Low life jacket use among adult recreational boaters: A qualitative study of risk perception and behavior factors

Background

Life jackets may prevent one in two drowning deaths, however, 85% of recreational boating-related drowning victims in the United States in 2012 did not wear a life jacket. This study explored behavioral factors and strategies to encourage consistent life jacket use among adult recreational boaters.

Methods

We conducted a qualitative study among boat owners who boat regularly, and explored factors associated with life jacket use by adults and child or adolescent passengers. Sixteen boaters participated in four focus groups.

Results

Most boaters reported inconsistent use of life jackets, using them only when conditions were poor. Each described episodes of unpredictable boating risk which occurred despite favorable conditions. Most required younger child passengers to wear a life jacket, but reported resistance among older children. Barriers to consistent life jacket use included discomfort and the belief that life jacket use indicated inexperience or poor swimming ability. Participants stated that laws requiring life jacket use would change behavior especially for children. The only demonstrated behavior change among group members was associated with use of inflatable life jacket devices.

Conclusions

Boating risk is inherently unpredictable; therefore interventions should focus on strategies for increasing consistent use of life jackets. Passage and enforcement of life jacket legislation for older children and adults is likely a promising approach for behavior change. Designing more comfortable, better-fitting, more appealing life jackets will be paramount to encouraging consistent use.     

Magnitude and categories of pedestrian fatalities in South Africa

Road traffic injuries, a major global public health burden, are concentrated in low-income and middle-income countries.(1) In contrast to high-income countries, pedestrians make up the largest group of road traffic injuries and fatalities in low- and middle-income countries. This article presents an analysis of pedestrian fatalities (2001-2004) in four South African cities. The article describes the magnitude, demographic, and temporal factors associated with pedestrian fatalities and presents a typological analysis to identify particular groups of at risk pedestrians. The analysis can serve to inform the development of prevention programmes tailored to the needs of specific at risk pedestrian groups. Data were obtained from the National Injury Mortality Surveillance System (NIMSS). The results indicated that there were a total of 7433 pedestrian deaths (2001-2004) for the four cities and the majority occurred over weekends. Most (56.7%) were between ages 20 and 44 years. Overall, there were 3.3 male pedestrian deaths for every female pedestrian death, and over half (58%) of the 4004 cases tested were positive for alcohol. A typological analysis identified three categories of pedestrian fatalities: (1) male pedestrian fatalities that showed high levels of alcohol concentrations, (2) female and elderly pedestrian deaths that occurred between 6 AM and midday, and (3) children, adolescents, and young adult pedestrian fatalities that typically occurred during weekday afternoons and evenings. The findings call for multiple strategies for combating pedestrian fatalities.     

On the prevention of accidents and injuries : A comparative analysis of conceptual frameworks

The meaning of prevention has changed as new applications of the concept have appeared. Ideas presented in eleven different conceptual frameworks are compared. Identification of the frameworks took place through searches in databases and relevant literature. Five are general by nature, while six relate to injuries and accidents. All are supported by just a few parameters, the time dimension being the most prominent. Compatibility was established on three additional dimensions: level (individual, organizational or societal); direction (“bottom-up” or “top-down”); and in relation to the trichotomy “host-agent-environment”. An attempt to synthesize all these dimensions into one general model of accident and injury prevention is presented.     

Relationship between quality of life and child traffic fatalities

Traffic injuries are the leading cause of morbidity and mortality of children around the world. Economic development and quality of life are main components of public health. Using canonical correlation analysis, this study examined the relationship between quality of life and traffic fatality among children. Data were collected from 19 countries by using World Health Organization and OECD statistics. The results indicated that there is a strong relationship between quality of life and children traffic fatality. Growing quality of life has become protective against child traffic accident mortality. Increasing in gross national income per capita, life expectancy at birth number of years, road motor vehicles per thousand population, and share of persons of working age (15-64 years) in employment also increases children traffic safety.     

空气预冷系统设备结垢原因及处理

在空气预冷系统故障中,由循环水系统引起的故障占绝大多数,而结垢又是循环水系统发生故障的最主要诱因。介绍结垢对空分设备空气预冷系统各部机造成的危害,分析结垢产生的原因,并提出了结垢的一些预防措施及结垢后的处理方法。     

The effect of discounting, different mortality reduction schemes and predictive cohort life tables on risk acceptability criteria

Technical facilities should be optimal with respect to benefits and cost. Optimization of technical facilities involving risks for human life and limb require an acceptability criterion and suitable discount rates both for the public and the operator depending on for whom the optimization is carried out. The life quality index is presented and embedded into modem socio-economic concepts. A general risk acceptability criterion is derived. The societal life saving cost to be used in optimization as life saving or compensation cost and the societal willingness-to-pay based on the societal value of a statistical life or on the societal life quality index are developed. Different mortality reduction schemes are studied. Also, predictive cohort life tables are derived and applied. Discount rates γ must be long-term averages in view of the time horizon of some 20 to more than 100 years for the facilities of interest and net of inflation and taxes. While the operator may use long-term averages from the financial market for his cost–benefit analysis the assessment of interest rates for investments of the public into risk reduction is more difficult. The classical Ramsey model decomposes the real interest rate (=output growth rate) into the rate of time preference of consumption and the rate of economical growth multiplied by the elasticity of marginal utility of consumption. It is proposed to use a relatively small interest rate of 3% implying a rate of time preference of consumption of about 1%. This appears intergenerationally acceptable from an ethical point of view. Risk–consequence curves are derived for an example.     

Health-health analysis-an alternative method for economic appraisal of health policy and safety regulation. Some empirical Swedish estimates

Health-health analysis (HHA) focuses on statistical lives themselves as a numeraire. The underlying principle is that the expected gains in health and safety of reduced risks in one area may result in increasing risks somewhere else in society. By reducing one risk other risks may increase due to changed individual behaviour.In addition to this direct effect, another indirect effect will also be present. Expenditure on a particular health policy or safety regulation must be financed in one way or another, which will result in an opportunity cost or income effect leaving less resources for other health and safety promoting activities in society. Thus, we will have an effect that reduces safety and health benefits induced by that income loss. Whether the total net health effect from a specific safety regulation or health policy is positive or negative must be empirically analysed. One way of estimating the income loss that induces one death, which we call the value of an induced death (VOID), is to estimate it as a multiple of the traditional value to avert a statistical death, also named the value of a statistical life (VOSL).A contingent valuation (CV) study eliciting the willingness-to-pay (WTP) for reducing the overall risk of dying was performed as a postal questionnaire in Sweden in 1998. By use of data from this study, it was possible to estimate the VOID and the VOSL in Sweden amounting to SEK116 and SEK20.8 million respectively, indicating that the net health result confined to mortality effects, will be negative (more lives will be lost than saved) if a health policy or safety regulation will cost more than SEK116 million per life saved.     

Incidence and costs of bicycle-related traumatic brain injuries in the Netherlands

The main cause of death and serious disability in bicycle accidents is traumatic brain injury (TBI). The aim of this population-based study was to assess the incidence and costs of bicycle-related TBI across various age groups, and in comparison to all bicycle-related injuries, to identify main risk groups for the development of preventive strategies.Data from the National Injury Surveillance System and National Medical Registration were used for all patients with bicycle-related injuries and TBI who visited a Dutch emergency department (ED) between 1998 and 2012. Demographics and national, weighted estimates of injury mechanism, injury severity and costs were analysed per age group. Direct healthcare costs and indirect costs were determined using the incidence-based Dutch Burden of Injury Model.Between 1998 and 2012, the incidence of ED treatments due to bicycle-related TBI strongly increased with 54%, to 43 per 100,000 persons in 2012. However, the incidence of all bicycle-related injuries remained stable, from 444 in 1998 to 456/100,000 in 2012. Incidence of hospital admission increased in both TBI (92%) and all injuries from cycling (71%). Highest increase in incidence of both ED treatments and hospital admissions was seen in adults aged 55+. The injury rate of TBI per kilometre travelled increased (44%) except in children, but decreased (−4%) for all injuries, showing a strong decrease in children (−36%) but an increase in men aged 25+, and women aged 15+. Total costs of bicycle-related TBI were €74.5 million annually. Although bicycle-related TBI accounted for 9% of the incidence of all ED treatments due to cycling, it accounted for 18% of the total costs due to all bicycle-related injuries (€410.7 million). Children and adolescents (aged 0–24) had highest incidence of ED treatments due to bicycle-related injuries. Men in the working population (aged 15–64) had highest indirect costs following injuries from cycling, including TBI. Older cyclists (aged 55+) were identified as main risk group for TBI, as they had highest ED attendance, injury rate, injury severity, admission to hospital or intensive care unit, and costs.Incidence of ED treatments due to cycling are high and often involve TBI, imposing a high burden on individuals and society. Older cyclists aged 55+ were identified as main risk group for TBI to be targeted in preventive strategies, due to their high risk for (serious) injuries and ever-increasing share of ED visits and hospital admissions.     

Road mobility and the risk of road traffic accident as a driver. The impact of medical conditions and life events

STUDY OBJECTIVE: We conducted a longitudinal investigation of the impact of self-reported life events and medical conditions on changes in road mobility on the wheel between 2000 and 2002 in order to assess whether these changes would affect the risk of road traffic accident (RTA). METHODS: Data are from a cohort of workers and retirees from the French national gas and electricity companies (the Gazel cohort). In the present study, 10,483 participants were included (7843 men aged 51-61 years and 2640 women aged 46-61 years, in 2000). The link between mobility and the risk of RTA was approximated using data on RTA number during lifetime and reported mobility in 2000. We then compared changes in road mobility between 2000 and 2002 resulting from life events and medical conditions reported to have occurred in the year 2001 or changed when compared to year 2000. We also compared road mobilities in 2000 in order to assess any pre-existing differences before life events and medical conditions. This led to estimation of the effect of road mobility changes on the risk of RTA. RESULTS: Changes in road mobility associated with life events and medical conditions were only found among men. These changes in road mobility were minimal. Ensuing changes in the risk of RTA were estimated to be small (odds-ratios ranged from 0.94 to 1.01). The only life events found to be associated with increased road mobility was an important purchase. Hospitalization, serious RTA, and retiring were associated with reduced road mobility. Concerning medical conditions, men who reported cataract, angina pectoris, diabetes, anxiety and stress, sleep disorder, and depression decreased their road mobility. CONCLUSION: We found no or moderate changes in road mobility resulting from life events and medical conditions, suggesting that results from previous published studies that assessed the impact of life events or medical conditions on RTA were not jeopardized by improper adjustment for road mobility.     

Traffic safety among motorcyclists in Norway: A study of subgroups and risk factors

Although it is widely recognized that motorcyclists have a particularly high accident risk, our knowledge of the mechanisms producing this accident risk is incomplete. The aims of the present paper are to identify subgroups of motorcyclists with a particularly high accident risk and to identify the relevant risk factors at work. The study presented in this paper relies both on a questionnaire (N = 3356) relating rider characteristics, behaviors and accident risk, and analyses of fatal motorcycle accidents (ca. 100) from 2005 to 2008 in Norway. The results reveal that riders of racing replica bikes (sport bikes), and riders younger than 19 years, including especially youths (16–17 years) riding light motorcycles (≤125 cm³), are subgroups of Norwegian motorcyclists with particularly high accident risks. Analysis of fatal motorcycle accidents reveals that about half of the fatal accidents involve sport bikes. Nearly all fatal accidents with sport bikes involved excessive speed. The combination of low age, low experience, risky behavior and “unsafe” attitudes seems to be a particular potent risk factor for Norwegian motorcyclists.     

Barrier and operational risk analysis of hydrocarbon releases (BORA-Release). Part I. Method description

Investigations of major accidents show that technical, human, operational, as well as organisational factors influence the accident sequences. In spite of these facts, quantitative risk analyses of offshore oil and gas production platforms have focused on technical safety systems. This paper presents a method (called BORA-Release) for qualitative and quantitative risk analysis of the platform specific hydrocarbon release frequency. By using BORA-Release it is possible to analyse the effect of safety barriers introduced to prevent hydrocarbon releases, and how platform specific conditions of technical, human, operational, and organisational risk influencing factors influence the barrier performance. BORA-Release comprises the following main steps: (1) development of a basic risk model including release scenarios, (2) modelling the performance of safety barriers, (3) assignment of industry average probabilities/frequencies and risk quantification based on these probabilities/frequencies, (4) development of risk influence diagrams, (5) scoring of risk influencing factors, (6) weighting of risk influencing factors, (7) adjustment of industry average probabilities/frequencies, and (8) recalculation of the risk in order to determine the platform specific risk related to hydrocarbon release. The various steps in BORA-Release are presented and discussed. Part II of the paper presents results from a case study where BORA-Release is applied.     

Medical titanium surface-modified coatings with antibacterial and anti-adhesive properties for the prevention of implant-associated infections

Implant-associated infections(IAIs)caused by drug-resistant bacteria remain a critical factor in the fail-ure of implant procedures.Therefore,it is urgent to develop an effective anti-infection coating for im-plant surface modification to prevent IAIs.Herein,an antibacterial and anti-adhesive coating(CMP-Ti)constructed on the surface of titanium implants is reported,formed by the nanomaterial CeO2@Mn3O4 NRs(CM NRs)with antibacterial activity and the superhydrophilic polymer polyethylene glycol(PEG).The nanocatalyst CM NRs on the surface of CMP-Ti induce ferroptosis-like death of bacteria by catalyzing the production of hydroxyl radical(·OH)and singlet oxygen(1O2)and the consumption of glutathione(GSH).The superhydrophilic coating of CMP-Ti can effectively prevent adherence of drug-resistant bac-teria and avoid biofilm formation.By combining the\"active offense\"antibacterial mechanism with the\"passive defense\"anti-adhesion mechanism,CMP-Ti can kill bacteria and inhibit biofilm formation.The results of in vivo studies showed that CMP-Ti effectively prevented implant-associated infections caused by Methicillin-resistant Staphylococcus aureus(MRSA),thus promoting tissue repair and osseointegra-tion.Therefore,this multifunctional coating combining\"active offense\"and\"passive defense\"provides a promising way to prevent IAIs caused by drug-resistant bacteria and to promote tissue repair in the future.     

分子筛吸附器出口空气中二氧化碳含量超标分析及防范

因为风向,导致KDON-42500/22700型空分设备的环境大气中二氧化碳浓度较高,使进入分子筛吸附器的空气中二氧化碳含量超标,超出了分子筛正常工作时吸附二氧化碳的能力,二氧化碳进入主换热器并堵塞其换热通道,空分设备被迫停运。介绍故障发生时空分设备运行参数的变化情况和处理措施,阐述为防止类似故障再次发生而采取的防范措施。     

Comparison of teen and adult driver crash scenarios in a nationally representative sample of serious crashes

Motor vehicle crashes are the leading cause of death and acquired disability during the first four decades of life. While teen drivers have the highest crash risk, few studies examine the similarities and differences in teen and adult driver crashes. We aimed to: (1) identify and compare the most frequent crash scenarios—integrated information on a vehicle's movement prior to crash, immediate pre-crash event, and crash configuration—for teen and adult drivers involved in serious crashes, and (2) for the most frequent scenarios, explore whether the distribution of driver critical errors differed for teens and adult drivers. We analyzed data from the National Motor Vehicle Crash Causation Survey, a nationally representative study of serious crashes conducted by the U.S. National Highway Traffic Safety Administration from 2005 to 2007. Our sample included 642 16- to 19-year-old and 1167 35- to 54-year-old crash-involved drivers (weighted n = 296,482 and 439,356, respectively) who made a critical error that led to their crash's critical pre-crash event (i.e., event that made the crash inevitable). We estimated prevalence ratios (PR) and 95% confidence intervals (CI) to compare the relative frequency of crash scenarios and driver critical errors. The top five crash scenarios among teen drivers, accounting for 37.3% of their crashes, included: (1) going straight, other vehicle stopped, rear end; (2) stopped in traffic lane, turning left at intersection, turn into path of other vehicle; (3) negotiating curve, off right edge of road, right roadside departure; (4) going straight, off right edge of road, right roadside departure; and (5) stopped in lane, turning left at intersection, turn across path of other vehicle. The top five crash scenarios among adult drivers, accounting for 33.9% of their crashes, included the same scenarios as the teen drivers with the exception of scenario (3) and the addition of going straight, crossing over an intersection, and continuing on a straight path. For two scenarios ((1) and (3) above), teens were more likely than adults to make a critical decision error (e.g., traveling too fast for conditions). Our findings indicate that among those who make a driver critical error in a serious crash, there are few differences in the scenarios or critical driver errors for teen and adult drivers.     

Dominant role of drivers’ attitude in prevention of road traffic crashes: A study on knowledge,attitude, and practice of drivers in Iran

Objective

Evaluating the relation between Iranian drivers’ knowledge, attitude, and practice (KAP) regarding traffic regulations, and their deterministic effect on road traffic crashes (RTCs).

Setting

Two cities of Tehran and Zahedan, Iran.

Methods

A cross-sectional study was designed. Using a simplified cluster sampling design, 2200 motor vehicle drivers including 1200 in Tehran and 1000 in Zahedan were selected. Sixty locations in Tehran and 50 in Zahedan were chosen. In each pre-identified location, 20 adult drivers were approached consecutively. A questionnaire developed by researchers was filled by each participant. The questionnaire had four sections including items assessing the demographics, knowledge, attitude and practice of drivers toward traffic regulations. Logistic regression analysis was used to evaluate the relationship between the RTCs and KAP variables.

Results

The study sample consisted of 619 (28.1%) occupational and 1580 (71.8%) private drivers. Among them, 86.4% were male. The median age was 33.6 ± 10.83. Drivers in Tehran and Zahedan had no significant differences between their mean scores of KAP items of the questionnaire. Higher knowledge, safer attitude, and safer practice were associated with a decreased number of RTC. After adjusting for possible confounders, increase of one standard deviation in attitude and practice scores (but not knowledge) resulted in 26.4% and 18.5% decrease in RTC, respectively. Finally, considering knowledge, attitude and practice of drivers in one model to assess their mutual effect, it was shown that only attitude is significantly associated with a decrease of RTC (OR = 0.76, P = 0.007).

Conclusion

Increase in attitude and practice accompanied with decreased number of RTCs in Iranian drivers. Specifically, drivers’ attitude had the crucial effect. It is not knowledge and standard traffic education; rather it is how such education is registered as an attitude that translates what is being learned into actions. Without safer attitude, even safer self-reported practice will not result in lower RTCs.     

A Comparative Power Study of The Bivariate Rank Sum Test and T 2

The small sample performance of the bivariate two-sample Wilcoxon type rank sum test W is studied by Monte Carlo evaluation of power under shift alternatives in the bivariate normal distribution. Two types of alternatives are considered: (a) shift in only one coordinate and (b) equal amounts of shifts in both coordinates. The estimated power of the W test is compared with the power of Hotelling's T ² test. Interestingly, it is found that the empirical power of W substantially exceeds the power of T ² for some normal shift alternatives although the latter is the uniformly most powerful invariant test for the problem.     

The dark side of stimulus control--associations between contradictory stimulus configurations and pedestrians' and cyclists' illegal street crossing behavior

Since illegal pedestrian behavior represents a major source of accidents, research investigating possible reasons and risk factors for crossing against the lights is pivotal for enhancing safety in traffic. The present approach regards behavior at signalized intersections as a result of multiple stimulus discrimination. Hence, it is expected that at crossings divided by a median refuge the excitatory potential of a “consecutive green light” or “oncoming pedestrians” (S+*) attenuates the inhibition of crossing behavior induced by the relevant red light (S−). Standardized observations at critical intersections in Braunschweig, Germany, were conducted to investigate these hypotheses. Comparing outside traffic participants’ behavior in the presence of different stimulus configurations identified the assumed S+* as substantial risk factors for illegal crossings. Moreover, the presented model of stimulus control integrates past risk factor research and may help develop future prevention measures.     

Human factors, human reliability and risk assessment in license renewal of a nuclear power plant

This paper describes human factors and human reliability assessments carried out as a part of operating license renewal of a nuclear power plant. The structure and contents of human factors assessments, the source material and the role of probabilistic safety assessment are described. Similar evaluations are recommended as an integral part of periodic safety reviews of regulated industrial facilities.The qualitative part of the human factors review is structured according to an international guide. The assessments are here enhanced with operating experience evaluations, measured by quantitative statistical data obtained from inspections and assessments made by plant safety and quality assurance personnel, by regulatory authorities and by peer reviews.The quantitative assessment is based on the roles and contributions of human errors in the accident risk of the target plant. The assessment uses importance measures quantified in probabilistic risk assessment. The scope and the quality of the risk assessment and the scope and the quality of human reliability assessments are also taken into account. Furthermore, the assessment describes how risk assessment can be used to reduce errors and improve human factors. The results tend to be very plant-specific, and the errors have very different importances in different operating states and for different initiating event categories. The results are useful for planning preventive actions, i.e. for preventing errors by developing and prioritizing human factors improvement activities.     

The effects of health status, distress, alcohol and medicinal drug use on subsequent motor vehicle injuries

Objective

The purpose of this study was to examine the effects of health factors and substance use on subsequent motor vehicle collision (MVC) injuries of three different age groups, using the longitudinal dataset from the Canadian National Population Health Survey (NPHS) for the years 1994–2002.

Methods

Path analysis technique was used to determine the relations between MVC injury and four risk factors: binge drinking; health status; distress; and medication use. The three demographic variables, age at ‘baseline’, sex, and immigration status were added into the model as control variables. Three age groups were examined: young = 12–29.9; middle-aged = 30–59.9 and old = 60–85 years of age. The total sample size was 16,093.

Results

A lower percentage of males, older persons, immigrants, and non-binge drinkers reported a subsequent MVC injury, as did respondents reporting better health and lower distress scores. Medication use was associated with higher subsequent MVC injuries. Path analysis found that among younger individuals, the variable binge drinking, was the only significant risk factor associated with subsequent injuries. In contrast, among middle-aged individuals, the variable medication use, was the only statistically significant risk factor for subsequent injuries. No variables were significant risk factors of injuries for older individuals.

Conclusions

Various demographic and risk factors were found to influence injuries among a nationally representative sample of Canadians. Reported binge drinking among young individuals and medication use among middle-aged individuals were found to be risk factors for subsequent MVC injury. These findings support the need for continued focus on alcohol, drugs and traffic safety.     

The Cause of Overestimation of the Natural Gas Volume by Measuring Systems with Converging Devices and How to Eliminate Those Causes

The paper shows that Russian gas distribution organizations use approximate formulas to calculate the dynamic viscosity factor and adiabatic exponent of natural gas as a function of just the operating temperature and pressure of the gas and not its composition. Corrections specific to the accounting period must thus be introduced into the results of measurements. The error of the natural gas accounting unit under real conditions can be determined only by performing a metrological evaluation based on the data about the ranges of variation of the absolute pressure, temperatures and density under standard conditions and of errors in the measurements by the supplier.