This study was designed to investigate the relationship between retinol intake, bone mineral density, and falls in 101 elderly women aged 72 to 90 years (78.6 yrs. �� 4.3 yrs.). Bone mineral density (BMD) (g/cm��) of the left hip, anterior-posterior lumbar spine (L3), and lateral spine (L3) was measured using dual-energy x-ray absorptiometry. Dietary intake and physical activity were assessed by validated questionnaires (the 100-item Block Food Frequency Questionnaire and the Physical Activity Scale for the Elderly, respectively). Isometric hip abduction strength of the right and left legs was assessed using a hand-held dynamometer. Fall surveillance was collected using a "postcard" system at three-month intervals over a two-year period. Multiple regression analyses were used to show the predictability of retinol, vitamin D, calcium, years past menopause, years on hormone replacement therapy, and physical activity on BMD variables. Together, these variables explained 14% of the variance in total hip BMD at follow-up (R��=0.14, SEE=0.12, p=0.020), 26% of the variance in the anterior-posterior spine BMD at follow-up BMD (R��=0.26, SEE=0.17, p=0.051), and 33% of the variance in lateral spine BMD at follow-up (R��=0.33, SEE=0.10, p=0.009). Two-year changes in hip BMD were poorly predicted using the model with only 5% of total hip BMD variance being explained by the six independent variables (R��=0.05, SEE=0.03, p=0.558). Logistic regression was used to determine whether the likelihood of being a faller vs. a non-faller could be predicted from a model using retinol, vitamin D, average hip strength, and physical activity. It was shown that 11.5% of the variability in fall status could be explained by the model (Cox & Snell's R��=0.115). Using an ROC curve analysis, the model correctly classified 69% of the individuals into the correct "fall category". We conclude that retinol, although not an independent predictor of BMD or fall status, is an important component in the prediction of both BMD and falls. Further interventional research is needed to determine the effects of retinol on BMD and falling. / Graduation date: 2004

A random sample of Oregon motor carriers was selected to determine the effectiveness of the Accident Countermeasures (ACM), a process created to address the factors involved in truck accidents and recommendations a motor carrier may utilize to prevent future similar accidents from occurring. Two groups of fifty motor carriers were selected, one group with a record of no accidents in a 12 month period and a group of 50 carriers who had accidents in a 12 month period. All 100 carriers were interviewed. Half of the accident groups records were reviewed and the recommendations of the ACM were supplied to the carrier, the other half was utilized as the control group. Follow up data was collected for the following year and analysis was completed to measure the effectiveness. A total of 82 Oregon based carriers remained in the study throughout its completion. The method of multiple linear regression was utilized to determine whether any variables in the set of explanatory variables considered in this study are related to the accident rate of a company. Data indicates the effect of the Miles Per Vehicle Driven in 1994, Percent of Miles Driven in Urban and the Total Out of Service are statistically significant for the Accident Rate in 1995 for the control group and the study group. It appears however, the estimated difference is only practically significant for the Miles Per Vehicle Driven in 1994 (F=20.31, p=.0001). There is no evidence of a relationship between a trucking companies accident rate in 1995 and the Accident Counter Measures intervention program. (F=.18, p=.67) The difference between the mean accident rates for a company which received the accident counter measure intervention and a company that did not receive the accident counter measure intervention ranges from -.98 to .75 (95% Confidence Interval for the difference of means). / Graduation date: 1999

Thesis (M.A.)--Ohio State University. / Includes bibliographical references (leaves 126-136). Available online via OhioLINK's ETD Center

No description available.

Occupational injury and illness rates are used by employers and regulatory agencies to monitor the health and safety of workers. Changes in the rates are interpreted to reflect actions taken or not taken by the employer. The purpose of this study was to delineate external factors, those factors outside the control of employers, which influence occupational injury and illness rates. The results of this study are useful in interpreting changes in the occupational injury and illness rates as a function of changes in the external factors. A review of the literature provided information on the type of external forces which would be expected to influence occupational injury/illness rates. The factors selected for the data analysis included economic indicators, regulatory budget and performance measures, firm size, and leniency in workers' compensation claim determination as measured by the proportion of denied claims. Data were collected on the injury/illness incidence, lost workday case incidence, and lost workday rates for the state of Oregon for 1978 through 1987. Multiple linear regression models were constructed for each of the injury/illness rates using a step-down variable selection process to determine the predictor variables for each model. Separate models were constructed for each dependent variable using the values of the predictor variables for the same year and for the preceding year. The results supported the hypotheses that the unemployment rate, gross state product, number of serious violations cited by OSHA, and percentage of claims denied by the Workers' Compensation Board influence occupational injury and illness rates. Total OSHA expenditures and the number of inspections conducted by OSHA in a given year demonstrated positive relationships with lost workday cases incidence and injury/illness incidence rates, respectively; the positive associations were contrary to the hypothesized relationships. Models can be constructed using data on external factors to predict injury/illness incidence, lost workday case incidence, and lost workday rates. The unemployment rate was the most useful variable in predicting occupational injury and illness rates. / Graduation date: 1991

The purpose of this study was to examine the total direct costs of occupational injuries as they relate to workers compensation allocations within a self-insured firm. Through the use of a model, this study provides financial impact information for safety professionals by defining the total direct costs of occupational injuries. The investigator constructed a model which traced actual workers compensation allocations over a five year period at a division of Hewlett-Packard in Corvallis, Oregon. The objective of this model was to compare actual workers compensation cost history with that of adjusted workers compensation cost data to determine the total direct costs that occupational injuries have on the division's workers compensation cost allocations. This study indicated that injuries produce cost impacts to divisions well beyond the injury compensation costs reported by insurance carrier payment summaries. The study at this specific Hewlett-Packard division in Oregon indicated total costs at 1.7 to 1.9 times the actual cost of workers compensation reimbursements. This study supports the need to continue research efforts that will further refine the identification of total injury costs and the impact these losses have on the business performance of a company. / Graduation date: 1993

The purpose of the study was to investigate current liability insurance practices for professional school corporation personnel in Indiana. Fifty rural and fifty urban school corporations were surveyed with regard to: (1) number and character of suits against school corporations or professional. school corporation personnel, (2) amount of current liability insurance protection carried by school corporations, (3) degree of legal representation of school corporations and school corporation personnel, and (4) opinions of respondents about educational malpractice. An instrument developed to gather data elicited responses from 52 percent of urban and 6-8 percent of rural school corporations in the sample.An analysis of data was completed to test two null hypotheses with regard to: (1) need for liability insurance and (2) employment of legal counsel. Additional data were compiled arid reported descriptively in order to draw conclusions regarding the current status of personal liability insurance protection within Indiana school corporations. Findings of the study included:Urban school corporations had a significantly greater need for liability insurance as measured by number of suits involving school corporations or professional school corporation personnel. Respondents from 57.7 percent of urban school corporations reported involvement in at least thirty liability actions between 1972 and 1977. Respondents from 26.5 percent of rural school corporations reported involvement in ten liability actions between 1972 and 1977.Negligence and personal injury were grounds most often reported for school related liability actions, especially in actions involving urban school corporations.Judgments rendered against rural school corporations were settled for an average of $9,975. Judgments against urban school corporations were settled for an average of $14,506.Written teacher dismissal policies had been established by 58.8 percent of rural and 88.5 percent of urban school corporations.Results of a Chi-Square test indicated that no significant difference existed between rural and urban school corporations in the employment of legal counsel. Urban school corporations pay more than twice the yearly fee for legal services dealing with personal liability than rural school corporations. Legal counsel provided by school corporations would not represent employees from almost 40 percent of Indiana school corporations in liability litigation.Urban school corporations provide for more types of liability, greater amounts of coverage, and larger deductibles for liability insurance than rural counterparts. Deductibles in excess of $1,000 were obtained on 16.9 percent of all coverages with deductibles purchased by rural school corporations and on 52.6 percent of all coverages with deductibles purchased by urban school corporations. Four rural and nine urban school corporations reported deductibles of $10,000.Amount of annual premium paid varies with type and amount of coverage, amount of deductible, school corporation enrollment, number of school officials and number of school employees covered. Rural school corporations were providing liability insurance protection at an average premium rate of $1.20 per student enrolled. Urban school corporations were providing liability insurance protection at an average premium rate of $1.17 per student enrolled.School officials and employees from rural school corporations which have not been involved in liability actions tend to be less wary of implications of educational malpractice than school officials and employees from urban school corporations or from rural school corporations which have been involved in liability actions.

No description available.

Olyckor såsom kollisioner mellan fartyg, kollisioner mellan fartyg och föremål samt grundstötningar inom sjöfarten är något som kan leda till såväl miljöförstöring som till enorma kostnader för alla inblandade. Kan det möjligen vara så att en anledning till dessa olyckor är bristande bryggrutiner ombord? Syftet med denna uppsats är att, genom en sammanställning av olycksrapporter från år 2000 till 2007, undersöka om det går tyda några samband mellan fartyg som grundstöter, kolliderar eller kolliderar med annat föremål, inom den svenska handelssjöfarten. Resultatet visade bland annat att tankfartyg grundstöter oftare än andra fartyg. Utifrån det påträffade sambanden genomfördes ett antal intervjuer med lotsar, styrmän och befälhavare som är verksamma inom tanksjöfarten, för att undersöka hur situationen ser ut ombord under de förhållanden då tankfartygen vanligast grundstöter. Flera av de intervjuade personerna beskriver att pappersarbete i form av checklistor med mera, har ökat deras arbetsbörda under vakten och en av de slutsatser vi dragit är att bristande uppsikt över fartygets framförande skulle kunna vara en orsak till olyckorna. / Collisions between vessels and allisions between vessel and obstacles as well as groundings constitute a great problem within the shipping business. Serious damage to vessels, environmental disasters and great costs are invoked for everyone involved. Is it possible that deficient bridge procedures are the reasons behind these types of accidents? The purpose of this thesis is to gather material from accident reports from the years 2000-2007, to investigate whether there are any connections between the accidents on Swedish merchant vessels which have been involved in collisions with each other, allided with an obstacle or that have grounded. The results showed, among other things, that motor tankers are involved in groundings more often than other types of vessels. On the basis of these results, interviews were carried out with motor tanker officers and pilots to investigate what the situation is like onboard during the circumstances where these vessels are most usually grounded. Several of the informants state that paperwork and checklists have become a burden to them during their bridge watches, and one of the implications of our investigation is that inadequate supervision could be the reason behind the accidents.

Olyckor sker vid övning med frifallslivbåtar. Detta borde gå att arbeta bort med bättre utrustning och bättre utbildning. Eftersom olyckor inträffar oftare vid övning ombord i fartygen än vid övning iland borde den senare biten vara mer avgörande: Vid övningar bör vikt läggas vid hur man spänner fast sig på ett korrekt sätt. Ovanstående är en del av vad denna undersökande studie handlar om. Vi har använt en kvalitativ metod för att reda ut frågor om riskerna med frifallslivbåtar. SOLAS ställer inga krav på att det skall finnas hjälpmedel för att underlätta att ta med sig skadade personer i frifallslivbåtar. De tester som genomförts med människor ombord i frifallslivbåtar har bara skett när det råder gynnsamma förhållanden. Med tanke på att fartyg utsätts både för sjöhävning och att båtarna kan komma att landa i vågor borde SOLAS kraven höjas. De livbåtssystem vi har, varken testas eller övas med i vågor. Att frifallslivbåtar i tanken är ett väldigt bra koncept som livräddningsutrustning råder det inga tvivel om, men den borde utvecklas vidare. / Accidents occur when exercising with free-fall lifeboats. This should be possible to avoid with better equipment and better education. Since accidents occur more often when exercise is performed aboard ships than ashore, the later part should be more decisive: During exercise the focus should be put on how to buckle up in a correct way. The above text is a part of what this investigative study is about, we have used a qualitative method for sorting out questions about the risks with free-fall lifeboats. SOLAS does not put any demands on the existence of aiding equipment to facilitate bringing injured persons in a free-fall lifeboat. The tests that have been performed with people onboard free-fall lifeboats have only taken place during favourable conditions. Considering that ships are exposed to the motion of the sea and that the boat could land on a wave the SOLAS demands should be increased. The lifeboat systems we have, is neither tested nor practised with in waves. That free-fall lifeboats is a good concept as a lifesaving equipment, there is no doubt about, but it should be developed further.