配电自动化改造与安全生产

通过配电自动化改造,加强了电力系统运行的稳定性,减少了电气运行安全漏洞.改造后WEB电力信息网的发布实现了资源共享,为热电厂、装备部、电调等管理决策部门提供了及时全面和可靠的信息,另外还减少了重复劳动,提高了工作效率,为精益化生产、创办节能型企业提供了保证.     

事故经济损失评估理论与方法研究

简要分析了国内外事故损失评估理论与方法的共同特点及问题 ,对事故经济损失的概念和计算范围进行了比较清晰的界定 ,给出了新的事故经济损失分类方法 ,在此基础上提出了新的事故经济损失评估理论 ,建立了评估模型 ,明确了从企业角度和国家角度评估事故经济损失的方法     

阻燃纺织品的生产现状及发展趋势

回顾了阻燃纺织品的发展历程,并预测了未来发展的趋势。扼要介绍了阻燃纤维和阻燃织物的研究现状和研究热点;论述了阻燃技术的进展;提出了开发新阻燃纺织品的思路     

电气防火及灭火应注意的几个技术问题

介绍了工厂电气火灾的种类,分析了各种火灾发生的起因,针对性地提出了具体防范措施,最后提出了电气灭火时应注意的事项.     

"安保互动"形势下"安保"人才需求分析

我国安全生产形势严峻,每年死亡近13万人,伤残70万人,损失2500亿元,占GDP4％。同时保险业也存在多方面问题,我国约300元／人,而世界约3000元／人,保险深度我国为3％,世界约7％,赔付比例我国约1％,欧洲20％。我国在此形势下提出了“安保互动”机制,首先在重庆市进行了试点工作。“安保互动”推动了保险业的发展同时也对保险人才提出了新的要求,本文阐述了“安保互动”的特点及推动原则,分析了培养安保人才的重要性、紧迫性,对重庆市部分保险公司进行了调研,对如何培养顺应当前保险市场人才需求进行了探讨,提出了建设性建议,并分析了安保人才的广阔前景。     

化工企业变更管理中存在的问题及对策分析

分析了化工行业变更管理的现状。通过三次事故事例阐述了变更管理的重要性。介绍了变更管理的实施步骤,归纳分析了变更管理中存在的问题,并针对存在的问题提出了改进措施。     

桥梁工程施工中事故环境风险评估

笔者分析了桥梁工程施工过程中的事故环境的风险特征 ,介绍了桥梁结构设计、施工、地质、水文及气象等因素影响 ,评述了典型事故案例 ,特别讨论了桥梁施工中的种种风险因素分析 ,给出了各类因素的施工风险水平排序 ,提出了风险评估方法的建议     

网络安全信息技术应用与发展

本文介绍了网络安全出现的时代背景及其内涵,全面列举了比较重要的网络安全信息技术,分析了目前入侵检测技术的不足,最后给出了网络安全信息技术发展的建议。     

手提式砂轮机操作事故的产生与预防

从人机系统的观点出发,对两起手提式砂轮机伤人事故进行了分析,找出了产生事故的原因,分析了人机系统与事故的关系,提出了预防措施,给出了操作要领。     

“安全是索道的生命”——记江西三清山索道有限公司总经理杨跃

<正>1996年9月,寂静的江西三清山开通了第一条空中之路——外双溪索道,并于2009年进行了设备更新升级。如今,外双溪索道已经走过了18个年头,出色完成了党和国家领导人、申遗专家的视(考)察及国内外数千万游客的接待任务,提升了三清山的知名度和社会影响力,为促进当地旅游经济发展做出了不可磨灭的贡献。特别是2007年,三清山通过了联合国教科文组织世     

Gender differences in DUI offenders in treatment in Texas

OBJECTIVE: This is a study of 8,464 adult women and 21,155 adult males who entered substance abuse treatment in Texas between 2000 and 2005. Participants were either on probation for driving under the influence (DUI), were referred to treatment by DUI probation, or had been arrested for DUI in the past year. METHODS: The female and male clients were compared on demographic characteristics, substance use patterns, DSM-IV diagnoses, and levels of impairment. T tests and chi square tests were used to determine significance and multivariate logistic regression identified predictors of completing treatment and being abstinent at follow-up. RESULTS: The proportion of females who were sent to treatment as a result of DUI increased from 27% in 2000 to 32% in 2005. Females were significantly more likely than males to be White (73% vs. 56%), to have used substances a shorter period of time (17 vs. 19 years), to be seeking custody to regain their children (11% vs. 2%), to meet the DSM criteria for drug dependence (32% vs. 23%), to have injected drugs (31% vs. 23%), to have used substances daily (42% vs. 40%), to have a depressive disorder (16% vs. 7%) or bipolar disorder (12% vs. 5%), and to be have been in treatment before (60% vs. 49%). In contrast, males were more likely to be alcohol dependent (49% vs. 44%). Females were less likely to complete treatment (67% vs. 72%) and reported significantly more days of problems on the 6 domains of the ASI at both admission and at 60-day follow-up. Furthermore, at follow-up, they were more likely to be living with someone who abused alcohol or used drugs (9% vs.7%). CONCLUSIONS: Although females comprised only 29% of the DUI treatment admissions, they were more impaired and experienced more problems than their male counterparts. The findings indicate that additional resources, including treatment for co-occurring mental health problems and living in sober households, may be keys to helping these women achieve abstinence and prevent additional DUI episodes.     

Violence in the workplaces in Finland

The aim of this study was to describe violence in Finnish workplaces by comparing it with leisure-time violence. The data were derived from 13,762 interviews made from a representative sample of the Finnish population in 1988. The subjects were asked to report all the violent incidents they had encountered during the previous 12 months. There were 394 victims of violence in workplaces, that is, 40.6 victims per 1,000 workers. The rate of occupational violence was almost identical for males (40.6) and females (40.5). The most hazardous occupations were prison guard, police officer, and mental health nurse. The main reasons for violence at work were related to refusal of an authority's order to go away or to the relationship between doctor or nurse and patient. A typical assailant was an unaccompanied man who was under the influence of alcohol.     

Trends in motor vehicle crash mortality in Europe, 1980-2007

Recent trends (1980-2007) in mortality from road traffic crashes in European countries, and, for comparative purposes, in the USA and Japan were reviewed. Data came from the World Health Organisation database. Age-standardised rates, at all ages and at 15-24, 25-64, ?65 years, were computed. Joinpoint regression analyses to evaluate significant changes in trends were performed. In the European Union as a whole rates declined from 20.2 in 1987 to 13.5/100,000 in 2007 in men, and from 6.3 to 3.7/100,000 in women; European Union rates remained lower than USA, but higher than Japanese ones. In 2007, the highest male rates were in Lithuania (36.7/100,000), the Russian Federation (35.2), Ukraine (29.8), and Latvia (28.5), and the lowest ones in the Netherlands (6.2) and Sweden (6.9); the highest female rates were in the Russian Federation (11.3), Lithuania (9.7), Belarus, Latvia, and Ukraine (around 8), and the lowest ones in Switzerland (1.7), the UK, and Nordic countries (around 2). Mortality from motor vehicle crashes declined in northern and western European countries and - though to a lesser extent - in southern European countries, too. Mortality trends were also favourable in the Czech Republic and Poland since the mid 1990’s, whereas they were still upwards in Romania and the Russian Federation. No trend was observed in Hungary and Ukraine. Trends were consistent in various age groups considered. Thus, additional urgent and integrated intervention is required to prevent avoidable deaths from motor vehicle crashes, particularly in selected central and eastern European countries.     

Musculoskeletal Symptoms in Two Plants in the Electrical Sector

The study consisted of describing, using a questionnaire, the musculoskeletal symptoms in two industries in the electrical sector. The questionnaire was distributed to more than 600 workers in the two industries. The questionnaire described four types of variables: usual population data (age, gender, experience, etc.), certain work variables, the regions of the body affected in the past 12 months and in the past 7 days, and the severity of the symptoms. Ten variables were used to provide a symptom severity index. In the two plants, the women reported more frequent and more serious problems than the men and the least experienced workers were the most affected. In Plant 1, the questionnaire pinpointed two work sectors, whereas in Plant 2, the problems were found not to be concentrated in a few sectors, but distributed among different jobs throughout the entire plant.     

Agricultural injuries in Etawah district of Uttar Pradesh in India

Increased use of farm machinery along with other agricultural inputs has enhanced the production and productivity of Indian farms. Simultaneously, it has also increased occupational health hazards on the farms. Major occupational health hazards are farm related injuries. Very little information is available about the type and nature of agricultural injuries on Indian farms. In the present study, agriculture injuries data were collected for the period 1996–2000 for the Etawah district of Uttar Pradesh in India. It has a total population of 1.4 million while 0.75 million were associated with agricultural activities. The agricultural injuries incidence rate was 0.8 per thousand workers per year in the study area. Out of all agricultural injuries, 9% injuries were fatal. The highest number of injury victims were in the age group of 30–44 years. The highest percentages of injured victims were literate but non-matric. The monetary loss due to agricultural injuries in the study area was estimated to be about US $730,000 per year. To minimize agricultural injuries, development of interventions and trainings needs to be organized at block levels for proper and safe operation of agricultural equipment.     

中国水体环境中多氯联苯的存在水平研究

从自然水体、水体沉积物及水生生物3个层次,系统分析多氯联苯在中国部分水体环境中的污染水平及其可能的致污原因。其结果表明:中国的大部分水体直接含有多氯联苯的量符合相应的环境质量标准,对饮水安全不构成直接威胁;沉积物中存在的多氯联苯大多源于航海运输事业的污染物排放,有关部门应采取相应的管理措施对运输船只的排污进行限制;水生生物中多氯联苯的含量在香港和珠江口出现超标现象,应引起人们的注意,积极改善该地区的水产养殖环境。     

Pedestrian Casualties and Fatalities in Road Traffic Crashes in a South African Municipality

A study of the pedestrian casualties and fatalities in road traffic crashes in Durban, a South African municipality, for 1999 was undertaken using official road traffic accident data. The pedestrians age 25 to 44, although only 23.9% of the population, were 39.3% of the casualties and 48.2% of the fatalities. The most vulnerable pedestrians were those 30 to 34 years old who were 6.1% of the population, 11.7% of the casualties, and 14.6% of the fatalities; 35- to 39-year-olds who were 6% of the population, 8.8% of the casualties, and 13.5% of the fatalities; and the 40- to 44-year-olds who were 4.9% of the population, 7.5% of the casualties, and 10.2% of the fatalities. Cars were involved in 52% of the vehicle-pedestrian crashes but had fewer crashes than minibuses and buses, and fewer casualties and fatalities than minibuses, buses, and motorcycles. Minibuses recorded the most crashes at 1,037 per 100 million km, the highest casualty rate of 268 per 100 million km, and highest fatality rate of 17 per 100 million km. Buses, which were involved in 3% of the vehicle-pedestrian crashes, had 951 crashes per 100 million km, 182 casualties per 100 million km, and 11 fatalities per 100 million km. Motorcycles were involved in 1% of the vehicle-pedestrian crashes and had per 100 million km 508 crashes, 192 casualties, and 7 fatalities. There was no statistically significant difference in the monthly distribution of the road traffic crashes.     

Pedestrian casualties and fatalities in road traffic crashes in a South African municipality

A study of the pedestrian casualties and fatalities in road traffic crashes in Durban, a South African municipality, for 1999 was undertaken using official road traffic accident data. The pedestrians age 25 to 44, although only 23.9% of the population, were 39.3% of the casualties and 48.2% of the fatalities. The most vulnerable pedestrians were those 30 to 34 years old who were 6.1% of the population, 11.7% of the casualties, and 14.6% of the fatalities; 35- to 39-year-olds who were 6% of the population, 8.8% of the casualties, and 13.5% of the fatalities; and the 40- to 44-year-olds who were 4.9% of the population, 7.5% of the casualties, and 10.2% of the fatalities. Cars were involved in 52% of the vehicle-pedestrian crashes but had fewer crashes than minibuses and buses, and fewer casualties and fatalities than minibuses, buses, and motorcycles. Minibuses recorded the most crashes at 1,037 per 100 million km, the highest casualty rate of 268 per 100 million km, and highest fatality rate of 17 per 100 million km. Buses, which were involved in 3% of the vehicle-pedestrian crashes, had 951 crashes per 100 million km, 182 casualties per 100 million km, and 11 fatalities per 100 million km. Motorcycles were involved in 1% of the vehicle-pedestrian crashes and had per 100 million km 508 crashes, 192 casualties, and 7 fatalities. There was no statistically significant difference in the monthly distribution of the road traffic crashes.     

某市区重点行业职业病危害因素现状调查研究

对某市区重点行业15家企业职业病危害因素进行检测与评价,对普查结果进行综合分析。结果表明:15家企业工作场所化学有害因素职业卫生现状情况良好,但噪声危害程度较大;在6个重点行业中,电子制造行业有害因素合格率最低,为84%,其次是纺织行业,有害因素合格率为85%,其他化学原料及化学制品、化工、木制家具、石材加工四个行业合格率均较高;市直以上企业职业卫生现状情况优于区属企业,300-2000人之间较大规模的企业职业卫生现状情况优于300人以下的企业。同时,对企业提出了职业危害现状的改进措施与建议。     

Real-World Rib Fracture Patterns in Frontal Crashes in Different Restraint Conditions

Objective: The purpose of this study was to use the detailed medical injury information in the Crash Injury Research and Engineering Network (CIREN) to evaluate patterns of rib fractures in real-world crash occupants in both belted and unbelted restraint conditions. Fracture patterns binned into rib regional levels were examined to determine normative trends associated with belt use and other possible contributing factors.

Methods: Front row adult occupants with Abbreviated Injury Scale (AIS) 3+ rib fractures, in frontal crashes with a deployed frontal airbag, were selected from the CIREN database. The circumferential location of each rib fracture (with respect to the sternum) was documented using a previously published method (Ritchie et al. 2006) and digital computed tomography scans. Fracture patterns for different crash and occupant parameters (restraint use, involved physical component, occupant kinematics, crash principal direction of force, and occupant age) were compared qualitatively and quantitatively.

Results: There were 158 belted and 44 unbelted occupants included in this study. For belted occupants, fractures were mainly located near the path of the shoulder belt, with the majority of fractures occurring on the inboard (with respect to the vehicle) side of the thorax. For unbelted occupants, fractures were approximately symmetric and distributed across both sides of the thorax. There were negligible differences in fracture patterns between occupants with frontal (0°) and near side (330° to 350° for drivers; 10° to 30° for passengers) crash principal directions of force but substantial differences between groups when occupant kinematics (and contacts within the vehicle) were considered. Age also affected fracture pattern, with fractures tending to occur more anteriorly in older occupants and more laterally in younger occupants (both belted and unbelted).

Conclusions: Results of this study confirmed with real-world data that rib fracture patterns in unbelted occupants were more distributed and symmetric across the thorax compared to belted occupants in crashes with a deployed frontal airbag. Other factors, such as occupant kinematics and occupant age, also produced differing patterns of fractures. Normative data on rib fracture patterns in real-world occupants can contribute to understanding injury mechanisms and the role of different causation factors, which can ultimately help prevent fractures and improve vehicle safety.