游艺机的安全及管理对策探讨

游艺机和游乐设施将休闲、娱乐和消费融为一体,专门用来满足人们的特殊需要,其涉及人的安全,具有很高的风险,本用安全系统的理念和思维方法,从人、机和人一机关系三要素入手,分析游艺机的事故特点和发展原因,对游艺机的安全管理问题提出了对策和建议。     

中国人类活动源非甲烷挥发性有机物（NMVOC）排放总量及分布

研究了各污染源的NMVOC排放因子,重点分析化工产储源的NMVOC排放因子,估计了1998～2007年中国各地区、各污染源挥发性有机物（NMVOC）排放总量,并研究了各污染源NMVOC各成分的分布特征。研究表明,近年来NMVOC排放总量呈上升趋势,2007年中国人类活动排放NMVOC总量达到2380.24万吨,是1998年的1.8倍。其中固定源燃烧排放958.95万吨（生物质燃料842.27万吨）,交通源478.62万吨,溶剂应用408.23万吨,化工产储源301.11万吨,石油储运和精炼131.84万吨,混杂源101.49万吨。本研究为挥发性有机物（VOC）总量控制提供参考。     

建立以人群健康为核心的国家污染防控体系——以“血铅事件”为例

环境健康事件的频发反映了我国污染防控体系的不足。以"血铅事件"为例,综述了我国铅污染管理状况,分析了我国铅环境健康防治现状,并提出了由生产排放达标为核心的国家污染防控体系向以人群健康为核心的国家污染防控体系转变的环境战略与政策管理措施。     

实验室率定法测算长江南通段污染物降解系数

污染物降解系数是确定水环境容量的关键参数之一,本文采用实验室率定法,采集长江南通段的水样,分别于6℃、10℃、16℃、20℃室温下,在实验室内进行周期为20天的室内水质分析,根据室内水质分析结果,测算出不同温度下长江南通段"十二五"减排的约束性指标化学需氧量、氨氮的降解系数,并定性分析了长江水体中污染物本底浓度、可生化性、pH值等环境因子对污染物降解系数可能发生的影响。     

基于因子分析和聚类分析的江苏十三市环境保护评价研究

本文根据工业废水排放量、工业二氧化硫排放量、工业烟尘排放量、工业废水排放达标率、工业固体废物综合利用率5个指标的统计数据,运用因子分析和聚类分析,对江苏13个市的环境保护状况进行评价,并将其分成5个不同的类别,第1类是苏州,第2类是南京,第3类包括无锡、南通、常州,第4类包括徐州、扬州、泰州、淮安、宿迁,第5类包括盐城、镇江、连云港,然后进一步对各类城市在污染强度和污染控制方面的特征进行分析。最后,分别对每类地区的环境保护提出对策建议。     

嘉善前体物与气象因子对臭氧生成的影响及臭氧潜在源区分析

利用2017年嘉善善西超级站臭氧(O₃)及其前体物(NO_x和VOCs)以及气象因子(温度、湿度、风速)逐小时数据,分析了2017年全年NO_x和O₃的变化特征以及春季(4—5月)、夏季(7—8月) NO_x和气象因子对O₃生成的影响,利用O₃生成潜势(OFP)评估了VOCs大气化学反应活性,并通过潜在源区贡献(PSCF)和浓度权重轨迹(CWT)方法分析了嘉善春、夏季O₃潜在源区贡献特征。研究发现:O₃日变化特征为单峰结构,NO_x为弱双峰结构。O₃浓度在3—9月较高,春、夏季O₃浓度峰值分别出现在15:00和14:00,春、夏季的NO_x、O₃日变化与2017年全年日变化趋势基本一致。NO_x对O₃存在滴定作用,且低湿高温有利于O₃     

我国高速公路周边土壤重金属污染现状及研究进展

以我国高速公路周边土壤重金属为研究对象,综述了我国高速公路周边土壤重金属污染特征、影响因素、来源、环境风险及其研究进展。高速公路周边土壤主要受Pb、Cd、Cr、Cu、Zn等重金属污染,主要呈现指数分布、偏态分布和两者混合分布等特点,并且受到土地利用、风向、地形、车流量等多种因素的综合影响。土壤重金属的来源除了受成土母质等自然因素影响以外,公路交通和周边工农业活动也会对其来源产生较大影响。传统的土壤重金属评价方法主要采用单因子指数法、地累积指数法、生态风险评价法等对重金属的污染等级和环境风险进行评价。未来的研究应将重金属形态分析、空间和地统计分析、重金属稳定同位素示踪和源解析模型以及预测模型等多种手段相结合,开展高速公路周边土壤重金属的污染特征、时空分布、来源及预测预警研究等,为我国高速公路沿线工农业生产布局及其土壤重金属污染防控提供科学依据和决策支撑。     

A path analysis model for explaining unsafe behavior in workplaces: the effect of perceived work pressure

Background. Unsafe behavior is closely related to occupational accidents. Work pressure is one the main factors affecting employees’ behavior. The aim of the present study was to provide a path analysis model for explaining how work pressure affects safety behavior. Methods. Using a self-administered questionnaire, six variables supposed to affect safety employees’ behavior were measured. The path analysis model was constructed based on several hypotheses. The goodness of fit of the model was assessed using both absolute and comparative fit indices. Results. Work pressure was determined not to influence safety behavior directly. However, it negatively influenced other variables. Group attitude and personal attitude toward safety were the main factors mediating the effect of work pressure on safety behavior. Among the variables investigated in the present study, group attitude, personal attitude and work pressure had the strongest effects on safety behavior. Conclusion. Managers should consider that in order to improve employees’ safety behavior, work pressure should be reduced to a reasonable level, and concurrently a supportive environment, which ensures a positive group attitude toward safety, should be provided. Replication of the study is recommended.     

Features of fatal injuries in older cyclists in vehicle–bicycle accidents in Japan

Objective: The purpose of this study was to identify and better understand the features of fatal injuries in cyclists aged 75 years and over involved in collisions with either hood- or van-type vehicles.

Methods: This study investigated the fatal injuries of cyclists aged 75 years old and over by analyzing accident data. We focused on the body regions to which the fatal injury occurred using vehicle–bicycle accident data from the Institute for Traffic Accident Research and Data Analysis (ITARDA) in Japan. Using data from 2009 to 2013, we examined the frequency of fatally injured body region by gender, age, and actual vehicle travel speed. We investigated any significant differences in distributions of fatal injuries by body region for cyclists aged 75 years and over using chi-square tests to compare with cyclists in other age groups. We also investigated the cause of fatal head injuries, such as impact with a road surface or vehicle.

Results: The results indicated that head injuries were the most common cause of fatalities among the study group. At low vehicle travel speeds for both hood- and van-type vehicles, fatalities were most likely to be the result of head impacts against the road surface.

The percentage of fatalities following hip injuries was significantly higher for cyclists aged 75 years and over than for those aged 65–74 or 13–59 in impacts with hood-type vehicles. It was also higher for women than men in the over-75 age group in impacts with these vehicles.

Conclusions: For cyclists aged 75 years and over, wearing a helmet may be helpful to prevent head injuries in vehicle-to-cyclist accidents. It may also be helpful to introduce some safety measures to prevent hip injuries, given the higher level of fatalities following hip injury among all cyclists aged 75 and over, particularly women.     

Prevalence of alcohol among nonfatally injured road accident casualties in two level III trauma centers in northern Ghana

Background: Alcohol use is pervasive among motorists on the road in Ghana; however, we do not know the extent to which this behavior is implicated in road accidents in this country.

Objectives: The main objective of this research was to establish the prevalence of alcohol in the blood of nonfatally injured casualties in the emergency departments (EDs) in northern Ghana.

Method: Participants were injured road traffic crash victims, namely, pedestrians, cyclists, motorcyclists, and drivers seeking treatment at an ED. The study sites were 2 level III trauma centers located in Wa and Bolgatanga. Participants were screened for alcohol followed by breath tests for positive participants using breathalyzers.

Results: Two hundred and sixty-two accident victims visited EDs, 58% of whom were in Wa. Among the victims, 41% were hospitalized and 57% experienced slight injuries. The vast majority (76%) of the casualties were motorcyclists, 13% were pedestrians, 8% were cyclists, and 2% were drivers. Casualties who had detectable alcohol in their blood were predominantly vulnerable road users. In all, 34% of participants had detectable blood alcohol concentrations (BACs) and the mean BAC for all casualties who tested positive and could give definitive BACs was 0.2265 (226 mg/dl). The prevalence of alcohol use was 53% among cyclists, 34% among motorcyclists, 21% among pedestrians, and 17% among drivers. Male casualties were more likely to test positive for alcohol than females. In addition, the prevalence of alcohol was significantly higher among injured casualties in Bolgatanga compared to Wa.

Conclusion: There was a high prevalence of alcohol use among nonfatally injured casualties in northern Ghana and injury severity increased with BAC. AUDIT screening in the hospital, alcohol consumption guideline, road safety education with an emphasis on minimizing or eliminating alcohol consumption, and enhanced enforcement of the BAC limit among motorists are recommended.