)
44 (34.4)
dominant levels of accident severity. Firefighters on the 24 hr
36-45
17 (14.2)
19 (14.8)
work shift experienced higher percentage (21.7%) of accident
> 46
32 (26.7)
45 (35.2)
with less than 4 days absence from work compared to those
Body
BodyMass
Body
Mass
Body
Index
Mass
Index
Body
Mass
Index
Body
Mass
Index
Body
Mass
Index
Body
Body
Mass
Index
Mass
Mass
Index
Index
Index
working
hr2 shift
%).
Marital
Status
Underweight
Underweight
Underweight
Underweight
Underweight
Underweight
Underweight
Underweight
Underweight
11(0.9)
(0.9)1 (0.9)
1 (0.9)
1 (0.9)
1 (0.9)
221(1.6)
(1.6)
(0.9)
112(0.9)
(0.9)
(1.6)
2 the
(1.6)
212(1.6)
(1.6)2(12.7
(1.6)
22(1.6)
(1.6)However, the 12 hr work
shift
showed
higher
of(43.4)
accidents with more than 4
Single
29 Normal
(24.2)
(21.1)
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
59
59(51.3)
(51.3)
59 27
(51.3)
59
(51.3)
59 (51.3)
59 (51.3)
53
53
59(43.4)
(43.4)
(51.3)
59
59
53(51.3)
(51.3)
(43.4)
53 (43.4)
53
(43.4)
53percentage
(43.4)
53 (43.4)
53
53(43.4)
Married
89 (74.2)
97 (75.8)
days
absence
than
those
in
the
24
hr
work shift (Table 5).
Overweight
Overweight
Overweight
Overweight
Overweight
Overweight
Overweight
Overweight
Overweight
41
41(35.7)
(35.7)
41 (35.7)
41 (35.7)
41 (35.7)
41 (35.7)
44
44
41(36.1)
(36.1)
(35.7)
41
41
44(35.7)
(35.7)
(36.1)
44 (36.1)
44 (36.1)
44 (36.1)
44 (36.1)
44
44(36.1)
(36.1)
Divorced
2 (1.6)
4 (3.1)
Obesity
Obesity
Obesity
Obesity
Obesity
Obesity
Obesity
Obesity
Obesity
14
14(12.1)
(12.1)
14 (12.1)
14 (12.1)
14 (12.1)
14 (12.1)
23
23
14(18.9)
(18.9)
(12.1)
14
14
23(12.1)
(12.1)
(18.9)
23 (18.9)
23 (18.9)
23 (18.9)
23 (18.9)
23
23(18.9)
(18.9)
Table 6 shows a statistical comparison on the likelihood
Education Level
of accidents between firefighters working the two shifts.
SRP/SPM
30the
(25.0)
49
Feedback
Feedback
Feedback
Feedback
from
from
Feedback
from
the
Feedback
from
questionnaires
questionnaires
the
Feedback
from
the
questionnaires
Feedback
Feedback
from
questionnaires
the(38.3)
from
the
questionnaires
revealed
revealed
from
from
questionnaires
therevealed
the
questionnaires
the
that
revealed
that
questionnaires
questionnaires
firefighters
revealed
firefighters
thatrevealed
that
firefighters
revealed
that
firefighters
working
revealed
working
revealed
that
firefighters
working
firefighters
thatthe
working
that
the
that
firefighters
24
working
24
firefighters
the
firefighters
hrhr
working
the
24 hr
24
working
the working
hr
working
the
24 hr
24
thehr
the
24
the 24
hr
24 h
T-test of the means showed significant differences (p<0.05)
SPM
86 (71.7)
73 (57.0)
shift
shift
recorded
recorded
shiftshift
recorded
ashift
recorded
ahigher
higher
shift
recorded
a higher
percentage
shift
recorded
percentage
a higher
shift
shift
recorded
apercentage
higher
recorded
recorded
apercentage
of
higher
ofaccident
percentage
aaccident
higher
of
apercentage
ahigher
accident
higher
of(53.9
percentage
(53.9
accident
ofpercentage
percentage
accident
%)
(53.9
%)
of compared
accident
(53.9
compared
of
%)(53.9
accident
of
compared
%)
ofaccident
(53.9
accident
compared
to
%)
tothose
those
(53.9
compared
%)
to(53.9
(53.9
compared
working
those
working
%)
to those
%)
compared
%)
to
working
compared
those
the
compared
the
working
to 12
those
12
working
to
thethose
to
working
12
the
tothose
those
12
the
working
working
12
the
working
12the the
12
the12
1
STPM/A-Level
3 (2.5)
4 (3.1)
in the likelihood of accident between both work shifts. The
hrhrDiploma
shift
shift
hr(52.5
(52.5
shift
hr shift
%).
(52.5
hr
%).shift
(52.5
hr%).
shift
(52.5
hr(0.0)
shift
(52.5
hrhr
%).
shift
shift
(52.5
%).(52.5
(52.5
%).
%).
%).
0%).
1 (0.8)
likelihood indices for 12 hr and 24 hr work shifts were
Degree
1 (0.8)
1 (0.8)
2.13 and 2.22 respectively. These indices suggest that the
Table
TableTable
44shows
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Table
4 Table
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4statistical
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likelihood of accidents were between 1 to 6 times in the past
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year. Firefighters working on the 24 hr work shift have higher
Underweight
1 (0.9)
2 (1.6)
T-tests
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showed
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no
showed
difference
significant
no
difference
(p<0.05)
(p<0.05)
significant
no
nodifference
significant
significant
(p<0.05)
difference
in
(p<0.05)
inseverity
difference
severity
(p<0.05)
in
difference
difference
severity
(p<0.05)
inofof
severity
(p<0.05)
in
accidents
accidents
severity
(p<0.05)
of
(p<0.05)
inaccident
accidents
severity
ofinaccidents
between
between
of
severity
in
inaccidents
severity
of
severity
between
accidents
both
between
both
ofto accidents
of
between
of
both
accidents
accidents
between
both
between
both
both
between
bo
likelihood
of
an
compared
those
on the
12between
hr bothboth
Normal
59 (51.3)
53 (43.4)
work
work
shifts.
work
shifts.
work
shifts.
The
The
work
shifts.
severity
severity
work
The
shifts.
The
severity
work
shifts.
scores
scores
The
severity
work
work
shifts.
The
severity
scores
for
shifts.
for
shifts.
scores
severity
12
The
12
for
hr
The
scores
hr
The
severity
and
12
for
and
severity
scores
severity
hr
12
24
for
24
and
hr
scores
hr
12
for
and
work
24
scores
work
scores
hr
12
hr
24
for
and
shifts
hr
work
shifts
hr
for
12
for
and
24
work
hr
12
were
hr
shifts
12
24
were
and
hr
work
hr
shifts
hr
and
1.40
24
and
were
1.40
work
shifts
hr
24
were
24
±
±
1.40
work
0.77
hr
shifts
hr
0.77
were
work
1.40
work
±
and
shifts
and
were
0.77
1.40
±
shifts
1.41
shifts
0.77
1.41
were
and
1.40
±
0.77
were
and
1.41
were
±
1.40
0.77
1.41
and
1.40
1.40
±
and
0.77
1.41
±
±
0.77
1.41
0.77
and
and
1.41
and
1.41
1.4
Overweight
41 (35.7)
44 (36.1)
shift.
Obesity
14
(12.1)
23
(18.9)
±±0.75
0.75±respectively.
respectively.
0.75
± 0.75
respectively.
± 0.75
respectively.
± 0.75
respectively.
± respectively.
0.75
±±0.75
0.75
respectively.
respectively.
respectively.
Table 3: Socio-demography of respondents
Parameter
Parameter
Parameter
Parameter
Parameter
Shift
Shift
Parameter
Shift
NN
Parameter
Shift
Parameter
Parameter
NShift
Min
Min
NShift
Min
N
Max
Max
Shift
Min
NShift
Shift
Max
Min
Mean
Mean
NMax
Min
NNMean
Max
s.d.
Min
s.d.
Mean
Max
Min
Min
s.d.
Mean
Max
ts.d.
tMean
Max
Max
s.d.
tMean
s.d.
Mean
tMean
pps.d.
t s.d.
s.d.
tp pt
tpt
p
p pp
0.95
0.95
0.95
0.95
0.95
0.95
Severity
Severity
Severity
Severity
Severity
12
12hrSeverity
hr 1263
63
Severity
hr12Severity
hr
Severity
63
1211hr
6312 hr
63
1 412
4 163
hr
12
1241.40
hr
1hr
1.40
63 463
163
1.40
0.77
40.77
11.40
4110.77
1.40
0.06
0.06
40.77
1.40
440.06
0.77
1.40
0.06
0.77
1.40
1.40
0.06
0.77
0.06
0.77
0.77
0.060.06
0.060.95 0.950.95
24
24hrhr 2469
69
hr24 hr69
2411hr
69
24 hr
69
1424
4 169
hr
24
2441.41
hr
1hr
1.41
69 469
169
1.41
0.75
40.75
11.41
410.75
11.4140.75
1.41
440.75
1.410.75
1.41
1.410.750.75
0.75
Table 4: Statistical comparison between the levels of accident severity experienced by firefighters working the 12 hr and 24 hr
work shifts
22
2
Parameter
Parameter
Parameter
Parameter
Parameter
Parameter
Parameter
Parameter
Parameter
Shift
Shift ShiftShiftShiftShift Shift
Shift
Shift
pp 2
12-h
12-h 12-h12-h 12-h12-h
24-h
24-h
12-h12-h
24-h
12-h24-h 24-h24-h 24-h24-h
24-h
NN
%
N% N %N % N %NN%NN
%
N
%
% N%
% N% N% N% NN% %
%
Severity
Severity
Severity
Severity
Severity
Severity
Severity
Severity
Severity
Minor
MinorMinor
injury
injury
Minor
injury
Minor
injury
Minor
injury
48
48
Minor
injury
76.2
Minor
Minor
76.2
48injury
48
76.2
injury
injury
48
76.2 48
76.249
76.2
49
48 48
71.0
48
76.2
71.0
492776.2
49
76.2
71.049
71.049
71.049
71.049
49
71.071.0
71.0
<<44days
days
< 4absence
absence
days
< 4 days
<
absence
4 days
absence
< 4 days
absence
6<64 absence
<
days
<
9.5
49.5
64days
days
absence
69.5
absence
absence
69.5 69.515
15
9.5
6 21.7
621.7
15
69.5 15
9.5
9.5
21.715
21.715
21.715
21.715
15
21.721.7
21.7
p2 p2
p 2 p2 2
p pp
Parameter
Parameter
Shift
Parameter
Parameter
Parameter
N
Shift
Min
Shift Shift
NShift
Max
N
NMin
N
Mean
Min Min
Max
Min
Max
s.d. Max
Mean
Max
Mean
t Mean
s.d.
Mean
s.d. s.d.
p
s.d.
tt
Severity
Severity
12
Severity
hr Severity
Severity
63
1212
1hrhr 12
63
12
63
hr
4 hr 6363
1.40
11
24 hr 69
2424
1hrhr 24
69
24
69
hr
4 hr 6969
1.41
11
tt
pp
pp
0.95 0.95
0.95
140.77
14
1.40
41.40
0.06
4
1.40
0.77
1.40
0.77 0.95
0.77
0.06
0.77
0.06 0.06
0.06 0.95
140.75
14
1.41
41.41
4
1.41
0.75
1.41
0.75 0.75
0.75
Parameter
2
Parameter
Parameter
Parameter
Parameter
Shift
Shift
Shift Shift
Shift
p
12-h
12-h
12-h 12-h
24-h
12-h
24-h
24-h 24-h
24-h
N
%
NN %
N%
N
N %%
NN %
N
%N %%
2 2
2 2
pp
pp
absence from work compared to those working the 12 hr shift (12.7 %). However, the 12
hr
shift Severity
showed
Severity work
Severity
Severity
Severityhigher percentage of accidents with more than 4 days absence than
those in
the 24
hr work
shift (Table
5).
Minor injury
Minor
Minor
injury
Minor
injury
Minor
48
injury
76.2
injury
4848 76.2
76.2
48
48
49 76.2
76.2
71.0
4949 71.0
71.0
4949 71.0
71.0
< 4 days absence
< <4 4days
days
<<
absence
4absence
64days
days
9.5
absence
absence6 6 9.5
9.5
615
6 9.5
21.7
9.5
1515 21.7
21.7
1515 21.7
21.7
> 4 days absence
> >4 4days
days
4shows
absence
84days
days
12.7
absence
8 8 12.7
12.7
8 82 12.7
12.7
2.9 on the
2 2 likelihood
2.9
2.9
28.212
2 2.9
2.9of
0.04
8.212
8.212 8.212
8.212
0.04
0.04 0.04
0.04
Table
6> >absence
aabsence
statistical
comparison
accidents
between
Disability
Disability
Disability
Disability
Disability
1
1.6
1 1.6
1.6
1T-test
13 1.6
1.6
4.4
3 3 4.4
4.4
3 3 4.4
4.4significant differences
firefighters
working
the two 1shifts.
of the means
showed
(p<0.05) in the likelihood of accident between both work shifts. The likelihood indices
Total for
Total
Total
63 hr100
6363
100
100
6363
692.13
100
100
100
69
69respectively.
100
6969 (12.7
100
100These
absence
from
work
compared
to those
working
12
hr100
shift
%). However,
the 12
12 Total
hr
andTotal
24
work shifts
were
and the
2.22
indices suggest
hr work
shift showed
percentage
of accidents
than
4 days
than
that
the likelihood
of higher
accidents
were between
1 to 6with
timesmore
in the
past
year.absence
Firefighters
Table
Evidence
severity
among shiftoffirefighters
those in the
shift5:
(Table
5).ofhigher
working
on 24
thehr
24work
hr work
shift
have
likelihood
an accident compared to those
onanalysis
the 12 of
hr the
shift.
Chi-square
same
datathe
showed
significant
Table
8of
shows
the
Risk
Indices
(ARI)
of
firefighters
Chi-square
analysis
Chi-square
Chi-square
Chi-square
Chi-square
on
analysis
analysis
severity
analysis
analysis
onon the
ofthe
on
accidents
on
severity
severity
the
the severity
severity
experienced
of accidents
accidents
ofofAccident
accidents
accidents
by
experienced
experienced
firefighters
experienced
experienced
byby firefighters
firefighters
by
by firefighters
firefighters
Table
6 shows
a statistical
comparison
on theonlikelihood
ofhr work
accidents
between
differences
(p<0.05)
among
the
different
categories
of
working
12
hr
and
24
shifts.
ARI
for
firefighters
(p<0.05)
among
(p<0.05)
(p<0.05)
(p<0.05)
(p<0.05)
among
among
among
among
working the 12
working
working
hr and
working
working
the
24
the12
hr12work
the
hrthe
hrand
12
and
12
shifts
hr
24
hr
24
and
hr
and
showed
hrwork
24
work
24hrhr
shifts
significant
work
shifts
workshowed
shifts
showed
shifts
differences
showed
showed
significant
significant
significant
significant
differences
differences
differences
differences
firefighters
working
theyear,
two1 shifts.
T-test
the12means
showed
significant
differences
likelihood
less
than
one
time
to
3the
times
in of
on
hr
work
shifton
(1.40
Xon
2.13)
was
2.98,
whereas
ARI
the four (i.e.
categories
the
the
four
four
of
the
the
categories
severity.
categories
four
fourincategories
categories
Most
ofofseverity.
severity.
of of
of
severity.
severity.
firefighters
Most
Most
of
Most
of
Most
the
the
onof
firefighters
of
firefighters
both
the
thefirefighters
shifts
firefighters
were
onboth
both
involved
on
shifts
shifts
both
both
were
shifts
were
in
shifts
involved
were
involved
wereinvolved
involved
inin inin
(p<0.05)
likelihood
of accident
work
shifts.
likelihood
indices
a year, 4 to
times in
in athe
year
and more than
7 times inbetween
a
forboth
24
hr shift
(1.41The
X 2.22)
was 3.14.
Accidents Risk
accidents 6with
accidents
minor
accidents
accidents
injuries
accidents
with
with
minor
(76.2
minor
with
withinjuries
minor
%injuries
minor
for
12
injuries
(76.2
injuries
(76.2
hr shift
%(76.2
%(76.2
for
and
for
12
%the
12
71.0
%for
hrhr
for
shift
%
12
shift
12for
hrand
hrand
shift
the
shift
71.0
71.0
24
and
and
hr).
%%
71.0
for
71.0
Different
forthe
%the
%for
24
for
24the
hr).
the
hr).
24
Different
24
Different
hr).
hr).Different
Different
Parameter
Shift
N firefighters
Max
Mean
s.d.work These
psuggest to the 12
for
12
hr work
wereMin
2.13 and
2.22for
respectively.
year) between
the hr
twoand
work24
shifts.
None shifts
of the
Index
the 24 hr
shift twasindices
higher compared
work shifts showed
work
workshifts
different
work
shifts
work
showed
shifts
showed
shifts
dominant
showed
showed
different
different
levels
different
different
dominant
dominant
of accident
dominant
dominant
levels
levels
severity.
of
levels
of
levels
accident
accident
of
Firefighters
ofaccident
accident
severity.
severity.
severity.
on
severity.
Firefighters
Firefighters
the 24
Firefighters
Firefighters
ononthe
theon
24
on
24the
the2424
experienced
anythe
accident
during of
theaccidents
past year. Majority
of
hr
24 the
hr work
wasFirefighters
higher than the 12 hr
that
likelihood
were between
1 work
to 6 shift.
timesA in
pastshift
year.
hr
work
shift
hr
experienced
hr
work
work
hr
hr
shift
work
shift
work
higher
experienced
experienced
shift
shift
percentage
experienced
experienced
higher
higher
(21.7%)
higher
percentage
higher
percentage
percentage
of
percentage
accident
(21.7%)
(21.7%)
(21.7%)
with
(21.7%)
of
of
accident
less
accident
of
of
than
accident
accident
with
with
4
days
less
less
with
with
than
than
less
less
4
4
than
days
than
days
4
4
days
days
the firefighters
were involved
inhr
accidents
least
to 3 times
work shift;
both
indices
were
within the0.02
acceptable
Likelihood
63 1have
2
4likelihood
2.13
2.40
working
on the1224
hr workatshift
higher
of
an0.25
accident
compared
to those low risk
in the paston
year
% among
24 hr work shift
24 hr
69 and 85.0
2 % 4 category.2.22 0.56
the(98.4
12 hr
shift.
among 24 hr shift) (Table 7).
5
55
55
Chi-square
analysis ofNthe same
showed
significant
differences
(p<0.05)
Parameter
Shift
Min data
Max
Mean
s.d.
t
p
among the different categories of likelihood (i.e. less than one time in year, 1 to 3 times in
aLikelihood
year, 4 to 6 times
a year)0.25
between 2.40
the two work
12 hrin a year and
63 more 2than 7 4times in2.13
0.02shifts.
None of the firefighters
experienced
any
during
24 hr
69
2 accident
4
2.22 the
0.56past year. Majority of the
firefighters were involved in accidents at least 1 to 3 times in the past year (98.4 %
among
24 hr work shift and 85.0 % among 24 hr shift) (Table 7).
Table 6: T-test on likelihood of accident between firefighters working the 12 hr and 24 hr shifts.
Chi-square analysis of the same data showed significant differences (p<0.05)
among
the different categories ofShift
likelihood (i.e. less than one time in year, 1 top 3 times in
Parameter
a year, 4 to 6 times in a12-h
year and more than 724-h
times in a year) between the two work shifts.
None of the firefighters
any accident
N experienced
%
N
% during the past year. Majority of the
firefighters were involved in accidents at least 1 to 3 times in the past year (98.4 %
among
24 hr work shift and 85.0 % among 24 hr shift) (Table 7).
Likelihood
< once time
1-3 times
4-6 times
Parameter
> 7 times
Total
0
62
0
1
0
98.4
0
Shift
1.6
12-h
N
%
63
100
0
59
5
5
0
85.0
7.5
7.5
24-h
N
%
69
100
7.484
0.02
p
LikelihoodTable 7: ϰ2 analysis of likelihood of accidents between 12 hr and 24 hr work shifts
Risk Indices
< onceTable
time 8 shows
0 the Accident
0
0
0(ARI) of firefighters working on 12 hr
and
24
hr
work
shifts.
ARI
for
firefighters
on
12
1-3 times
62
98.4
59
85.0hr work shift (1.40 X 2.13) was 2.98,
whereas
ARI for the 024 hr 0shift (1.41 X 2.22)
Risk Index
for the 24
4-6 times
5 was
7.53.14. Accidents
7.484
0.02
5 hr work
7.5 shift. A 24 hr work shift was higher
7 times
1
1.6
hr>work
shift was higher
compared
to the 12
than the 12 hr work shift; both indices were within the acceptable low risk category.
Total
63
100
69
100
Table 8 shows the Accident Risk Indices
(ARI) of firefighters working on 12 hr
28
and 24 hr work shifts. ARI for firefighters 6on 12 hr work shift (1.40 X 2.13) was 2.98,
whereas ARI for the 24 hr shift (1.41 X 2.22) was 3.14. Accidents Risk Index for the 24
Original Article
Shift
Shift
Shift
Severity
(S)
(L)
Accidents
Index
(ARI)
Shift
Severity
Shift
Severity
(S) Severity
(S) Severity
(S)Likelihood
Likelihood
(S)
Likelihood
(L)
Likelihood
(L)Likelihood
(L)
Accidents
Accidents
(L) Risk
Risk
Accidents
Risk
Index
Accidents
Index
(ARI)
Risk
(ARI)
Index
Risk Index
(ARI)(ARI)
12-h
12-h12-h
24-h
24-h24-h
12-h
24-h
1.40
1.40
12-h1.40
1.41
1.41
24-h1.41
1.40 1.40
1.41 1.41
2.13
2.132.13
2.22
2.222.22
2.98
2.982.98
3.14
3.143.14
2.13 2.13
2.22 2.22
2.98 2.98
3.14 3.14
Note:
ARI
=
S
Note:
Note:
ARIARI
=Note:
S =x
x SL
LNote:
ARI
x L =ARI
Sx=
LS x L
Table 8: Accidents Risk Index among shift firefighter
Discussion
Discussion
Discussion
Discussion
Discussion
The
main
objective
this
study
determine
whether
shifts
(12
hr
and
24
hr
while
atwork
night
they
are
less
more
serious.
Research
Discussion
TheThe
main
main
objective
The
objective
main
Theof
ofmain
objective
this
of this
objective
study
study
ofwas
was
thiswas
ofto
to
study
this
determine
to study
determine
was to
was
whether
determine
whether
to determine
work
whether
work
shifts
whether
shifts
work
(12frequent
(12
hr
work
shifts
and
hr but
and
shifts
24
(12
24
hrhr(12
hr
andhr24
and
hr24 hr
shifts)
currently
practiced
by
firefighters
from
the
Department
of
Fire
and
Rescue,
done
by from
Bjerner
et.al
(1955)
showed
that
firefighters
24 hr
shifts)
shifts)
currently
currently
shifts)shifts)
practiced
currently
practiced
currently
by
practiced
by
firefighters
practiced
firefighters
by firefighters
from
by from
firefighters
the the
Department
from
Department
the Department
the
of of
Fire
Department
Fire
and
of
and
Rescue,
Fire
of
Rescue,
Fire
and
Rescue,
and on
Rescue,
Malaysia
influenced
the
likelihood
and
severity
of
accidents,
and
the
overall
accident
risk
shift
had
lowest
frequency
of
injuries
occurred
between
The
main
objective
of
this
study
was
to
determine
whether
Malaysia
Malaysia
influenced
Malaysia
influenced
Malaysia
the
influenced
the
likelihood
influenced
likelihood
theand
likelihood
the
and
severity
likelihood
severity
and
of accidents,
severity
of
and
accidents,
severity
ofand
accidents,
and
of
theaccidents,
the
overall
overall
and accident
the
and
accident
overall
the risk
overall
accident
risk accident
risk1000
risk
hr
to
1200
hr
and
2400
hr
to
0800
hr.
level.
Questionnaire
survey
revealed
that
there
were
almost
equal
percentages
in
the
work
shifts
(12
hr
and
24
hr
shifts)
currently
practiced
by
level.
level.
Questionnaire
Questionnaire
level.level.
Questionnaire
survey
Questionnaire
survey
revealed
revealed
survey
survey
that
revealed
that
there
revealed
there
were
thatwere
there
that
almost
almost
there
were
equal
were
equal
almost
percentages
almost
percentages
equalequal
percentages
in the
in
percentages
the in thein the
Although
this study
did
notexperienced
differentiate between the times
firefighters
from
Department
ofworking
Fire
and
number
of
firefighters
working
the
12
hr
and
24
hr
work
shifts
that
had
number
number
of number
firefighters
ofthefirefighters
number
of firefighters
working
of
firefighters
theRescue,
working
the
12 12
working
hrMalaysia
and
hr
theand
24
12
the24
hr12
work
and
hrhrwork
24
and
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hrshifts
24work
that
hr that
work
had
shifts
had
experienced
shifts
that
experienced
had
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had experienced
of accidents,
itthe
showed
that there
wereof
at least two factors
influenced
theThe
likelihood
and done
severity
ofJurriaan
the
accidents.
research
by
et.
al
(2004)
likelihood
index
accidents.
accidents.
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accidents.
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research
accidents.
research
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research
done
The
byresearch
Jurriaan
byaccidents,
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et.and
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alJurriaan
(2004)
et.showed
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alshowed
et.
(2004)
althat
that
(2004)
showed
that
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likelihood
showed
likelihood
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that
index
likelihood
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likelihood
of ofindexindex
of of
that the
influenced
the
level shift
of accident’s
risk, likelihood and
overall
accident
risk Netherlands’s
level. Questionnaire
survey who
revealed
accident
among
fireman
work
on
24
hr
work
was
1.5
accident
accident
among
accident
among
accident
Netherlands’s
Netherlands’s
among
among
Netherlands’s
fireman
Netherlands’s
fireman
who
fireman
who
work
fireman
work
who
on on
the
who
work
the
24work
24
on
hr
hr
the
work
onwork
24
the
shift
hr24
shift
work
was
hrwas
work
1.5
shift
1.5shift
was 1.5
was 1.5
Inet.al
this study
work
shiftfound
did not affect the overall
that
there were
almost
equal
percentages
infirefighters.
the number ofStudyconsequence.
compared
with
2.2
that
of
Malaysia
by
Dembe
(2005)
also
compared
compared
with
compared
with
2.2
compared
2.2
that
with
that
of
Malaysia
2.2
of
with
Malaysia
that
2.2
of
that
firefighters.
Malaysia
firefighters.
of
Malaysia
firefighters.
Study
Study
firefighters.
by
Dembe
by
Study
Dembe
Study
et.al
by
et.al
Dembe
(2005)
by
(2005)
Dembe
et.al
also
also
(2005)
et.al
found
found
(2005)
also
found
also
severity of the accidents but affected the likelihood orfound
the
firefighters
working
the 12 hrhad
and the
24 hrgreatest
work shifts
that had risk
that
overtime
schedule
incremental
of
injury,
with
overtime
workers
that
that
overtime
overtime
that
schedule
overtime
that
schedule
overtime
had
schedule
had
the
schedule
the
greatest
greatest
had
the
incremental
had
greatest
incremental
the
greatest
incremental
risk
risk
incremental
of
injury,
of
injury,
risk
with
of
risk
with
injury,
overtime
of
overtime
injury,
with
workers
overtime
with
workers
overtime
workers
workers
frequency
of
the
accident.
The
difference
in
likelihood
affected
experienced accidents. The research done by Jurriaan et. al
having
aa 61%
higher
injury
rate
compared
to
workers
in
aainjobs
without
after
having
having
61%
ahaving
61%
higher
having
higher
alikelihood
61%
injury
a injury
61%
higher
ratehigher
rate
injury
compared
compared
injury
rateamong
tocompared
rate
workers
to compared
workers
inoverall
workers
jobs
toaAccident
workers
jobs
without
inwithout
aRisk
jobs
inovertime,
overtime,
a without
jobs
overtime,
without
after
overtime,
after
overtime,
after
after
theto
Index.
ARI
was
significantly
higher
(2004)
showed
that
the
index
of accident
controlling
for
age,
gender,
occupational,
industry
and
region.
This
finding
is
consistent
controlling
controlling
controlling
for
for
age,
controlling
age,
gender,
for
gender,
age,
for
occupational,
gender,
occupational,
age,
gender,
occupational,
industry
occupational,
industry
and
industry
and
region.
region.
industry
and
This
This
region.
and
finding
finding
region.
This
is
consistent
is
finding
This
consistent
finding
is
consistent
is
consistent
in the 24 hr work shift group relative to the 12 hr work shift.
Netherlands’s fireman who work on the 24 hr work shift was
with
other
studies
that
have
identified
overtime
work
as
particularly
hazardous
with
with
other
other
with
studies
studies
with
other
studies
that
have
studies
have
that
identified
identified
that
haveStudy
have
overtime
identified
overtime
identified
work
overtime
work
overtime
as as
particularly
work
particularly
work
as particularly
as
hazardous
hazardous
particularly
hazardous
hazardous
1.5
compared
with
2.2
that that
ofother
Malaysia
firefighters.
by
(Fredriksson
et
al
1999,
Nylen
2001,
Lowery
1998
Van
2001).
Firefighters
on 2001).
12
hour
shifts in Malaysia work ± 56 hours
(Fredriksson
(Fredriksson
(Fredriksson
et alet
(Fredriksson
1999,
al found
1999,
Nylen
etthat
al
Nylen
1999,
et
2001,
al2001,
1999,
Nylen
Lowery
Lowery
Nylen
2001,
1998
2001,
Lowery
1998
Van
Lowery
Van
2001).
1998
2001).
1998
Van
Van
2001).
Dembe
et.al (2005)
also
overtime
schedule
had
per week compared with firefighter on shift 24 h who works
the greatest incremental risk of injury, with overtime workers
This
study
expressed
work
accident
risk
as
Accident
Risk
(ARI).
ARI
is
aais(ARI).
84 hours
per
week.
That
shows
that
on is
thea 24-h
having a 61%
higher
injury
rate
to accident
workers
in
aas Accident
ThisThis
study
study
expressed
Thisexpressed
study
Thiscompared
study
work
expressed
work
accident
expressed
work
risk
work
accident
risk
accident
as±Accident
risk
as
risk
Risk
Accident
Risk
asIndex
Index
Accident
Index
Risk
(ARI).
(ARI).
Risk
Index
ARI
Index
ARI
(ARI).
is firemen
aARI
ARI
is a
function
of
exposure
and
consequence
(or
severity).
Exposure
is
a
function
of
population
shift
work
more
hours
compared
with
those
on
the
12-h
shift.
jobs
without
overtime,
after
controlling
for
age,
gender,
function
function
of function
exposure
of exposure
function
ofand
exposure
of
exposure
and
consequence
consequence
and consequence
and
(or (or
consequence
severity).
severity).
(orExposure
severity).
(or
Exposure
severity).
isExposure
aisfunction
aExposure
function
is of
a function
population
of
is apopulation
function
of population
of population
Study
donethe
by
Sirpa
et al.the
(2002)
concluded
thataccident
shift
workers
exposed
to
the
hazards
and
likelihood
accidents.
percentage
of
accident
occupational,
and
This
finding
islikelihood
consistent
exposed
exposed
toindustry
exposed
the
to the
hazards
exposed
hazards
toregion.
the
and
tohazards
and
likelihood
the likelihood
hazards
and of
of
and
accidents.
of likelihood
accidents.
ofAlthough
Although
accidents.
of
Although
accidents.
the
Although
the
percentage
Although
percentage
percentage
ofthe
accident
ofpercentage
accident
of
of accident
working
moreequal,
than 70detail
hours analysis
per week of
increases the risk of
with
other
studies
that
have
identified
overtime
work
as
among
firefighters
working
on
the
12
hr
and
24
hr
shift
appeared
among
among
firefighters
firefighters
among
among
firefighters
working
working
firefighters
onworking
the
on the
12
working
hr
12onand
hrthe
and
on
24
12the
hr
24
hrshift
hr
12
and
shift
hrappeared
24
and
appeared
hr24
shift
hr
equal,
appeared
shift
equal,
detail
appeared
detail
equal,
analysis
analysis
equal,
detail
ofdetail
analysis
of analysis
of of
occupational
accidents
almost
4 fold compared with shift
particularly
hazardous
(Fredriksson
et al revealed
1999, Nylen
2001,
the
severity
of
such
accidents
significant
differences
within
the
respective
the the
severity
severity
theof severity
the
of
such
such
severity
accidents
ofaccidents
such
of revealed
such
accidents
revealed
accidents
significant
revealed
significant
revealed
significant
differences
differences
significant
differences
within
within
differences
the the
within
respective
respective
within
the respective
the respective
who work
no more thanwith
50 hours
Lowery
1998 Van
2001). the two work shifts. For exampleworkers
categories
between
percentage
of accidents
lessper week.
categories
categories
between
categories
between
categories
thebetween
the
twotwo
between
work
the
work
shifts.
two
the
shifts.
work
two
ForFor
work
example
shifts.
example
shifts.
Forpercentage
example
For
percentage
example
percentage
of accidents
ofpercentage
accidents
ofwith
accidents
with
ofless
accidents
lesswith with
less less
than
4
work
days
loss
was
higher
(21.7
%)
in
the
24
hr
work
shift
compared
to
the
12
hr
thanthan
4 work
4expressed
work
than
days
days
4than
loss
work
loss
4was
work
days
was
higher
loss
days
higher
was
(21.7
loss
(21.7
higher
was
%) %)
in
higher
(21.7
the
in the
24
(21.7
%)hr
24inwork
hr
%)
the
work
in24
shift
the
hr
shift
24
compared
work
hr
compared
work
shifttocompared
shift
the
to the
compared
12 hr
12tohrtheto12the
hr12 hr
This
study
work
accident the
risk opposite
as Accident
Risk
work
shift
(9.5
%).
However,
was
observed
for
accidents
with
more
than
44more
work
work
shift
shift
(9.5
work
(9.5
%).
work
shift
%).
However,
(9.5
shift
However,
%).
(9.5
the
However,
%).
the
opposite
However,
opposite
the
was
opposite
was
the
observed
opposite
observed
was
for
observed
was
for
accidents
observed
accidents
for
with
accidents
for
with
more
accidents
more
than
with
than
with
4
more
than
4than 4
Conclusion
Index (ARI). ARI is a function of exposure and consequence
work
days
loss.
work
work
days
days
loss.
work
loss.
work
days
days
loss.
(or
severity).
Exposure
is aloss.
function
of population exposed
Primary data collected via questionnaire and applied with a
to the hazards and likelihood of accidents. Although the
Statistical
analysis
on
the
likelihood
of
accidents
that
it
was
significantly
Statistical
analysis
Statistical
on analysis
on
the the
likelihood
analysis
likelihood
on theon
of
likelihood
the
accidents
of likelihood
accidents
ofshowed
showed
accidents
showed
of accidents
thatrisk
showed
that
it estimation
was
itshowed
was
significantly
thatsignificantly
itthat
wasitwas
significantly
was
significantly
semi
quantitative
method
used
to estimate
percentageStatistical
ofStatistical
accidentanalysis
among
firefighters
working
on
the
higher
in
the
24
hr
work
shift
than
the
12
hr
shift.
In
other
words
accidents
were
more
accident
risk
among
Malaysian
firefighters. The
estimation
higher
in
higher
the
24 higher
24
hr
inwork
hrthework
in24
shift
thehr
shift
24
than
work
hr
than
the
work
shift
the
12than
shift
12
hr
hrthe
than
shift.
12
In
the
hr
other
In12
shift.
other
hrwords
shift.
In
words
other
accidents
In accidents
other
wordswords
were
accidents
were
more
accidents
more
were were
more
more
12
hrhigher
andin
24the
hr
shift
appeared
equal,
detail
analysis
of shift.
the
frequent
among
those
working
on
the
24
hr
work
shift
than
the
12
hr
work
shift.
The
revealed
that
the
Accident
Risk
Index
was
higher
in
the
24
hr
severity
of
such
accidents
revealed
significant
differences
frequent
frequent
among
frequent
among
frequent
those
those
among
working
among
working
thoseonthose
working
on
the the
24
working
24
hr
onwork
hr
theon
work
24
shift
thehrshift
24
work
than
hrthan
the
work
shift
the
12shift
than
12
hr work
hr
the
than
work
12
shift.
thehrshift.
12
work
The
hrThe
work
shift. shift.
The The
likelihood
of
accidents
was
high
in
all
categories
of
likelihood
(Table
7).
Mourice
et
al.
work
shift
compared
to
the
12
hr
work
shift.
Such
difference
within
the respective
categories
between
the
two
work
shifts.
likelihood
likelihood
of
likelihood
accidents
of likelihood
accidents
ofwas
accidents
was
ofhigh
accidents
high
inwas
all
in all
categories
high
was
categories
in
high
allin
of
categories
all
likelihood
of categories
likelihood
of (Table
likelihood
of
(Table
likelihood
7). 7).
Mourice
(Table
Mourice
(Table
7).
et Mourice
al.
et7).al.Mourice
et al. et al.
(1975)
reported
that
accident
were
more
frequent
and
less
serious
during
shift,
while
was
significantly
attributed
toduring
theshift,
difference
in theshift,
likelihood
For
example
percentage
of
accidents
with
lessaccident
than
4frequent
work
(1975)
(1975)
reported
reported
(1975)
that
(1975)
reported
that
accident
accident
reported
that
were
accident
were
that
more
more
frequent
were
were
more
and
more
frequent
and
lessless
frequent
serious
and
serious
less
during
and
during
serious
lessday
day
serious
day
shift,
during
while
day
while
shift,
day
while
while
of
accident
happening
rather
than
the
severity
of
accident.
at
night
they
are
less
frequent
but
more
serious.
Research
done
by
Bjerner
et.al
(1955)
days
loss
was
higher
(21.7
%)
in
the
24
hr
work
shift
compared
at night
at night
they
at
they
are
night
at
are
less
night
they
less
frequent
are
they
frequent
less
are
butfrequent
less
but
more
more
frequent
serious.
but
serious.
more
butResearch
more
serious.
Research
serious.
done
Research
done
by
Research
by
Bjerner
done
Bjerner
done
by
et.alBjerner
et.al
by
(1955)
(1955)
Bjerner
et.al (1955)
et.al (1955)
toshowed
theshowed
12 hrthat
work
shift
(9.5
However,
opposite
was
firefighters
on
24
hr
had
lowest
frequency
of
injuries
occurred
between
showed
that
showed
that
firefighters
firefighters
showed
that%).
firefighters
on
that
24
onfirefighters
hr
24 shift
shift
hrthe
on
shift
had
24on
had
hr
lowest
24
shift
lowest
hr had
frequency
shift
frequency
lowest
had lowest
of
frequency
injuries
of injuries
frequency
occurred
of occurred
injuries
of injuries
between
occurred
between
occurred
between
between
observed
days
1000 hrfortoaccidents
1200 hrwith
andmore
2400than
hr 4towork
0800
hr.loss.
1000
1000
hr to
hr1200
1000
to 1200
hr
1000
hrand
hr
to 1200
hr
and
2400
to2400
1200
hrhrand
to
hrhr0800
2400
toand
0800
hr.
2400
hr hr.
to 0800
hr to 0800
hr. hr.
Acknowledgement
Statistical Although
analysis on the
likelihood
of accidents
showed that
this
study
did
not
differentiate
between
the
times
of
accidents,
it
showed
Although
Although
this
Although
this
study
Although
study
did
this
did
not
study
this
not
differentiate
study
differentiate
did
not
diddifferentiate
between
notbetween
differentiate
the
between
the
times
times
between
of
accidents,
of times
accidents,
the times
of
itaccidents,
showed
itof
showed
accidents,
it showed
it showed
would
like
tothe
graciously
thank
the
Director
General
and
itthat
was there
significantly
higher
in
the
24
hr
work
shift
than the 12 theWe
were
at
least
two
factors
that
influenced
level
of
accident’s
risk,
likelihood
that
that
there
there
were
that
were
at
there
that
least
at
there
least
were
two
two
were
at
factors
least
factors
at
least
two
that
that
factors
influenced
two
influenced
factors
that
the
influenced
that
the
level
influenced
level
of
the
accident’s
of
level
accident’s
the
level
of
risk,
accident’s
of
risk,
likelihood
accident’s
likelihood
risk,
likelihood
risk,
likelihood
all senior officers of the Department of Fire and Rescue,
hr shift. In other words accidents were more frequent among
and
consequence.
In In
this
study
work
shift
did
not
affect
the
overall
severity
of
the
andand
consequence.
consequence.
and
and
this
this
study
study
Inthan
work
this
In
work
study
this
shift
study
work
diddid
not
work
shift
not
affect
shift
did
affect
the
not
didthe
overall
affect
notoverall
affect
the
severity
severity
overall
the
overall
of severity
of
the and
the
severity
of theto
ofthis
the
Malaysia
who
have
given
their
permission
support
those
working
on theconsequence.
24Inhrconsequence.
work
shift
the
12
hrshift
work
accidents
but
affected
the
likelihood
or
the
frequency
of
the
accident.
The
difference
in
accidents
accidents
but
accidents
but
affected
accidents
affected
but
the
affected
the
but
likelihood
likelihood
affected
the
or
likelihood
the
the
or
likelihood
the
frequency
frequency
or
the
or
of
frequency
the
the
of
frequency
the
accident.
accident.
of
the
The
of
accident.
the
The
difference
accident.
difference
The
in
difference
The
in
difference
in
in
study.
Sincere
thanks
also
go
to
the
firemen
who
participated
shift. The likelihood of accidents was high in all categories
and contributed to the success of this study.
of likelihood (Table 7). Mourice et al. (1975) reported that
accident were more frequent and less serious during day7shift,
7 7
7
29
7
References
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Lowery, J., et al. 1998. Risk factors for injury among
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Monk, T.M., Folkard, S. 1992. How to make shift work
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30
Original Article
Quantitative Measurement of Occupational Safety and Health
Management Systems Performance
Aziz Basiran1 and Ismail Bahari
Faculty of Science Physics, University Kebangsaan Malaysia
Correspondance author: Aziz Basiran Email add.: [email protected] / [email protected]
AZIZ BIN BASIRAN
AZIZ EHS CONSULTANT SDN BHD
Tel. No.: 603-8210 0775 Hp. No.: 012-393 8102
Abstract
Various types of Occupational Safety and Health Management Systems (OSH-MS) exist in the market. Basically, these systems
have similar basic principles and even elements. However, the importance of these elements in terms of successful management
of OSH differs according to the end-user. OSH Practitioners with different roles and responsibilities have different views on
which element or elements contribute significantly to the overall success of OSH management. There are no standardization in
terms quantifying the elements that qualifies an OSH-MS. A study was carried out to quantify the implementation of an OSH-MS
through the determination of weighing factors for the different elements in an OSH-MS. Respondents for this study comprised
of top safety and health management, safety and health officers (SHO) / radiation protection officers (RPO), DOSH officers,
auditors and consultants who are very familiar with OSH-MS. Sample of this study was based on purposive sampling due to
strict criteria and prerequisites to be met. Questionnaires were distributed to the identified organizations and personnel. Results
from this study established that, auditor has the highest level of understanding of OSH-MS compared with top safety and health
management, SHO / RPO, DOSH officers and OSH consultants. Among all the elements in the OSH-MS studied for their levels
of importance in terms of the overall success of implementing an OSH-MS, OSH policy is the most critical element, followed
by hazard identification, risk assessment and control, employee participation, responsibility and accountability and competence
and training. The weighing factor for these top 5 elements are OSH policy (0.36); hazard identification, risk assessment and
risk control (0.25); employee participation (0.15); responsibility and accountability (0.14); and competence and training
(0.10). Application of the weighing factors of these elements allows the quantification of audit status (Audit Score) based on the
equation: audit score = 0.36 [OSH Policy] + 0.25 [Hazard Identification, Risk Assessment and Risk Control] + 0.15 [Employee
Participation] + 0.14 [Responsibility and Accountability] + 0.10 [Competence and Training]. Minimum tolerable target for each
element of an OSH-MS was also determined. The minimum tolerable frequency of OSH policy is reviewed by top management
is yearly; the minimum tolerable frequency of risk management is reviewed is yearly; the minimum tolerable percentage of
employees who should be made known on relevant legal and other requirements is ≥90%; the minimum tolerable percentage of
OSH objectives and programme(s) achieved / implemented is between 80 – 89%; the minimum tolerable percentage of money
budgeted for OSH in a year compared to organization revenue is between 1 – 5%; the minimum tolerable number of hours for
each employee needed to be trained on OSH per year is between 30 – 39 hours; the minimum tolerable percentage of employees
who should be communicated on matters related to OSH is ≥90%; the minimum tolerable percentage of employees participation
and involvement in hazard identification, risk assessment and determining controls is ≥90%; the minimum tolerable percentage
of employees who should be involved in establishing OSH documents is <50%; the minimum tolerable frequency by which
OSH document is reviewed is yearly; the minimum tolerable frequency in reviewing implement control measures is yearly; the
minimum tolerable number of emergency drills conducted with reports in a year is between 1 – 3 times; the minimum tolerable
frequency on OSH inspection per year is quarterly basis; the minimum tolerable percentage of compliance with related OSH
legal requirements is ≥90%; the minimum tolerable duration between the accident and the investigation is 1 day; the minimum
tolerable percentage of corrective and preventive action taken / closed is ≥90%; the minimum tolerable conformance level in
terms of control of records is between 80 – 89%; the minimum tolerable ratio of internal auditor who should be trained in OSHMS internal audit versus number of employees in the organization is 1:50; and the minimum tolerable frequency of management
review that should be conducted by top management is yearly or less.
31
Imagination is more important than knowledge.
- Albert Einstein
2.2 Scope
Management works in the system.
Leadership works on the system.
- Stephen Covey
OSH policy is the most important element in OSH-MS.
- Aziz Basiran
1. Introduction
• Various types of OSH-MS.
• Basic principles and elements.
• The importance of these elements in terms of
successful management of OSH differs according to
end-user.
• Different views.
• No standardization in terms of quantifying the
elements.
Questionnaires were distributed to the identified
organizations and personnel.
Respondents of this survey were selected by
purposive sampling.
Respondents for this study comprised of top safety
and health management, safety and health officers
(SHO) / radiation protection officers (RPO), DOSH
officers, auditors and consultants who are very
familiar with OSH-MS.
2.1 Objectives
2.3 Respondents
3. Results and Discussion
2. Method
This study used the OHSAS 18001 and MS 1722
OSH-MS as the systems in study. Both systems were
selected because they are certifiable and are widely
used by industries in Malaysia.
Results from this study established that, auditor has the
highest level of understanding of OSH-MS compared
with top safety and health management, SHO / RPO,
DOSH officers and OSH consultants. The objectives of the study are to quantify the
implementation of an OSH-MS through the
determination of weighing factors QUANTITATIVE
for the different MEASUREMENT OF
OCCUPATIONAL SAFETY AND HEALTH MANAGEMENT SYSTEMS PERFORMANCE
elements
in an OSH-MS and to quantify OSH-MS
audit results in order to measure performance.
7LTO"!;(?!!]$HJ%HG!4W!"$3,!"&+#+H/!4W!$H!SPB<NP$
?(!
>(!
;(!
[(!
A(!
9(!
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=(!
E(!
?:(!
??(!
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?;(!
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?A(!
?9(!
?@(!
?=(!
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SPB!C4&%31!
"#I&41++!C$0/%3%I$/%4H!
]+-I4H-%M%&%/1!$H'!L334VH/$M%&%/1!
Q4#I+/+H3+!$H'!70$%H%HG!
SPB!X43V#+H/$/%4H!
SPB!]+340'-!
Q4##VH%3$/%4H!
B$*$0'!F'+H/%W%3$/%4H^!]%-J!L--+--#+H/!$H'!]%-J!Q4H/04&!
O+G$&!$H'!S/,+0!]+YV%0+#+H/-!
P1-/+#!C&$HH%HG^!X+R+&4I#+H/!$H'!F#I&+#+H/$/%4H!
SPB!SMZ+3/%R+-!
C0+R+H/%4H!$H'!Q4H/04&!N+$-V0+-!
N$H$G+#+H/!4W!Q,$HG+!
"#+0G+H31!C0+R+H/%4H^!C0+I$0+'H+--!$H'!]+-I4H-+!
SI+0$/%4H$&!C043+'V0+-!_C043V0+#+H/!$H'!Q4H/0$3/%HG`!
C+0W40#$H3+!N4H%/40%HG!$H'!N+$-V0+#+H/!
FHR+-/%G$/%4H!4W!L33%'+H/!$H'!FH3%'+H/!
LV'%/!
N$H$G+#+H/!]+R%+K!
Table 3.1 Ranking of Each Element of an OSH-MS
32
O!6B!
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;!
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9!
@!
=!
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<!
@!
QUANTITATIVE MEASUREMENT OF
OCCUPATIONAL SAFETY AND HEALTH MANAGEMENT SYSTEMS PERFORMANCE
Original Article
7LTO"!;(>!!a+%G,%HG!b$3/40!W40!74I!A!"&+#+H/-!4W!$H!SPB<NP!
O!6B!
?!
>!
;!
[!
A!
181I1693!
C4&%31!
B$*$0'!F'+H/%W%3$/%4H^!]%-J!L--+--#+H/!$H'!]%-J!Q4H/04&!
"#I&41++!C$0/%3%I$/%4H!
]+-I4H-%M%&%/1!$H'!L334VH/$M%&%/1!
Q4#I+/+H3+!$H'!70$%H%HG!
P1,Q2,6Q$R!495O!
:(;9!
:(>A!
:(?A!
:(?[!
:(?:!
?(::!
Table 3.2 Weighing Factor for Top 5 Elements of an OSH-MS
L!I+0W40#$H3+!4W!$H!SPB<NP!%H!$!I$0/%3V&$0!40G$H%-$/%4H!#$1!M+!#+$-V0+'!W04#!
QUANTITATIVE MEASUREMENT OF
Audit Score SYSTEMS
= 0.36 [OSH
Policy] + 0.25
A performance
of
an OSH-MS in a particular
OCCUPATIONAL
SAFETYorganisation
AND HEALTH MANAGEMENT
PERFORMANCE
VH%/-!$V'%/!-340+!-,4KH!%H!+YV$/%4H!M+&4K)!
[Hazard
Identification, Risk Assessment and Risk Control] +
may be measured from units audit score shown in
0.15 [Employee Participation] + 0.14 [Responsibility and
equation below:
LV'%/!P340+!c!:(;9!dSPB!C4&%31e!f!:(>A!dB$*$0'!F'+H/%W%3$/%4H^!]%-J!L--+--#+H/!$H'!
Accountability] + 0.10 [Competence and Training].
7LTO"!;(;!a+%G,%HG!b$3/40!4W!"$3,!"&+#+H/!4W!$H!SPB<NP
]%-J!Q4H/04&e!f!:(?A!d"#I&41++!C$0/%3%I$/%4He!f!:(?[!d]+-I4H-%M%&%/1!$H'!
L334VH/$M%&%/1e!f!:(?:!dQ4#I+/+H3+!$H'!70$%H%HGe(!
O!6B!
181I1693!
P1,Q2,6Q$R!495O!
?!
>!
;!
[!
A!
9!
@!
=!
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?:!
??!
?>!
?;!
?[!
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?9!
?@!
?=!
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C4&%31!
B$*$0'!F'+H/%W%3$/%4H^!]%-J!L--+--#+H/!$H'!]%-J!Q4H/04&!
"#I&41++!C$0/%3%I$/%4H!
]+-I4H-%M%&%/1!$H'!L334VH/$M%&%/1!
Q4#I+/+H3+!$H'!70$%H%HG!
O+G$&!$H'!S/,+0!]+YV%0+#+H/-!
P1-/+#!C&$HH%HG^!X+R+&4I#+H/!$H'!F#I&+#+H/$/%4H!
SMZ+3/%R+-!
LV'%/!
Q4##VH%3$/%4H!
N$H$G+#+H/!]+R%+K!
X43V#+H/$/%4H!
"#+0G+H31!C0+R+H/%4H^!C0+I$0+'H+--!$H'!]+-I4H-+!
C0+R+H/%4H!$H'!Q4H/04&!N+$-V0+!
FHR+-/%G$/%4H!4W!L33%'+H/!$H'!FH3%'+H/!
SI+0$/%4H$&!C043+'V0+-!_C043V0+#+H/!$H'!Q4H/0$3/%HG`!
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]+340'-!
N$H$G+#+H/!4W!Q,$HG+!
Table 3.3 Weighing Factor of Each Element of an OSH-MS
33
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:(?9>!
:(:EA!
:(:E>!
:(:9A!
:(:A>!
:(:[A!
:(:[[!
:(:;@!
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:(:>=!
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:(:>:!
:(:?=!
:(:?>!
:(:?>!
:(:?>!
:(::=!
:(::A!
?(::!
=!
E!
No
Element
OSH Key Performance
Indicator (KPIs)
1 OSH Policy 1.1 Minimum tolerable
percentage of persons who
should be made known on
OSH policy:
a) Employees.
b) Persons working under the control of the
organisation (contractors
and sub-contractors).
c) Visitors.
Minimum
Tolerable
Target
No
2 Hazard 2.1Minimum tolerable
Identification, percentage of hazard
Risk that should be identified
Assessment for:
and a) Routine activities.
Determining b) Non-routine activities.
Controls
c) Facilities at the workplace.
d) Activities of persons having access to the
workplace (contractors).
e) Activities of persons
having access to the
workplace (visitors).
2.2Minimum tolerable
percentage of risk that
should be assessed for:
a) Routine activities.
b) Non-routine activities.
c) Facilities at the
workplace.
d) Activities of persons having access to the
workplace (contractors).
e) Activities of persons having access to the
workplace (visitors).
OSH Key Performance
Indicator (KPIs)
identification and risk
assessment:
a) Members of top
management.
b) Employees.
c) Contractors.
.
the results of hazard
assessment:
a) Members of top management.
b) Employees.
c) Contractors.
d) Visitors.
≥ 90%
≥ 90%
≥ 90%
frequency of communication
on OSH policy among:
a) Employees.
Monthly
b) Persons working under Monthly
the control of the
organisation (contractors
and sub-contractors).
1.3Minimum tolerable frequency of OSH policy is
reviewed by the organisation’s
top management to ensure
that it remains relevant and
appropriate to the organisation.
(Note: Review doesn’t mean
revise).
Element
Minimum
Tolerable
Target
≥ 90%
≥ 90%
≥ 90%
≥ 90%
≥ 90%
≥ 90%
80-89%
2.5 Minimum tolerable frequency
of communication on hazard
assessment among:
a) Members of top Weekly
management.
b) Employees.
Weekly
c) Contractors.
Weekly
d) Visitors.
Once in 2 years or less
Yearly
2.6Minimum tolerable frequency of risk
management is reviewed.
revise).
≥ 90%
≥ 90%
≥ 90%
3
≥ 90%
Legal and 3.1Minimum tolerable
Other percentage of the
Requirements identification of relevant:
a) Legal requirements.
b) Other requirements.
should be involved in
identifying relevant legal
and other requirements:
b) Employees.
c) Contractors.
≥ 90%
≥ 90%
≥ 90%
Yearly
≥ 90%
≥ 90%
≥ 90%
≥ 90%
≥ 90%
80-89%
3.3 Minimum tolerable
relevant legal and other
requirements
b) Employees.
c) Contractors.
d) Visitors.
≥ 90%
should be involved in
establishing hazard
Table 3.4 Minimum Tolerable Target
34
80-89%
71-90%
71-90%
70-79%
Original Article
No
Element
OSH Key Performance
Indicator (KPIs)
Minimum
Tolerable
Target
No
Element
OSH Key Performance
Indicator (KPIs)
Minimum
Tolerable
Target
on relevant legal and other
requirements among:
a) Members of top Monthly
management.
b) Employees.
Monthly
c) Contractors.
Half Yearly
d) Visitors
Once in year or less
objectives and programme(s)
achieved/implemented.
percentage of employees
participating in OSH
programmes in making:
a) Suggestion. b) Inspection. c) Campaign/Promotion. 3.5
4.6Minimum tolerable ratio of employees who have
obtained reward and
recognition in terms of their
contribution in OSH in
comparison to the total
number of employees who
participated in the
programme.
1:50
4.7Minimum tolerable ratio of OSH improvement
suggestions from employees
in comparison to the
total number of employees.
1:10
Minimum tolerable time to
access the identified relevant
legal and other requirements.
(Note: The register of legal
and other requirements
available for reference).
3.6 Minimum tolerable percentage of accessibility
of relevant legal and other
requirements’ books
available for reference.
3.7
> 20min
< 90%
Minimum tolerable Yearly
frequency of the identified
legal and other requirements
is reviewed.
(Note: Review doesn’t mean revise).
4 Objectives 4.1Minimum tolerable
and percentage of persons who
Programme(s) should be involved in
establishing objectives and
programme(s):
b) Employees.
c) Contractors.
4.8 Minimum tolerable Yearly
frequency by which the
OSH objectives and
programme(s) are reviewed.
(Note: Review doesn’t mean revise).
5
≥ 90%
≥ 90%
< 50%
objectives and programme(s):
a) Members of top 80-89%
management.
b) Employees.
≥ 90%
c) Contractors.
80-89%
d) Visitors.
< 50%
on objectives and
programme(s) among:
b) Employees. c) Contractors. d) Visitors.
4.4Minimum tolerable percentage of OSH
70-79%
80-89%
80-89%
Resources, 5.1 Minimum tolerable ratio
Roles, of human resources with
Responsibility, specialized skills on OSH in
Accountability comparison to the total
and Authority number of employees.
1:50
5.2 Minimum tolerable percentage amount of
money budgeted for OSH in
a year compared to
organisation revenue.
1-5%
5.3 Minimum tolerable ratio of employees with specific
OSH roles and
responsibilities in
number of employees.
1:50
6 Competence, 6.1 Minimum tolerable
Training and percentage of employees
Awareness that should be trained on
OSH awareness in
number of employees.
80-89%
≥ 90%
80-89%
< 50%
6.2 Minimum tolerable percentage of contracted
individual needs to be trained.
80-89%
Table 3.4 Minimum Tolerable Target (Cont’d)
35
≥ 90%
80-89%
Minimum
Tolerable
Target
6.3 Minimum tolerable number 10-19%
of hours for each employee
needed to be trained on OSH
per year.
No
Element
OSH Key Performance
Indicator (KPIs)
No
7 Communication 7.1 Minimum tolerable
percentage of personnel
who should be communicated
on matters related to OSH.
a) Employees. ≥ 90%
b) Contractors. 80-89%
c) Visitors. < 50%
8 Participation 8.1 Minimum tolerable
and percentage of employees
Consultation participation and involvement
in:
a) Hazard identification, 80-89%
risk assessment and
determination of controls.
b) Incident investigation. 80-89%
c) Development and review < 50%
of OSH policies and
objectives.
8.2 Minimum tolerable percentage of employees
that should be consulted
where there are any
changes that affect their
OSH.
70-79%
9 Documentation 9.1 Minimum tolerable percentage of employees
who should be involved in
establishing OSH documents.
< 50%
9.2 Minimum tolerable frequency of all OSH
documents that should be
communicated to all relevant
personnel.
Yearly
10 Control of 10.1 Minimum tolerable
Documents frequency by which
OSH document is reviewed.
Yearly
11 Operational 11.1 Minimum tolerable
Control percentage of employees
that should be involved in
determining control measures.
70-79%
11.2 Minimum tolerable frequency in reviewing
implemented control
measures.
revise).3
Quarterly
11.3 Minimum tolerable percentage of employees
Element
OSH Key Performance
Indicator (KPIs)
trained on specific
operational control
requirements.
Minimum
Tolerable
Target
12 Emergency 12.1 Minimum tolerable
Preparedness number of emergency drills
and Response conducted with reports in a
year.
1-3
12.2 Minimum tolerable percentage of emergency
preparedness and response.
70-79%
13 Performance 13.1 Minimum tolerable
Measurement percentage of OSH
and monitoring performed versus
Monitoring the number that required
monitoring.
70-79%
13.2 Minimum tolerable frequency on OSH
inspection per year.
14 Evaluation of 14.1 Minimum tolerable
Compliance percentage of compliance
with related OSH legal
requirements.
14.2 Minimum tolerable percentage of compliance
with other related OSH
requirements.
15 Incident
15.1 Minimum tolerable
Investigation percentage of safety and
health committee needed to
be trained in incident
investigation.
15.2 Minimum tolerable duration between the
accident and the investigation.
Quarterly
≥ 90%
≥ 90%
≥ 90%
1 day
16 Nonconformity, 16.1 Minimum tolerable
Corrective percentage of corrective
Action action taken/closed.
and
Preventive 16.2 Minimum tolerable
Action percentage of preventive
action taken/closed.
80-89%
17 Control of 17.1 Minimum tolerable
Records conformance level in terms
of control of records.
80-89%
≥ 90%
18 Internal 18.1 Minimum tolerable Half Yearly
Audit frequency of OSH
management system internal
audit that should be
conducted by the
organization’s internal
auditors with reports.
70-79%
36
Original Article
No
Element
OSH Key Performance
Indicator (KPIs)
18.2 Minimum tolerable ratio of internal auditor who
should be trained in OSH
management system internal
audit versus number of
employees in the
organisation.
Research Limitation
Minimum
Tolerable
Target
1:50
The major limitation in conducting the research is the time
factor that is inadequate.
Conclusion
18.3 Minimum tolerable ratio of internal auditor who
should be trained in
certificated course
(e.g. IRCA) versus number
of employees in the
organisation.
1:50
19 Management 19.1 Minimum tolerable
Review frequency of management review that should be
conducted by the
organization’s top
management to discuss all
elements of OSH
management systems.
Yearly or
Less
The study was carried out to determine the weighing
factors for OSH-MS and OSH KPIs. The study reveals that
good strategies to approach the organisations need to be
devised in persuading them to participate in such research.
The organizations need to be adequately convinced on the
importance of the research that generally it would help them
to improve the overall business performance or otherwise
they may tend to believe that such research can give bad
implications by disclosing their weaknesses to the external
agencies.
It’s nice to be important, but it’s more important to be nice.
~ John Cassis
Experience tells you what to do; confidence allows you to
do it.
~ Stan Smith
When you appeal to the highest level of thinking,
you get the highest level of performance.
~ Jack Stack
Don’t manage people, manage systems. Lead people.
~ Aziz Basiran
37
Original Article
1, 2*
Asmalia Che Ahmad, 1Normazlina Mohamed Zi, 1Ismail Bahari, & 1Azizah Jaafar
1
Universiti Kebangsaan Malaysia, Selangor
2Universiti Teknologi MARA, Perak
*Corresponding author: [email protected]
Abstract
Safety Intervention Need Analysis System (SINAS) is a web-based safety management program that aspires the identification
for the need of construction safety intervention. It can be accessed through the website www.sinas.org. This first phase of SINAS
project development only focus on safe design intervention. SINAS was created to provide assistance for safety practitioners in
identifying the need of safe design intervention. This was put forward through the investigations of construction accidents that
relate to design. The SINAS process of need analysis are carved up to six steps i.e. user information, accident details, accident
evaluation, result of the need analysis, construction design intervention and safety intervention need analysis report. At the end
of the process, Safety Intervention Need Analysis Report will be generated. This report is an essential document to proof the need
of safe design intervention. Additionally, SINAS also offers recommendations for construction designers and professionals on
suitable safe design intervention to prevent construction accidents and minimises construction risks.
Keywords: construction, design, intervention, need analysis, safety
Introduction
SINAS is an acronym for Safety Intervention Need Analysis
System. It is a web-based program that aims to identify the
need for construction safety intervention. SINAS can be
accessed by the address www.sinas.org (Figure 1). For the
first phase of SINAS project development, only the design
intervention will be addressed. In order to identify the
need of safe design intervention, SINAS was designed to
provide assistance in discovering the root causes of accident
particularly in design aspect. The SINAS journey to discover
the root causes related to design begins by clicking the button
START (Figure 1). Other than discovering the root cause,
SINAS also provides suitable and accurate recommendations
on safe design intervention to prevent construction accidents
and enhances safety measures.
39
Figure 1: The webpage of SINAS showing the website address, START button and library
SINAS are developed to guide competent construction
Safety Intervention Need Analysis
accident investigators to investigate the root causes or potential
A safety need analysis is an analysis to identify whether
such situation or activity needs an intervention in order to
improve safety feature. SINAS was developed to assist the
identification of the need analysis by discovering the root
cause of construction accidents explicitly related to design.
The need analysis journey starts by clicking the button
START (Figure 1). After clicking the START button, 6 icon
buttons will appear (Figure 2). These buttons represent 6
steps to analysis the need of safety intervention The process
of need analysis consist of:
• Step 1 –User information
• Step 2 –Accident details
• Step 3 –Accident evaluation
• Step 4 –Result of the need analysis
• Step 5 –Construction design intervention
• Step 6 –Safety intervention need analysis report
causes of construction accident within the aspect of design.
This investigation reveals the need analysis for safe design
intervention. Consequently, it facilitates selection of safe
design intervention. In addition, SINAS allows construction
designers, safety practitioners as well as project contractors
to view potential safe designs that may be integrated into
construction design and during design decisions. This can be
attained from SINAS library (Figure 1). SINAS library list
down safe design interventions, which can be carried out to
eliminates and reduces hazards as well as risks in construction
and maintenance works. These design intervention may assist
architects, engineers or construction designers to address
Step 1 - User information
potential hazards during the design phase of construction
The first step is to fill in the user information (Figure 2). The
information are classified to personal, company and project
information. These information are essential for generating
report at the end of the analysis.
project. In that way, those professionals could incorporate safe
design in their designs decisions thus eliminate or mitigate
potential hazards which reduces risk along construction and
maintenance phase in construction projects.
40
Original Article
Figure 2: Icon buttons to identify the need for safe design intervention & user details
Step 2 - Accident details
o Who - Particular about the victim and those involved in
the accident. Numbers of victim, gender, age, citizenship,
job description and years of experience.
The user is required to fill in the accident details as the second
step. This step replicates the accident investigation report.
The following are required facts (Figure 3a, 3b, 3c, 3d):
o
o When - Date, time, weather & condition where the
accident took place
o Where - Area and location of accident
What - Description of situation before, during and after the
accident. Description of work that might lead to the
accident. Type of accident. Numbers of fatalities and
injuries.
Figure 4 represents the example of overall accident details.
3a
3c
3b
3d
Figure 3a, 3b, 3c, 3d: The required facts for accident details
41
Figure 4: The overall accident details
Step 3 - Accident evaluation
o C - The design failed to encourage the constructor from
implementing safety protection measures
The third step is evaluation of the construction accident. By
referring to the accident details, the user could evaluate the
need for safety intervention in design aspect with assistance
by SINAS (Figure 5). The evaluations are basically lying on
5 statements related to design, safety and construction. The
statements namely are:
o
o
o A - The design failed to provide temporary safety
measures
D - The design could be enhance to consider construction
worker safety
E - The construction drawing could be upgraded to
diminish hazards associated to the accident
The level of agreement to these statements could be responded
using 5-point Likert as follows:
1 - strongly disagree
4 - agree
2 - disagree
5 - strongly agree
3 - neutral
o B - The design failed to provide permanent safety
measures
Figure 5: The accident evaluation
42
Original Article
Step 4 - Result of the need analysis
according to type of accident i.e. fall, electrocution, roadwork,
excavation, renovation and demolition (Figure 6). On the
other hand, if the result illustrates that the accident was not
related to design, safe design intervention was not a necessity.
The accident may be caused by other factors and need other
sort of intervention.
SINAS will calculate the evaluation and generate result on
the need of safe design intervention. If the result demonstrates
that the accident was related to design, therefore, there is a
need to intervene safety in design aspect (Figure 6). At the
same time, SINAS will suggest safe design intervention
Figure 6: The result for need analysis of safe design intervention
Figure 7a: List of safe design intervention
43
Figure 7b: List of safe design intervention (continued)
Step 5 - Construction design intervention
Step 6 - Safety intervention need analysis report
A list of safe design intervention will appear on the display
as the fifth step (Figure 7a & 7b). The user will select the
suitable safe design intervention according to the construction
of building element and design category. Example of building
elements are ceiling, floor, staircase, wall etc whereas design
category is classified as permanent or temporary design.
Figure 7a: List of safe design intervention
Based on input from step 1 until 5, SINAS will generate
Safety Intervention Need Analysis Report (Figure 8). This
report contains an analysis that is useful as a proof on the
need of a design related intervention. It also performs
as recommendation document for suitable safe design
intervention.
Figure 8: Safe design intervention need analysis report
44
Original Article
Conclusion
whereby the safety intervention library may be enriched in
future with the addition of new and more appropriate safe
design intervention by the users.
Safety Intervention Need Analysis System (SINAS) is a webbased safety management system to revolutionize construction
safety. SINAS focuses on the need for safety intervention
based on construction accident investigation mainly on
design related issues. This system provides useful assistance
to safety practitioners, especially the accident investigators in
identifying the root causes of construction accidents related
to construction design. SINAS library enhances ideas to
improve safety in design decision of construction designers
and professionals. SINAS is designed as a living system
Acknowledgements
SINAS project was funded by Universiti Kebangsaan
Malaysia under the UKM-GUP-JKKBG-08-09-033 research
grant. The researchers graciously thank UKM and all other
parties involved for their support and contribution to the
success on the development of SINAS.
45
Health & Safety Executive (HSE) (2007). Construction
(Design and Management) Regulations 2007. United
Kingdom.
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46
Original Article
The Use of Mobile Technology Applications for Crisis
Management During Hajj
Hana Al-Nuaim (DSc)
Computer Science Department | Faculty of Computer and Information Technology | King Abdulaziz University
P.O. Box 80200, Jeddah 21589 E-mail: [email protected] Tel: 00966 2 6952771
Miadah Al-Masry (MSc)
King Abdulaziz University | Computer Science Department
Faculty of Computer and Information Technology | King Abdulaziz University
P.O. Box 80200, Jeddah 21589 E-mail: [email protected] Tel: 00966 2 6830771
Statement of Contribution:
The Hajj is probably the biggest religious economic and environmental phenomenon that occurs yearly that involves people from
most countries of the world, young and old, rich and poor, highly educated and illiterate; a combination that makes the 6 day
Hajj problematic for the pilgrims, local authorities and citizens of the city of Makkah. Very limited research has been conducted
in this area and most of what has been researched has focused on city planning, construction and movement routes while ICT
research has ignored the HAJJ.
Abstract
The mountainous holy city of Makkah, Saudi Arabia faces major challenges in construction, transportation, and provision of
services to millions who visit the city for religious purposes. During the annual six-day Hajj season, more than 3 million pilgrims
are in constant movement around the holy sites at the same time. Human overcrowding leading to chaos, panic, and stampede
has resulted in the deaths of hundreds of pilgrims over the years. Although large-scale expansion projects are in constant
development, a solution must be found that provides the pilgrims with knowledge so they are able to make accurate and wise
decisions during their movement from site to site. This research proposes a pilgrim assistant application using location-based
services and augmented reality technology that can deliver real-time visual information and graphical directions to pilgrims’
mobile devices in their native languages, ultimately giving pilgrims control over their own safety.
Keywords: Location-based services, augmented reality, Makkah, crowd management, congestion, Hajj
1. Introduction
The unrestrained growth of cities without any control
or follow-up monitoring is a serious concern among city
planners around the world. In addition, the rapidly
increasing size of cities can lead to a massive need
for the administrative authority to manage and provide
for population needs. This is especially true when there
are increasing demands placed on scarce resources, which
can create numerous environmental problems, such as
water shortages, traffic congestion, and the misuse of
urban land (Kim 2008). Under these circumstances,
strategic planning for sustainable and intelligent cities
is a crucial challenge for planners and urban scientists
(Kim 2008).
Many cities have problems in terms of space limitations,
which lead to crowd concentrations and traffic jams in
small areas. Mass evacuation of large urban settings has
occurred throughout world history, but, until recently,
these situations were dispersed and infrequent (McGuire
2005). Tragic outcomes due to congestion happen as
a result of man-made or unexpected environmental events.
47
They might also be a result of the failure of local
authorities to respond in a timely manner to such
circumstances (Al-Sharief 2006). Metropolitan cities are
laid out to handle automotive traffic, with varying degrees
of success. Nevertheless, major power outages in New
York, the attacks of 9/11, and the recent death of 19
people and injury of more than 300 people during a
stampede at a music festival in Duisburg, Germany
show that urban cities need to be prepared to handle a
mass evacuation of individuals on foot.
During disasters, chaos and dangerous situations may
occur due to human behavior, rather than the event
itself. Escape panic situations normally exhibit the
following characteristics (McGuire 2005):
•
People walk or run considerably faster than normal.
•
People’s interactions become physical in nature (e.g.,
they push at times).
•
Moving and passing of a bottleneck becomes
uncoordinated.
•
At exits, arcing and blocking are observed.
•
Congestions build up.
•
The physical interactions in a congested crowd add
up and cause alarming pressures that can bend steel
barriers and break down brick walls.
•
Fallen or injured people act as obstacles, further
impeding escape.
•
People show a tendency toward mass behavior,
which means that they do what others do, even
though they may normally never do so.
•
Alternative exits are often ignored or overlooked
during escape situations.
Research has shown that knowledge is important to
individuals’ acting efficiently in a dangerous situation. Cities need to promote their citizens’ knowledge and
allow them to develop their individual potential in
interacting with others. In addition, cities should play
a part in the construction of their environment and
establish person−context exchange dynamics (Martinez
2006). Kim (2008) suggested that the advancement
of information and communications technologies (ICTs)
with widespread economic activities provides scientists
and engineers with powerful tools for implementing urban
strategies that promote sustainability and informed
decision making, regardless of how challenging and
complicated the tasks are due to the multiple facets of
complex urban systems.
An example of a complex urban system with its own
unique problems is the holy city of Makkah, Saudi
Arabia. As it tries to educate, develop, and provide
services for its citizens, Makkah has to accommodate
millions of pilgrims and visitors who are performing
rituals in small areas, creating congestion, traffic jams,
and environmental problems leading to chaos, delays, and
even death. Similar to the local authorities of any other
city, Makkah authorities face the challenges of investing
in their own citizens, who need to alter their lifestyles
to cope with a mass influx of people into their city, as
well as managing millions of visitors that differ from year
to year. That is, they must provide services to both
groups of individuals. Local authorities have an additional
burden in regulating the private sector that views the
city as a yearlong lucrative market and aggressively pursues
financial profit by building commercial accommodations,
restaurants, and shopping venues for visitors while
ignoring safety codes and building regulations.
2. The City of Makkah
Makkah is in the western region of Saudi Arabia.
Considered to be the holiest city for all Muslims, it is
the capitol of the Makkah Almukarramah region. The
city is located at 25/21 north latitude and 49/39 north
longitude, 909 feet (277m) above sea level. It has an area
of 550 km². As shown in Figure 1, Makkah is surrounded
by many mountains, such as Mount Ajyad (1,332 feet),
Mount Abu Qubays (1,220 feet), Mount Quayqin (1,401
feet), and Mount Hira (2,080 feet), and despite its
small area, the city’s population density is high (Makkah
Municipality 2010).
Fig. 1. Makkah City
3. The Hajj
48
The Hajj is one of the five pillars of Islam that must be
performed during a specific time between the 8th and
13th Dhu’l-hijjah (the 12th month of the Muslim lunar
calendar). It is obligatory once in a lifetime for every
adult Muslim, male or female, who is physically and
mentally fit with the means to perform it. Although Islam
requires the hajj to be performed once in a lifetime, many
Muslims perform hajj many times and some yearly as
long as they are able, prompting local authorities to
introduce quota systems for the different countries and
official passes for residents in an attempt to control the
number of pilgrims.
The Hajj must be completed in specific locations or
ritual sites: the Holy Mosque Al-Haram, Mina,
Muzdalefah, and Arafat, all located in a geographical area
of 802² km, as shown in Figure 2 (Ministry of Hajj 2010).
These sites have fixed boundaries and are connected by a
limited number of roads.
Original Article
Al-Mekat
Mina
Arafat 13 km²
Al-Haram
135,000m²
3
4
1
6
2
5
7
Makkah
Mina
8 km²
Muzdalefah
12 km²
Fig. 2. Hajj rituals site map
The Hajj ritual starts after pilgrims don special white,
simple clothing that is mandatory for men in Al-Mekat.
Later, they head to Al-Haram in Makkah, and then go
to a sleepover in Mina before moving on to Arafat. On
the 9th Dhu’l-hijjah, pilgrims embark on a five-kilometer
trip after sunset from Arafat to Muzdalifah before they
return to the Mina area, which lies approximately three
kilometers west of Muzdalefah (Ministry of Hajj 2010).
According to Abdulrazek (2005), with more than 3
million pilgrims and support service providers moving
at the same time in such a small enclosed area, extreme
congestion is created and concentrated in three main
areas: Al-Haram Mosque, Mina, and Arafat (Figures
3−8).
Fig. 3−4. The Grand Holy Mosque
Fig. 5−6. Mount Arafat
49
Fig. 7−8. Mina
4. Research Motivation
Given the yearly increase of pilgrims, who do the same
thing at the same time in a small geographical area, the
problems of traffic and human congestion are magnified;
consequently, many tragedies have occurred in the past.
The major challenge facing urban planners and designers
for the city of Makkah is planning the movement of
pedestrians, which include women, children, and the
elderly; vehicles; and mass transit during the period
of Hajj (Shehata and Koshak 2005). Yet, with all of
the expansions, plans, and successes, the Hajj seasons have
been plagued with tragedies due to dangerous
overcrowding and stampedes, fires, human bottlenecks,
traffic jams, and environmental pollution (see Table 1).
Pilgrims come from countries all over the world. Many
are elderly and/or have a low level of education. The
unified dress requirement also complicates individuals’
efforts to stay close to their group or family in crowds,
causing confusion and chaos. Most of the problems and
major tragedies occur due to pilgrims’ limited knowledge
about how, when, and where to move. The local
government is continuously looking for better procedures
to protect pilgrims by deploying tens of thousands of
security personnel to help to organize them and direct
their movement. However, this creates an additional
burden on authorities to oversee the safety of their own
personnel as well.
Local authorities have worked on various solutions to
resolve these problems. Each year, they formulate many
plans to avoid the congestion in order to ease traffic and
pilgrim mobility (Shehata and Koshak 2005). Construction
projects include the Holy Mosque expansion, the Stoning
Bridge multilevel expansion, and the Metro Link rail. The
expansion projects that aim to resolve the problem of
limited space may solve some problems when completed,
but they cause others, such as the need to close the areas
surrounding them during construction and maintenance,
thereby diverting congestion to other places. Congestion
in tunnels used to ease and divert traffic leads to air
Date
Accidents
Casualties
1975
Fire
Death of 200 pilgrims
Place
Camps for pilgrims near
Makkah
1990
Suffocation
Death of 1,426 pilgrims
Inside a pedestrian tunnel
Stampede
Death of 118 pilgrims, with another
180 injured
Death of 35 pilgrims.
244 injured
289 injured
1994
1998
2001
2003
2004
2006
Al-Jamarat in Mina
Table 1. Major accidents during Hajj from 1975 to 2006
50
Original Article
pollution in the tunnels, which affects the pilgrims on
foot and the infantry inside. The lack of proper ventilation
has led authorities to periodically block pilgrim entry into
the tunnel, reducing tunnel capacity and causing major
delays and frustration.
5. Objectives of This Research
Human behavior during chaotic events accounts for most of
the injuries and fatalities that happen during crises. In
Makkah, physical expansions alone may increase
problems and make management more difficult, and
educating pilgrims on exit and entry of buildings and
structures is always challenging. Standing in crowds for
hours in extreme heat or cold (due to the changing
seasons in which Hajj is performed), having only the
view of the back of other pilgrims, and being cut off from
any type of information regarding what is going on or how
long the wait will be or if they are actually going in the right
direction create panic and frustration that cause
unpredictable behavior that could trigger chaos and
stampede. For Makkah to cope with a mass influx of
people from different countries, incomes, ages,
languages, and educational backgrounds, it must utilize
ICTs to provide more efficient and cost-effective solutions
that target the pilgrims themselves in an attempt to
increase their knowledge. Such solutions should focus
on pilgrims’ direct interaction with their environment to
make correct and sensible choices by providing them
with vital information to make accurate, timely, and wise
decisions for their own safety and the safety of others.
This
would
reduce
tragedies,
delays,
and
inconveniences.
In an effort to manage crises by reducing crowd
congestion, delays, panic, and inconveniences during
Hajj, it is necessary to provide visually oriented pilgrims
on foot with self-control in terms of navigation through
the holy sites. Therefore, the main objective of this
research is to design, develop, and evaluate the usability
of the Mobile Pilgrim Assistant (MPA) prototype as
an application that exploits emerging technologies such
as location-based services (LBS) and augmented reality
(AR) delivered via mobile phones to provide vital
information to pilgrims to help them make accurate,
timely, and wise decisions for their own safety and the
safety of others.
6. Emerging Mobile Technologies
ICTs and LBS technologies, such as geographic
information systems (GISs), are raising the possibility of a
51
dramatic transformation in the way people perceive and
move about the urban environment, as well as how they
interact with each other in an urban space (Kim 2008).
In addition, LBSs are services that employ their
capability to increase location awareness and to allow
simpler user interactions to adapt to a particular
environment. These services are accessible with mobile
devices through networks, utilizing the ability to identify
the location of the mobile device (Steiniger, Neun, and
Edwardes 2006; Fang, LiXiaolei, and Fuling 2007).
Navigation systems based on a global positioning system
(GPS) have become very popular, mainly because they
allow people to rapidly explore unknown areas. However,
if we try to integrate augmented reality techniques, we
will find that the GPS system works only outdoors,
because the required satellite links are blocked or are
unreliable inside buildings, and the GPS receivers require
an unobstructed view of the sky (Mulloni et al. 2009). But
in general, the GPS system has many real-world
applications (Mulloni et al. 2009) including:
•
location: determining a basic position (to answer
“Where am I?”);
•
navigation: getting from one location to another (to
answer “Where can I go?”);
•
tracking: monitoring the movement of people and
things (to answer “How can I go?”);
•
mapping: creating maps of the world (to answer
“How can I go on the actual map?”); and
•
timing: bringing precise timing to the world (to
answer “When will it all happen?”)
AR is a relatively new technology that combines
imaginary information like a virtual object introduced
into the real world in real time with interactive
visualizations that allow the user to imagine a real,
three-dimensional (3D) environment (Mulloni, Dünser,
and Schmalstieg 2010). Although this technology is being
utilized in many areas, such as medicine, manufacturing,
visualization, path planning, entertainment, and military
applications, it has received a great deal of attention as a
new method for displaying location-based information
in the real world (Mulloni et al, 2009). AR can be used to
enhance the user’s interaction and perform tasks,
especially when the virtual object shows real information
that the user cannot detect using his or her senses (Azuma
1997).
An application is classified as an AR system if it has four
characteristics (Azuma 1997). First, it must combine the
real and the virtual. Second, it must be interactive in real
time. Third, it must be registered in 3D to ensure that the
user cannot tell the difference between the real world
and the virtual augmentation of it. Finally, the system
must appear to be working in a single, real environment.
Interactive AR systems must also have some characteristics
to allow a high degree of vision and utility to ensure that
the virtual objects interact with the user in a natural
manner (Vallino 1998). These characteristics include the
virtual objects in the augmented view being registered,
virtual and real objects being visually indistinguishable,
virtual objects exhibiting standard dynamic behavior, and
the user’s having unconstrained motion within the
workspace (Vallino 1998). The cost must be lowered to
allow for broader usage and a minimal run-time setup
(Vallino 1998).
However, indoor and outdoor terms that are frequently
used in AR technology need to be differentiated. Indoor
localization refers to the determination of a user’s location
taking place within a closed area or inside a building, such
as a campus, company, museum, or exhibition (Mulloni
et al. 2009). Technologies used to achieve this include
active radio frequency identifier (RFID), ultrasonic,
infrared, magnetic, and radio sensors, but all require a
permanent electronic infrastructure to facilitate
measurements (Mulloni et al. 2009). Outdoor localization
refers to the determination of a user’s location, the place
in the open air or through buildings, such as a town, street,
or city exhibition using technology such as a GPS (Mulloni
et al. 2009). Nevertheless, GPS-based navigation systems
only work outdoors because the required satellite links are
blocked inside buildings. Therefore, LBS applications
can be built, which give users the ability to see the real
world around them. Additional information can be added
by computer graphics to represent the real world in real
time (Fang et al. 2007).
AR systems usually need to adapt to other assistive
technologies to achieve an advanced LBS system (Fang
et al. 2007); consequently, other techniques should be
looked at that combine LBSs to provide advanced LBS
on personal computers (PCs) or mobile devices using
either indoor or outdoor localization (Fang et al. 2007).
In the past few years, mobile phones have become
an increasingly attractive platform for AR (Wagner and
Schmalstieg 2003). There were more than 1.22 billion
mobile phones sold in 2008. Further, it is estimated that
this number will rise to 1.8 billion units in 2012, with 800
million of them being smart phones (Wagner and
Schmalstieg 2003). Mobile phones are now in their third
generation, but the second generation was a challenge
when it came to importing a fully featured PC-based
AR framework, such as the Studierstube4 platform, which
is able to import existing applications and permit them to
run on mobile phones. The third-generation Studierstube
ES includes enhanced compatibility requirements and
additional elements in the design, such as an asymmetric
client−server technique that is specific to mobile devices
(Wagner and Schmalstieg 2003).
Users
GUI System (Mobile Interface)
User + Admin
User Interface Layer
Main System Layer
Mobile AR System
Identification Layer
Sensors
System
DB
Sensors DB
Wireless Network
(WLAN)
Bluetooth
Storage Layer
Communication Company
(e.g. STC)
WI-FI
Network Layer
RFID
Fig. 9. Architecture model of MPA
52
Original Article
Map
Marker
Pollygon
Fig. 10. Google map references shape for Al-Haram
A collaboration between AR technology and mobile
phones to include smart phones, such as personal
digital assistants (PDAs), can determine a user’s location
indoors based on what the camera phone sees and outdoors ?
by receiving virtual information from a database or
another system, such as a GPS (Ravi et al. 2005). The
phone allows users to interact with their real environment
in real time based on that information. For example, the
WIKITUDE mobile AR navigation system helps drivers
to easily recognize and follow the suggested route in the
real world, rather than looking at an abstract map (Wagner
and Schmalstieg, 2003).
7. Mobile Solution for Hajj Crisis Management
The proposed MPA system is an application that is
downloaded on a mobile phone upon request. Then,
archived data, real-time information, and maps are
delivered when requested. The system is maintained
and updated from an administrative website on a
central server. The MPA went through traditional software
and usability engineering life cycles that involved iterative
design, prototyping, and constant solicitation of feedback
from potential users. A user profile was created for 30
former pilgrims to assess the difficulties faced during Hajj
regarding lack of information and the type of information
needed and the most critical times that information is
needed. The data helped in determining content and
usability and functional requirements for the MPA.
different layers, including the:
•
User Interface Layer: This is the part of the
system with which users interact, utilizing either
their personal mobile devices as clients of the
system or their local devices as administrators of
the system, where updates for information and
services are requested.
•
Main System Layer: This is the presentation
layer between the user and the server system
that provides icons representing current available
services to users as well as updates and responses
to queries for the GPS system responsible for
producing digital maps.
•
Identification Layer: Each location has numerous
sensors that have unique identification codes to
send the correct data to the user requesting the
data.
•
Storage Layer: This contains two database
servers that store system-archived data and realtime, sensor-generated data.
Database
management systems manipulate data received
from requests and sensors and send them to the
main system layer.
• Network Layer: This is the backbone infrastructure
of the system.
7.1 MPA Architecture
As shown in Figure 9, the architectural model of the
MPA presents real-time (R) data and archived (A)
information as a distributed system composed of
53
From the administrative Web site for MPA, with all
location points archived for this application, using
Google Maps’ Javascript API V3 reference such as
maps, markers, and regions, the administrator has the
option to change a map region; alter the data by
adding text, images, movies, etc. that belong to the
location; and add a search point (virtual points) (see
Figure 10).
7.2
MPA Design and Implementation
Designing applications for mobile use faces some
usability hurdles such as (Stockbridge and Mughal
2007):
•
small screens, which restrict the number of fewer
visible options at any given time, thereby making
almost all interactions harder and making it
difficult to find room for multiple windows;
•
the difficulty of operating a graphical user
interface (GUI) widgets without a mouse, which
allows users to access menus, hit buttons, and
scroll;
• slow and error-prone text entry, even on devices
with mini-keyboards; and
• download delays, even with a faster 3G service.
The MPA was therefore, designed based on guidelines
for mobile phones with touch screens developed by
Zamzami and Al-Nuaim (2009).
The prototype was implemented using Microsoft
Visual Studio 2008 with SQL server 2008 database
Step 1: Login and User
Identification ID
support. To export the application on a mobile
phone, Microsoft Mobile SDK 6.0 and Window’s Web
server for Web services were used. The MPA
implementation was classified into four parts:
•
Mobile Applications (i.e., mobile apps): This
term is used to describe Internet applications
that run on mobile devices. They utilize Microsoft
Mobile Center as synchronization applications
software for Windows 7 and a new version of
the Windows Mobile Device Center to transfer
information, settings, and files between the
mobile phone and the PC.
•
Web Services: This is a software system designed
to support interoperable machine-to-machine
interaction over a network. It describes a
standardized method of integrating Web-based
applications using the Extensible Markup
Language (XML), Simple Object Access Protocol
(SOAP), Web Services Description Language
(WSDL), and Universal Description, Discovery,
and Integration (UDDI) open standards over an
Internet protocol backbone.
•
The Administrator Web Site: This is a set of
interconnected Web pages or files located on the
same server, providing a graphical user interface
to the system administration responsible for
updating or modifying data. This Web site was
created using the model–view–controller (MVC)
Crowd
level
DB
Location 1
Camera
+sensor
Location 2
Camera
+sensor
Step 2: user_request
Location 3
Step 3:
Camera
phone will
open a 3D
real world
image
Camera
+sensor
Step 4:
Graphics and
Text appear on
the image
from the real
world
Fig. 11. Main steps for MPA
54
Original Article
software.
•
The SQL Database: To create the storage layer
(i.e., data layer), the following tools were used:
Visual Studio 2008; .NET Framework 3.5
(installed with Visual Studio 2008); SQL server
2008; and LINQ to SQL classes, as LINQ enables
developers to query data sources using a querylike syntax.
The system uses the GPS for automatic user
location detection without the users’ request.
Therefore, it is necessary that the mobile phone
used supports GPS applications. Further, the
users should be in an open space.
2.
The users can request archived information.
Then, the system uses Web services to load the
data from the distributed database from specific
servers for the first time after the users log in,
allowing the data to be hands-on with all users,
anytime and anywhere. This reduces the need to
browse the Web in crowded situations, especially
when no network coverage is available in that
area. Users can also request real-time data using
the mobile camera to represent their locations
graphically.
3.
If up-to-date information becomes available; the
system alerts and reminds users to load updates
when they reach an area of network coverage and
when it is safe to interact with the phone.
4.
Based on the crowd level detected by the system
through location sensors, the system decides on
the type of display that is most effective for users.
Users who are stuck between pilgrims blocking
their vision can only make use of directions
displayed in text format, not graphical arrows.
multiple options for either archived information or
real-time information. The archived information
includes:
• details about any holy site destination, with either
stored images or live broadcasts;
As shown in Figure 11, the detailed steps for the MPA
that show the management of the system and the
information update process are:
1.
•
information about Hajj, including all of the plans
for Hajj season, guidelines, and new pilgrim
movement rules or policies established by the
Ministries of Transport, Hajj, and Culture;
•
general maps displayed in two-dimensional
or three-dimensional perspectives and threedimensional directions from one area to another;
and
• location maps for facilities and services pilgrims
need, such as hotels, pilgrims’ camps, parking,
and hospitals.
If users need to go to a ritual site or know the
direction of it, or distance to it, or any real-time
information about a specific service or general
location, they can select the “Where can I go?”
option from the main screen. After filtering through
different options, a pop-up arrow appears on the
screen pointing to the selected location accompanied
by text to clarify the distance from the location and
provide instructions if other services are needed.
Using a similar step, users can select the “Where am
I?” option and choose the desired service from the
menu.
The GPS hardware is set up using the GPS control
panel in the mobile settings, such as:
• GPS API Interface: This class is used to open,
close, and query the device’s state and to query
the position data from GPS hardware.
• GPS Position: This contains the GPS position
data received from the GPS hardware.
• GPS Device: This contains the GPS device’s
state data received from the GPS hardware.
The interactive process for navigating through the
system’s screens involves several steps. The first
step is an alert message delivered from mobile
network connectivity providers to users’ mobile
phones, questioning whether they would like to
download the system.
Upon agreement, the
application is downloaded once. After selecting
the preferred interface language, the system provides
each user with a unique identification code. After
log in, users can view the main screen, with
8. MPA Testing
55
The mobile phone used for testing the prototype was the
HTC Touch Viva with a Windows platform. Given that
Hajj is performed once a year, the researcher had only
one chance to perform the test on the MPA with target users
during the six days of rituals to determine the effectiveness
and efficiency of such a tool within the context of mobility,
as well as the practicality of its use in a crowded
environment; therefore, oversight or performance
errors would not be tolerated. As a pilot, the efficiency of
the application was assessed in the context of functionality,
mobility, lighting, and usability by testing it with freshman
students on the vast grounds of the campus of King
Abdulaziz University in Jeddah, Saudi Arabia (Figure 12).
Results provided the researcher with guidelines for
the redesign of the MPA to prepare it for testing during
the following Hajj season in a real environment. Students’
comments that the application would help them to find
their classrooms the first weeks of the semester encouraged
the researcher to propose the application to university
administrators for download by students to help them
to find their way around campus. Although results from
the testing the MPA on campus were encouraging, human
behavior during real crowd and crisis situations is what
will ultimately assess its usability and usefulness during
such critical times.
To evaluate the usability, the effectiveness, and the
efficiency of the system, a prototype- testing was done
with target users. Two groups were selected for testing in
the real environment and tasks were selected to evaluate
the proposed prototype.
Group A (21 volunteers) was selected from a Hajj
company for local pilgrims, while Group B (19 volunteers)
was selected from two other companies; all at the Mina
camp site.
The MPA was tested in Mina and Al-Haram (the Grand
Holy Mosque) during the Hajj season. Group A performed
the test in their camp site in Mina, while Group B
performed the test in Al-Haram with a real crowd situation
close to the congested entrances.
Users were given a user profile questionnaire in their camp
site to determine their familiarity with mobile applications
and Hajj information and their preferred language (Arabic
or English). A consent form that illustrates the general
purpose of the study was signed by each user. As a form
of device orientation, the user held the device and
explored the application for a few minutes through the
device to get used to it before starting the main test.
8.1 Testing Procedure
The users were each handed a list of tasks along
with the mobile phone. They were instructed to
comment after each task was completed, while the
researcher recorded observed user behavior and
comments. After performing each task, participants
were asked to rate the difficulty of the task they had
just performed, and at the end of all tasks they were
asked to answer the user satisfaction questionnaire
Fig. 12. Using KAU as a simulated environment for MPA
Very Difficult
Task1
0
Task2
0
Task3
0
Task4
1
Task5
0
Task6
1
Task7
0
Difficult
Normal
Easy
Very Easy
total
0
4
5
12
21
0
6
5
10
21
1
3
7
10
21
1
1
7
11
21
1
4
8
8
21
1
0
8
11
21
0
2
5
14
21
Table 2. Frequency of ratings for Group A
Very Difficult
Task1
1
Task2
1
Task3
0
Task4
1
Task5
0
Task6
0
Task7
0
Difficult
Normal
Easy
Very Easy
Total
1
2
4
11
19
0
0
3
15
19
0
1
4
14
19
1
1
6
10
19
2
1
5
11
19
0
0
5
14
19
1
1
3
14
19
56
Original Article
Difficult
Normal
Easy
Very Easy
total
0
4
5
12
21
0
6
5
10
21
1
3
7
10
21
1
1
7
11
21
1
4
8
8
21
1
0
0
2
8
5
11
14
J.21
Occu. Safety
21 & Health 9 : 47 - 60, 2012
Very Difficult
Task1
1
Task2
1
Task3
0
Task4
1
Task5
0
Task6
0
Task7
0
Difficult
Normal
Easy
Very Easy
Total
1
2
4
11
19
0
0
3
15
19
0
1
4
14
19
1
1
6
10
19
2
1
5
11
19
0
0
5
14
19
1
1
3
14
19
Table 3. Frequency of ratings for Group B
about the perceived ease of use of the prototype and
provide their general opinions about using the MPA
to guide them during Hajj navigation. One of the
important instructions that were given to each
participant before conducting the test was to talk
out loud expected behaviors when receiving alerts
from the simulated Hajj administration center.
Finally, descriptive statistics were used, such as
frequencies and percentages for comparisons.
8.2
Data Analysis
A user rating for the difficulty of each task (Group
A) is presented in Table 2. On average, 82% of users
found the application either easy or very easy based
on the average results of each task. In addition,
the user rating for the difficulty of each task (Group
B) is presented in Table 3. On average, 88% of
users found the application either easy or very easy
based on the average results of each task completed
them with little confusion..
8.3
User Satisfaction
According to the user satisfaction results (Table 4),
nearly all of the 21 participants in group A found the
MPA prototype usage satisfactory (up to 4.66) from a
5-point scale. In addition, the user satisfaction results
(Table 5), nearly all of the 19 participants in Group B
found the MPA prototype usage fully satisfactory (up
to 4.73) from a 5-point scale standard.
Mean of 21 users
User Satisfaction Item
4.48
In general, the interaction with the MPA was OK
4.81
The user prefers to use maps through MPA rather than paper maps .
4.57
4.67
4.81
4.66
In case the user loses his group or path, he/she prefers to use the
MPA rather than asking someone .
According to the experience of the user with the MPA, he/she
would like to use the application during Hajj.
The users are satisfied that the MPA could be helpful all year long
for visitors to Makkah, not just during Hajj season.
Average
Table 4. Group A user satisfaction
Mean of 19 users
User Satisfaction Item
4.42
In general, the interaction with the MPA was ok.
4.84
The user prefers to use maps through MPA rather than paper maps .
4.68
4.84
4.89
4.73
In case the user loses his group or path, he/she prefers to use the
MPA rather asking someone .
According to the experience of the user with the MPA, he/she
would like to use the application during Hajj.
The users are satisfied that the MPA could be helpful all year long
for visitors to Makkah, not just during Hajj season.
Average
Table 5 Group B user satisfaction
57
Although the test was successful and the attitudes
were positive toward the prototype, there were
obstacles, such as:
•
Due to the limitation time for testing and the
congested environment of the test, users were
given the application already downloaded and
activated. Therefore, it was not possible to
assess the ease of login of the application and the
download procedure.
•
Some users encountered difficulty using the
touch screen, which led to clicking objects
more than once that may have caused a delay in
the screen’s appearance.
• Due to the testing environment, noise made
discussion between the researcher and the users
very difficult in some cases.
9. Conclusion
The Hajj is probably the biggest religious economic and
environmental phenomenon that occurs yearly that
involves people from most countries of the world, young
and old, rich and poor, highly educated and illiterate; a
combination that makes the 6 day Hajj problematic for
the pilgrims, local authorities and citizens of the city of
Makkah. Very limited research has been conducted in this
area and most of what has been researched has focused
on city planning, construction and movement routes
while ICT research has ignored the HAJJ.
Tremendous amounts of time, effort, and money have been
spent to promote the welfare, safety, and convenience of
all pilgrims in Makkah by developing construction
projects and guidelines for pilgrim mobility, all of which
have alleviated some of the problems. Nevertheless, due
to the mountainous landscape of Makkah, the growing
number of pilgrims every year, and major main path
rerouting caused by new projects that take years
to complete, bottlenecks, congestions, and delays have
increased.
The rapid convergence of ubiquitous computing
technology, ICTs, and LBS technologies, such as GISs, are
increasing the possibility of a dramatic transformation
in the way people perceive and move about the urban
environment, as well as how they interact with each other
in an urban space. AR systems are currently being
developed that promise increased convenience,
awareness, transparency, and access to information. In
addition, social opportunities are being created that break
58
down traditional barriers by receiving and delivering
services in any location and at any time, thereby creating
knowledge citizens in cities.
The new generation of mobile phones is equipped
with sensors, cameras, and GPS capabilities. In addition,
they have more processing power and larger screens that
are capable of displaying images, maps, or videos,
thereby optimizing Internet browsing for mobile use.
Using LBS and AR technologies delivered via mobile
phones will be a valuable, cost-effective, and real-time
solution that will supply pilgrims with much-needed
timely information and e-services. This will give them
control over their own safety and mobility and provide
them with a better Hajj experience. It will also reduce
bottlenecks, overcrowding, stampedes, and even death.
Most research on the use of LBS and AR investigates
and discusses the problems of the obstruction of signals
by buildings and moving objects, such as vehicles and
trees, that disturb sensors and tracking. However, for the
open outdoor landscape of most of the ritual sites of the
Hajj, such obstacles should not be a problem. It is
only during the visit to the holy mosque that buildings
and mountains might disturb LBS mobile services.
Despite the proposed and ongoing large-scale expansion
construction projects, Makkah will always be one of the
most complex urban systems. Further, the Hajj will remain
one of the most complex religious and economic activities.
The purpose of this research was to propose a mobile
pilgrim assistant (i.e., the MPA) that required no physical
construction of buildings and roadways, but utilized
existing and emerging technologies that could be used
immediately with the cooperation of the local authorities
and mobile network providers through the use of devices
that are already available to most pilgrims. The MPA
represents a cost-effective, immediate, and efficient
method of communication that should be the focus of
local authorities, given that it targets pilgrims directly
and increases their knowledge. It could provide pilgrims
with real-time data and information to make informed
decisions during difficult and challenging situations that
could be life-threatening.
The MPA was tested in Mina in a simulated crowd
situation and Al-Haram in a real crowd situation during
the Hajj season. Over 85% of the participants in the two
groups pointed out that the MPA tasks were between easy
and very easy to use in terms of the simple design
instead of a GPS system, and on a scale from 1 to 5 the
user satisfaction was 4.66 in Group A and 4.73 in Group
B. So we note that the users in the real environment
showed more encouragement and satisfaction than those
in the simulated environment.
Original Article
Kabbani, H., & Abdeen, Y. (2007). The city (notification,
conception, and properties) study of urbanization
grouping in Syria. Retrieved from http://www.t1t.net/
save.php?action=save&id=83
Finally, every year, the holy places become crowded with
pilgrims during the Hajj season, so there is a high demand
for using ICT for crowd management from the
government, individuals, citizens, and pilgrims. The MPA
can be a useful tool that can be used during Hajj that gives
the pilgrims control in critical situations. Hopefully, the
MPA will be fully exploited, implemented, and adapted
by mobile service providers and local authorities to give
pilgrims control over their own mobility experience and
safety.
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60
Original Article
Scientific Conference on Occupational Safety and Health (SCI-COSH)
at NIOSH, in Kuala Lumpur, 13 and 14 December 2011
Ryoichi Horiguchi*
First and foremost, I would like to express my humble
gratitude to the organizing committee of this memorable
conference. I am also grateful to all of you in the audience,
who continuously strive to promote work safety and health
everyday for allowing me to share my ideas about safety and
health at work with you and exchanging with one another
our knowledge and experiences on occupational safety and
health.
smoking currently kills five million people a year worldwide.
However, there are not many people who would identify
smoking as a negative factor for safe in the workplace. My
second question is, therefore, to know whether workers
should quit smoking in order to promote not only health but
also safety in the workplace. To tell the truth, I was a smoker.
More than a decade have passed since I quit smoking. So, this
question does interest me personally as well.
Introduction
Now let us review safety cultures in terms of work environment
in Japan, Malaysia and worldwide so as to build a platform of
knowledge for the work safety at an international level.
In September 2011 at the 19th World Congress on Safety
and Health at Work in Istanbul, I met a Turkish prominent
scholar and we exchanged our ideas on the topic of work
safety. Turkey, as you well know, is one of the Muslimmajority countries and Muslims comprise 99% of the whole
population. And I have heard that in Turkey, a fatalism based
on its faith is so pervasive among people that Turkey has a
lot of cases on injuries and deaths at the workplace. In such a
fatalism, an accident would be accepted as a fate which their
God has already decided, because of God being in control of
everything.
Smoking And Safety Cultures
What is the relationship between the death toll in the
workplace and the male tobacco smoking ratios? Let us
examine the relationship in 96 countries so as to grasp the
mainstream of the world. These 96 countries are not chosen
by my individual preference but by the criterion without bias,
that is, each is a country complete with the data necessary to
this study, such as labour force population, death toll in the
workplace, and so on. And all the data are obtained through
the International Labour Organization (ILO) and the World
Health Organization (WHO).
It is true that Turkey has recorded six times as many deaths
in the workplace as Japan. The question is to know to what
extent their religious beliefs prevent them from promoting a
positive safety culture and, what should they do in order to
reduce injuries and deaths in the workplace? This question
must also be of your concern, since Malaysia is a Muslimmajority country, of which 60% of your population are
Muslims. And this is my concern as well, not because of my
faith, but because of my academic interests.
The first findings is as follows. According to my analysis,
there is almost no correlation between the smoking prevalence
and the fatal accidents, because the correlation coefficient is
-0.05.
*Ryoichi Horiguchi, Ph.D., Associate Professor of History at
Kinki University, Japan, whose academic interests focus on
the safety culture as well as on the history of safety campaign.
Email: [email protected]
Next, let us examine the case of female smoking ratios. In this
case, the correlation coefficient shows -0.51, and this means a
negative moderate correlation. However, this dose not mean
that the more women smoke, the more the death toll happens
in the workplace. Because correlation does not always mean
that one thing causes the other.
The second concern for me is the relationship between work
safety and smoking. We know well that tobacco smoking
is bad for one’s health. In fact, according to WHO, tobacco
Let us take a case of Japan. This case is a good example
showing that women’s smoking prevalence does not promote
safety. Because the female smoking ratios have not almost
61
correlation coefficient is 0.59, and it means a positive
moderate correlation. In this case, it is not 96 countries but
87 ones that we have analysed, because of the lack of data on
GII. And in the relationship between GII and the death toll in
87 countries, the correlation coefficient is 0.79, which means
a positive strong correlation.
increased, while the death toll has decreased in the long term.
As for the men’s smoking ratios, they have been gradually
decreasing throughout this period.
As we can see above, on one hand, it is not men’s smoking
but rather women’s smoking that cause concern to the death
toll in almost countries of the world. On the other hand, not
women’s smoking but men’s smoking that is the cause of
such concern in Japan. It seems that smoking is inconsistent
with work safety. How should we explain synthetically this
contradictory situation? In proportion to death toll mitigation,
women smokers are increasing in the world, whereas men
smokers have decreased in Japan. How can we understand
such a situation? Is it true to say that Japan is inscrutable?
From the findings mentioned above, it is concluded that this
study reveals that not only the tobacco-free workplace but also
the gender equality coexists with safety in the workplace.
Religions And Safety Cultures
A common point to both of the cases is the equalization
of smoking ratios between men and women. The less the
difference between the two ratios, the safer the workplace
becomes. Let us verify this assumption.
Finally, let us refer to the topic of religions. Religion is
one of the social factors which would rule strongly human
behaviours. Work safety is subjected to the safety culture
of the community to which they belong. For this reason,
religious beliefs have something to do with the safety culture
at the workplace. Because a fatalism is not practiced only by
Muslim but more or less by people of other religions. For
example, a kind of fatalism is found as Karma in Buddhism,
Hinduism and so on, and is embodied as Divine predestination
in Christianity.
Gender Equality And Safety Culture
To calculate respectively the correlation coefficients of the
two cases on the gender difference, we have the following
results:
This table below shows the average of the death toll by
religion in 94 countries, China and South Korea excepted,
because theses countries do not predominant religion. And
we have 11.4 deaths per 100,000 persons for Christianity (63
countries), 13.1 for Jewish (Israel), 14.1 for Hinduism (India
and Mauritius), 15.2 for Islam (20 countries) and 17.6 for
Buddhism (8 countries). Japan is included in Buddhism.
0.53 of the correlation coefficient in 96 countries (including
Japan) in 2006;
0.72 of the correlation coefficient in Japan between 1965 and
2009.
Hence, whether in Japan or worldwide, we can say that there
are fewer deaths in the workplace where women smoke on
more equal terms with men. This does not mean that a larger
number of women are recommended to smoke. If so, what on
earth does this mean?
Religions
Christianity
Jewish
Hinduism
Islam
Buddhism
To reveal the answer first of all, it is to say that the gender
equality in the workplace coincides with safe work. To
make sure of this fact, let us see the relationship between the
Gender Inequality Index (GII) and the gender disparity in
smoking. GII stands for an index, which is produced by the
United Nations, showing the loss in human development due
to inequality between men and women.
Death Toll
per 100,000 person
11.4
13.1
14.1
15.2
17.6
If we identify social factors which have a great influence on
the safety culture, we must say that it is, above all, the gender
equality as well as GNP. The other factors such as religion is
secondary. But important as well.
According to the relationship between GII and the gender
disparity in smoking prevalence in 87 countries, the
62
Original Article
Conclusion
References (selected):
As a conclusion, this study reveals that the gender equality
have much more to do with safety in the workplace than the
religious beliefs do. It has to be stressed that we can keep
our own beliefs but must change our gender relationship for
better safety at work, because the work safety is in harmony
with the equality between men and women. And, in addition,
we presume that the work safety can be realized not only
through gender equality but also in all kinds of relationships,
domestic or international. This includes equality in factors
such as race, ethnicity, culture, labour, age, income, status
and so on. In other words, we aim to live in an open society
where everyone is welcome, which means an equal society
which enable to promote safety in the workplace.
Horiguchi, R. (2011). Birth of Safety First: Social History of
Safety Campaign. Tokyo: Fuji Shuppan. [in Japanese,
forthcoming publication]
ILO. (2005). Introductory Report: Decent Work-Safe Work.
Geneva: International Labour Office.
WHO. (2009). WHO Report on the Global Tobacco Epidemic,
2009: Implementing Smoke-free Environments, Geneva:
WHO Press.
63
References:
All references must be formatted in accordance with the Publication Manual of the American Psychological
Association (APA), Fifth Edition.
For example:
Journal Articles:
Smith, A.B., Adam, K.D., & Jones, L.J. (1992). The hazards of living in a volcano. Journal of Safety
Research, 23(1), 81-94.
Book:
Perez, A.K., Little, T.H., & Brown, Y.J. (1999). Safety in numbers. Itasca, IL: National Safety Council.
On-Line Publication:
National Institute of Occupational Safety and Health. Sick Building Syndrome. www.niosh.com.my/
safetytips.asp?safetyid=1 (accessed October 2004)
Government Publication:
Ministry of Health Malaysia & Academy of Medicine Malaysia (2003). Clinical Practise Guidelines on
Management of Obesity 2003.
Tables and Figures:
Tables and figures should be on separate sheets from the text, in accordance with APA style, numbered
consecutively and given a short but explicit title. Title for table should be above table. Title for figures should
be below figure, Figures must be supplied as glossy photographs or professionally or electronically drawn
artwork using heavy white paper and black ink. A notation should be made in the text showing
approximately where each table or figure should appear (e.g., Insert Table 3 here). When referring to a
particular table or figure in the text always use its number. All tables will be re-set in the production process.
All figures will be scanned from the original.
Computer Disks:
If you send a computer disk with your submission, please label it with the author(s) name(s) and manuscript
title. Disks will not be returned. Only Microsoft Word format is accepted.
Offprints:
Authors will receive 1 complimentary journal.
Subscription Information
Journal of Occupational Safety and Health (ISSN 1675-5456) is published bi-annually by Communication,
Business and Information Dissemination Division, NIOSH, Malaysia. Subscription is free and subscription
form can be download at www.niosh.com.my. Any enquiries. please contact Roslina 603-8911 3879 or
email: [email protected]
Secretariat Address
National Institute of Occupational Safety and Health
Lot 1, Jalan 15/1, Section 15, 43650 Bandar Baru Bangi
Selangor Darul Ehsan, Malaysia
Tel.: 603-8911 3879 Fax.: 603-8926 5655
Email: [email protected] Website: www.niosh.com.my
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