Syftet med studien är att beskriva forskningen som finns avseende informationsflöde, erfarenheter och upplevelser av anhöriga som grupp när en närstående drabbas av en allvarlig, livsomvälvande eller livshotande olycka eller katastrof. Studien har gjorts genom en scopingreview där fem databaser har genomsökts för att få en överblick av relevant forskning. Resultat påvisar vikten att information kring deras närstående når anhöriga i ett tidigt skede för att minska onödig stress. I arbetet med anhöriga visar det sig att socialarbetare bör ha en plats i krishanteringsarbetet då de ofta har utbildning och erfarenheter av att jobba emotionellt och stärkande. När en allvarlig olycka eller katastrof sker har det visat sig att även anhöriga påverkas. När anhöriga inte har förmågan att på egen hand ta sig igenom krisen bör det finnas krisinterventioner att sätta in. Interventionen bör vara individuellt anpassad och kan därmed behövas långsiktigt. / The purpose of this paper is to examine the needs close family and relatives have of information and support when a serious accident or disaster occurs. This was done through a scoping review. Five databases were searched to summarize relevant research. The results indicate how important it is with information to close family and relatives in an early stage to minimize their negative stress. Social workers should have a given place with the trauma team since they usually have the training and skills to work emotionally and supportive with people. When a severe accident or disaster occurs, it is proven that close family and relatives are also affected. A crisis intervention should be available when they don’t have the resources to cope with the crisis on their own. Crisis interventions should be individually adapted and might be needed fora long time.

This essay consists of a fragmental process and collection of different theories and inspirational hangups from different academics, artists and my own thoughts and memories from my childhood. The essay also consists of my own poetry and collection of words I have found describing for my own practice. My ambition is to understand why I have always been a sculptor. The research is mainly about my own relationship to Cathrene Malabous writing about destructive plasticity and how it's connected to the brain. What happens to a body and mind when you've been traumatized? And how do I connect that knowledge with my own artistic practice? The research also touches on questions relevant to our historical and contemporary society to think about when it comes to solutions for how to cure the image we have of bodies that suffer from mental illness.

Title: Knowledge of the Principles of Public Behaviour in Emergencies among Ninth Grade Pupils of Primary Schools in Prague and Litoměřice Objectives: The diploma thesis aims to determine level of knowledge of principles of public behaviour in emergencies among ninth grade pupils in Prague and Litoměřice, specifically floods, chemical accident, fires and storms. Methods: compilation, survey questionnaire, analysis Results: Knowledge of the Principles of Public Behaviour in Emergencies among Ninth Grade Pupils were above average. Success rate of right answers was detected at 76 %. The knowledge of this specific field is sufficient due to overview teaching. At only three questions the answers did not exceed 50 %. As a weak spots can be indicated knowledge about general warning and principles during chamical accident. In comparation Litoměřice had better results by two percentage points than Prague. Men did less wrong answers than women by 4 %. Keywords: flood, fire, chemical accident, storm, evacuation, questionnaire

No description available.

In the Canadian Arctic, ship traffic has been increasing at the same time as sea ice has been declining over the past decade-plus. The decrease in sea ice has been associated with trends in warm weather and atmospheric conditions in the summer seasons, which are expected to continue. Thus, it is anticipated that ship traffic will also continue to grow, as areas in the Arctic, including the Northwest Passage (NWP) and Northern Sea Route (NSR) experience less and less sea ice. The appeal of the opening of these major Arctic shipping routes, is that these routes are shorter in distance for commercial ships on international voyages in comparison to traditional routes that travel through the Panama and Suez Canals. Assuming safe and smooth sailing a shorter route can be beneficial monetarily for commercial shipping companies and as a result for other economic sectors reliant on the efficient shipment of goods. However, a major concern associated with the anticipated increase in Arctic ship traffic is the potential for an increase in the number and severity of maritime navigational related accidents. Thus, the overall aim of this thesis is to quantify recent historic links between ship traffic, sea ice, ship accidents, and accident rates within the Canadian Arctic as well as the global Arctic. There are three specific objectives including to: 1. Conduct a comparative statistical analysis between two ship traffic databases (NORDREG and AIS) within the Canadian Arctic to evaluate datasets strengths and weaknesses; 2. Use the best available data (see objective 1) to examine the statistical associations and trends for ship traffic, ship accidents, accident rates, and sea-ice extent within the Canadian Arctic during the shipping-season from 1990 to 2019; and 3. Derive and compare recent ship traffic accident rates to determine if statistical trends from 2012 to 2019 exist for ships across the global Arctic. Results of the study show that both NORDREG and AIS data is useful in understanding shipping traffic trends in Arctic Canada over time and that each dataset is effective depending on the temporal period of interest (Objective 1). NORDREG data is most effective for identifying ship positioning before 2012 (+106,811 more nm sailed per matched unique vessels and +9 overall unique vessels from NORDREG) and from 2012 onwards AIS is more accurate, highlighted by the year of 2018 (+84,149 more nm sailed and +169 unique vessels from AIS). Using available data sources from 1990 to 2019, it was revealed that although commercial and non-commercial ship traffic is increasing across in Arctic Canada, the total number of accidents and overall accident rate for commercial vessels has declined, whereas they have increased for non-commercial ships (Objective 2). There are significant positive trends in overall ship traffic for all ship types (+9,275 nm yr⁻¹), commercial ships (+5,011 nm yr⁻¹) and non-commercial ships (+4,658 nm yr⁻¹). Whereas there have been significant negative trends in ship accidents for commercial ships (-0.06 accidents yr⁻¹), ship accident rates, for all ship types (-6.31E-07 accidents/nm yr⁻¹). Sea ice extent at the monthly level during the shipping season has been significantly decreasing (-3,193 km² mo⁻¹). Results also indicate that there are significant negative correlations between monthly ship traffic and sea ice extent, for all ship types (-0.50), commercial ships (-0.49), and non-commercial ships (-0.48). At the global scale, ship traffic is increasing while ship accident rates are decreasing (Objective 3). For the global Arctic there are positive statistically significant trends for all ship traffic (+2.655 million nm yr⁻¹), commercial ships (+1.598 million nm yr⁻¹), and non-commercial ships (+1.446 million nm yr⁻¹); where there are statistically significant annual decreases in ship accident rates for all ships (-3.64E-07 ship accidents/nm yr⁻¹), commercial ships (-9.39E-07 ship accidents/nm yr⁻¹), and non-commercial ships (-1.19E-07 ship accidents/nm yr⁻¹). At the country level, ship traffic associated to Russia, Norway, and Iceland contributes the most to global increase for both commercial and non-commercial ships. Norway has the largest statistically significant negative trend for all ship and commercial ship accident rates. Future research should focus around expanding on the analytical approach taken for objective 3, as more years of AIS data become available, as currently, the focus is on a shorter time-period (2012 to 2019). Given that incident rates are low globally, for high impacts (i.e., large spills), working with a long time series allows for considering more incidents. It would also be beneficial to perform an analysis that determines if there are statistical associations between yearly accident rates and sea ice extent in the global Arctic, as well as for each country within the Arctic. This information can help to answer questions around ship safety in the global Arctic, specifically: (a) Has the shipping become safer (e.g., less accidents per distance sailed) for the global Arctic and the countries within the Arctic? (b) Are there statistical associations between sea ice extent and accident rates within the global Arctic and the countries within the Arctic? (c) Are there countries associated with a higher incident rate compared to others? This information would help target measures to specific country ships that may be less safe for navigation.

Car collisions are, unfortunately, not uncommon and cause 1.35 million deaths each year worldwide. Children are often occupants in cars and to ensure their safety, child restraint systems (CRSs) have been developed. However, CRSs need to be used correctly to be efficient. Several studies, such as field investigations and Q-dummy tests, have shown that a misuse of a CRS can increase the risk of injuries. Typical misuses for a forward-facing CRS and a booster seat, with two real accident parameters, were constructed and simulated using the PIPER child human body model. The kinematics of each case were compared with injury parameters of the head, neck and abdomen. Comparing the parameters to existing injury criteria showed that most of the cases end in AIS3+ head injury, even cases with no misuse. When comparing the results of misuses to the cases where the CRS was correctly used, the dominant result was that misuse resulted in being less effective to protect the child. Moreover, results of chosen misuses compared to Q-dummy tests correlated with their results. Results from this thesis illustrate how important it is for parents to restrain children and route the belt correctly.

<p>  </p> <p>Structural health monitoring is more efficient than traditional visual interval-based structural inspection because structural assessments are implemented when a sensor, such as an accelerometer, measures the vibration of the structure and detects any abnormal readings outside of a safety threshold. These vibrations tend to be atypical when there is damage to the structure. Processing the collected data from an accelerometer using Fast Fourier Transformation (FFT) allows for a graphical visualization of visualizing these atypical measurements in the frequency domain. The comparison and analysis of vibration frequency incurred from three different scenarios (damage, no damage, and impact) in the steel truss prototype has resulted in fundamental knowledge necessary to differentiate an abnormality in accelerometer readings resulting from a vehicular crash against one in which there is actual structural damage. The primary outcome of this work will lead to avoiding unnecessary inspection costs due to possible faulty diagnostics and determining the reliability of the structural health monitoring method.</p>

Mémoire numérisé par la Direction des bibliothèques de l'Université de Montréal.

This thesis aims at systematically studying the possibilities of minimising devastatingconsequences of high-speed derailments by appropriate measures and features in thetrain design, including the running gear. The course of events immediately afterderailments is studied with respect to whether the train stays upright and close to thetrack centre line or deviates laterally with probably serious consequences. There is abelief in the railway community that some trains can better cope with derailment thenothers, although this superiority is apparently hard to quantify.Firstly, an empirical database has been established containing as much relevantinformation as possible of past incidents and accidents occurred at higher speeds due tomechanical failure close to the interface between the running gear and the track, as wellas other causes that ultimately brought the train into a derailed condition. Although nevertwo derailments are the same, certain patterns appeared to crystallise after analysing thecourse of events immediately after the failure based on the descriptions available in eachincident or accident report. Ultimately, this led to that several critical vehicle parameterscould be distinguished as capable to influence the outcome of a derailment.Secondly, two of the critical vehicle features found in the first stage have been subject todetailed analysis by means of multi-body system (MBS) simulations. The first phase ofthe computer simulation program focused on studying the tendency of a wheelset toderail as a result of an axle journal failure on the outside of the wheel. The prederailmentcomputer simulation model has been validated with good results for twoauthentic Swedish events of axle journal failure.Thereafter, one of the newly found critical vehicle feature, the wheelset mechanicalrestrictions relative to the bogie frame, have been extensively studied on an X 2000power unit and trailer car model. The results show that a vertical mechanical restrictionof the wheelset relative to the bogie frame of approximately 50 to 60 mm is capable ofkeeping the wheelsets on the rails after an axle journal failure, for the studied conditions.An axle mounted brake disc constitutes the second critical vehicle feature that has thepotential to favourably influence the sequence of events in cases of wheel flangeclimbing. A minimal range of geometrical parameters for which the rail would safely fillthe gap between the brake disc and the wheel has been calculated.The third and last part of the thesis establishes the prerequisites necessary in order tostudy the remaining of the critical vehicle parameters found in the first part, whichrequires complete MBS simulations of derailed vehicles rolling on track structures, i.e.concrete sleepers. To accomplish this task, hysteresis data for the force as function ofconcrete material indentation, are aimed to be acquired by means of finite element (FE)simulations. Therefore, the intended FE model of wheel-concrete sleeper impact issubjected to a tentative validation procedure. A good agreement is observed whencomparing the FE model results with an authentic accident in terms of concrete sleeperindentation. Furthermore, preliminary results in terms of a wheelset tendency to reboundafter concrete sleeper impact are presented. / QC 20101125

In the recent years, pedelecs (pedal electric cycles) have seen a massive growth. in ridership. In 2013, around 1.3 million e-bilces were on German roads, while in 2020, this number was already at 8.5 million (with about 99% of the e-bikes being pedelecs). The rapid spread of pedelecs has given rise to concerns for road safety, especially due to the fact that riders of electric bicycles reach higher speeds. Indeed, some studies have reported that pedelec riders suffer from more severe crashes than users of conventional bikes. However, the highly dynamic development in pedelec ownership and use might cast some doubts on the long term validity of investigations of pedelec accidents and their characteristics that have to rely on data collected over shorter periods of time. Therefore, the aim of this study was to investigate pedelec accidents and their characterutics over several years in a longitudinal fashion. and compare them to accidents involving cyclists, tobe able to identify trends, and to clarify whether such trends are specifiic to pedelecs. [From: Introduction]