Safety targets

The explanation of this trend is that more compounds are submitted to the safety panel during the lead optimization when a series of compounds turns out to have off-target activities at safety targets. 

The development of human pharmaceutical medicines has progressed significantly over the last twenty-five years. This has also been accompanied by a similar expansion in the development and range of pharmaceutical products available to the veterinary profession for the treatment and control of animal diseases. As with human medicines, veterinary medicines have to undergo extensive evaluation for efficacy and safety (target species, operator and consumer) to ensure that they are both effective and safe to use. The residues of these drugs that may be present in edible tissues, for some time following treatment, are of concern for those involved in consumer protection. 

Determine the activity difference between compounds tested in any two safety target assays. 

Objectives the report does not specify any group targets. A yes score has, however, been given since there are six specific environmental and safety targets set in 1996, and a further three set in 1998, and progress of each is reported on. 

Although accidents are just one of the ways in which we construct safety on sites, they help create a shared acceptance of a reality in which accidents will happen. It is in this reality where safety improvements are sought. But this is not a context which readily supports a shift to a safer industry. Indeed, an inherent fatalism has often been identified within industrial workforces which can play havoc with organisational safety targets, particularly those around zero - currently the biggest number in construction site safety- and one which is explored in much more detail in Chapter 8. 

The general safety target in nuclear facilities is the protection of the population and the working staff from harm caused by radioactivity, both external radiation and incorporation (e.g., ingestion, inhalation). 

Recognition of all safety target and goal accomplishments at all company meetings... 

Employees are present at the reactor during 10 % of the time of the year (Pb = 0.1). They then move at a distance of less than 5 m around the reactor. The calculations along the lines of Example 10.23 show that in such case the probability of death is Pdeath = 1, if an explosion occurs, even when neglecting missile flight. The company internal safety target for the individual risk of death is Ri < lO " ... 

In several countries point values are used as quantitative risk or safety targets (vid. Chap. 8). However, there is no agreement on which requirements are to be made. This becomes evident, for example, from the criteria for the individual risk, which have been set in different countries, and the question of whether the duration of exposure of a person should be accounted for or the location risk should be used instead. In addition, it must be borne in mind that risk limits have always to be... 

If you get to a safety target, for example two milUon hours, everyone gets prizes such as a sharp safety award jacket. Gain-sharing and variable pay awards are also based on having low injury statistics. Prizes and awards are behavior modification techniques called positive reinforcement. Safety consnltant Thomas Smith explains that, the research shows that positive reinforcement is as bad as negative reinforcement. 

The SSA is the bottom-up part of the safety process - where effectively the evidence is built up to prove that safety targets have been and which is the ultimate means of compliance (MoC) against requirements such as FAR/CS25.1309. 

The aircraft-level FHA identifies and classifies faiiure conditions associated with aircraft functions (i.e. Level 4 functions in the example Fig. 1.1) and is used to support identification of possible multiple system failure conditions. The ciarifications of these failure conditions subsequently establish the safety requirements (or derived safety targets) that the aircraft must meet. 

In accordance with the applicable safety criteria, each failure mode classification can now be allocated a quantitative and/or a qualitative safety target based on its level of criticality. Table 3.3 shows the safety criteria typically used for large civil transport aircraft. These safety targets will then become a design objective (or safety goal) for the system architects to achieve. 

Aircraft level Step 3 derive safety targets... 

Aircraft level Step 4 prove safety target accomplishment... 

Use the selected safety criteria to substantiate how the safety targets are going to be shown to be accomplished ... 

The FHA technique can be difficult to apply weU. It is all too easy for the inexperienced assessor to simply generate reams of meaningless tables. A well-designed ITfA will lead to a better understanding of the effect of failures (Wilkinson and Kelly, 2005) clearly defined safety targets for the design (hence it requires early coordination between the applicant and the certification authority) and auditable evidence of their accomplishment. 

The emphasis here is to ensure that the FHA safety targets can be accomplished from two perspectives ... 

In support of the SSA, validation is accomplished by populating the FTA with failure probability data (see Annex Al) to determine if the FHA safety targets (see Chapter 3) will be accomplished. However, as a fault tree represents events of only two states (either TRUE or FALSE), the rules of Boolean algebra must first be applied (see NASA Fault Tree Handbook paragraph 6.1 and its Appendix A). These rales are complex, but in the case of FTs, there are three important considerations as shown in Table 4.1. 

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