A necessária exclusão dos acidentes de trajeto do cálculo do FAP

A necessária exclusão dos acidentes de trajeto do cálculo do FAP

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A necessária exclusão dos acidentes de trajeto do cálculo do FAP

Publicado 12 de Maio, 2016

Por Sylvia Lorena
Gerente-executiva de Relações do Trabalho da CNI, advogada e membro do Conselho de Administração da Organização Internacional do trabalho
Por Pablo Carneiro
Especialista em Políticas e Indústria da CNI

Desde sua regulamentação, pelo Decreto n. 6.042/2007 [1] e pela Resolução CNPS n. 1.316/2010, a fórmula do FAP – Fator Acidentário de Prevenção (criado pela MP n. 83/2002, convertida na Lei n. 10.666/2003) tem sido muito questionada. Um dos pontos mais discutidos é a inclusão dos acidentes de trajeto no seu cálculo, por impactar diretamente na sua apuração e por não condizer com o objetivo principal para o qual foi criado: estimular as empresas a investirem em segurança no trabalho e recompensar as que alcançarem resultados positivos nesse contexto.

Ora, não estando os acidentes de trajetos relacionados direta ou indiretamente ao ambiente de trabalho é necessário excluí-los do cálculo do FAP, de modo a evitar distorções pela inclusão de ocorrências sobre as quais a empresa não tem ingerência em termos de prevenção. Com isso, o FAP atenderia melhor o seu propósito e representaria uma política mais efetiva e adequada em matéria de segurança e saúde do trabalho.

No sistema de seguridade brasileiro, as empresas custeiam os benefícios devidos aos trabalhadores que sofreram acidentes de trabalho por meio de uma contribuição incidente sobre a folha de pagamento, cujo valor é definido pela multiplicação do índice RAT (Riscos Ambientais do Trabalho) pelo FAP (Fator Acidentário de Prevenção): RAT x FAP.

O RAT é uma alíquota definida na legislação (Anexo V do Decreto n. 3.048/99 [2]) por setor econômico, conforme graus de risco baixo, médio e alto de acidentes de trabalho – respectivamente 1%, 2% ou 3%. Assim, por exemplo, um estabelecimento enquadrado no setor de “comércio atacadista de bolsas, malas e artigos de viagem”, que tem por lei grau de risco baixo, tem um RAT de 1%, enquanto um do setor de “pesquisa e desenvolvimento experimental em ciências físicas e naturais”, que tem por lei grau de risco médio, tem um RAT de 2% – e assim por diante.

Já o FAP é apurado por estabelecimento empresarial e para definir o seu valor, o que se faz anualmente, são utilizadas complexas equações previstas na Resolução CNPS nº 1.316/2010, considerando-se índices de gravidade, frequência e custo dos acidentes de trabalho. O FAP consiste em um multiplicador que pode variar entre 0,5 e 2 pontos e, ao ser multiplicado pela alíquota do RAT para se obter o valor final da contribuição das empresas, pode reduzi-lo em 50% ou majorá-lo em 100%.

Assim, uma empresa que tem menos acidentes pode chegar a um FAP de 0,5, gerando um desconto de 50% no valor do RAT. De outro lado, empresas com grande ocorrência de acidentes podem ter FAP próximo ou igual a 2, aumentando o valor do RAT em até 100%. Com isso, buscou-se criar um estímulo à prevenção de acidentes e uma punição a quem tem ocorrências acidentárias.

No cálculo do FAP (na contabilização dos índices de gravidade, frequência e custo) são incluídos os acidentes de trajeto, isto é, aqueles  ocorridos no deslocamento do trabalhador para ir e voltar de casa para o trabalho, o que não deveria ocorrer, pois esses acidentes não estão relacionados ao ambiente da empresa ou à execução das atividades pelos trabalhadores.

Sua inclusão, na verdade, contraria a premissa de criação do FAP, que determina ser considerado desempenho das empresas no que importa aos índices de acidentes de trabalho, afinal um de seus objetivos é estimular a prevenção de acidentes de trabalho pelas empresas, premiando-as pelo seu próprio perfomance.

Com base nessa premissa, seria correto considerar para o FAP os esforços da empresa para prover maior segurança no ambiente de trabalho e, consequentemente, menor número de acidentes de trabalho. Assim, só deveriam ser contabilizados para esses cálculos acidentes relacionados com o ambiente de trabalho ou acidentes em que o empregado esteja efetivamente exercendo suas atividades, em local onde as empresas podem e devem fazer gestão de riscos e ações de prevenção. Nesse caso, estariam excluídos os acidentes de trajeto, pois ocorrem no trânsito, local onde a empresa não tem qualquer gestão ou ingerência.

Incluir esses acidentes no cálculo do FAP significa responsabilizar as empresas por um problema do Estado de administração, organização e educação para o trânsito. Nesse sentido vale questionar: cabe imputar responsabilidade às empresas pelo trânsito diário no país? É claro que não, assim como não cabe comprometer um cidadão por um acidente de trânsito do qual não tenha participado.

Soma-se a isso um detalhe muito importante: contabilizar os acidentes de trajeto no FAP pode prejudicar empresas que investiram e obtiveram êxito em suas políticas de prevenção de acidentes de trabalho e, com isso, penalizar quem deveria ser premiado. Uma única ocorrência, como um acidente de trajeto, pode mudar todo o cálculo do FAP e resultar em uma penalização, a despeito de todos os investimentos em prevenção. Pode significar, enfim, a imposição de uma contribuição muito maior em relação aos anos anteriores, mesmo com baixos índices de acidentes de trabalho registrados nos estabelecimentos.

Aliás, são conhecidos casos de empresas que investiram seguidamente em segurança no ambiente de trabalho e conseguiram, como resultado, ter anos consecutivos sem registros de acidentes, alcançando redução significativa do RAT, até que repentinamente tiveram um aumento acentuado (às vezes, cerca de 300%) da contribuição. Pesquisando os motivos, constataram que a razão desse aumento foi a ocorrência de acidentes indo ou voltando do trabalho, sem que as empresas tivessem qualquer possibilidade de intervirem em prol de evitá-los.

É bom notar ainda que esse tipo de acidente é recorrente no Brasil, onde registraram-se cerca de 42 mil mortes no trânsito por ano [3] no início desta década e, só em 2013 [4], foram quase 180 mil internações no SUS por acidentes de trânsito. Por aí já é possível se ter uma ideia do impacto para as empresas de sua inclusão no FAP.

As estatísticas da Previdência Social também revelam dados que compõem esse quadro. Entre 2007 e 2014 o número de acidentes de trajeto subiu de 79 mil por ano para 115,5 mil por ano. Isso significa que se passou de uma taxa de 21,0 acidentes desse tipo a cada 10 mil em 2007 para 23,38 por 10 mil em 2014, o que representa um aumento de 10,9%.

Por outro lado, no mesmo período, a taxa de acidentes de trabalho total caiu vigorosamente de 175,4 acidentes a cada 10 mil trabalhadores em 2007, para 142,0 por 10 mil em 2013. Ou seja, enquanto houve redução de 19,0% da taxa geral de acidentes do trabalho, o número de acidentes de trajeto aumentou.

Dessa forma, por mais que as empresas ajam para evitar acidentes de trabalho dentro de suas instalações e que sejam necessárias políticas públicas para reduzir a taxa acidentária em um contexto geral, não é razoável imputar ao setor produtivo a responsabilidade pela situação do trânsito brasileiro.

Há quem defenda a manutenção dos acidentes de trajeto no cálculo do FAP em virtude de sua equiparação aos acidentes de trabalho com o objetivo de garantir maior proteção previdenciária aos trabalhadores. No entanto, pelo artigo 22, “d”, da Lei 8.213/91 os acidentes de trajeto já foram equiparados aos acidentes típicos de trabalho com tal intuito. Logo, a exclusão dos acidentes de trajeto do cálculo do FAP não mudará a proteção previdenciária do trabalhador.

Mas, por outro lado, manter os acidentes de trajeto no cálculo do FAP continuará a passar um recado contraditório para as empresas: se de um lado se oferece um benefício para investimentos e resultados em segurança do trabalhador com diminuição de acidentes no ambiente de trabalho, de outro aumentam-se as cobranças sobre as empresas se houver um acidente de trajeto – uma ocorrência fora de sua esfera de influência e ligada sobretudo à urgente necessidade de adoção de políticas públicas de gestão e educação no trânsito.

Por isso, é essencial a alteração da fórmula de cálculo do FAP, excluindo-se os acidentes de trajeto, para que ele ganhe mais força e legitimidade como uma medida de estímulo à prevenção de acidentes do trabalho. Essa medida deve prevenir o surgimento de conflitos administrativos e judiciais e efetivamente prestigiar as empresas que investem e têm resultados na prevenção de acidentes no trabalho.

[1] Que alterou o Decreto 3048/1999 – Regulamento Geral da Previdência Social – RGPS.
[2] Modificado pelo Decreto 6.957/2009.
[3] http://iris.onsv.org.br/portaldados/#/tables
[4] http://www.blog.saude.gov.br/35535-brasil-e-o-quinto-pais-no-mundo-em-mortes-por-acidentes-no-transito.html

Fonte: Uol
Acesso em: 16 maio 2016
Link de acesso: http://jota.uol.com.br/necessaria-exclusao-dos-acidentes-de-trajeto-calculo-fap

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