Accidents with fatality

Military/government type publication. It lists accidents with fatality scenarios that occurred during operation and maintenance of U.S. interstate gas pipelines from 1950 to 1965. Also listed are individual pipework failures during that time, about 3000 entries, that have been compiled from various sources by the study committee. 

A special case of fibre identification involves vehicle accidents with fatal injuries to the occupants. The high pressure of impact causes such a high frictional heat that fibres are embedded in plastic surfaces which are momentarily softened and the fibres are retained there after the plastic cools down. With these traces, known as fusion marks, it is possible to reconstruct where the passengers were... 

The difference between a minor incident and a major accident with fatalities may depend on the amount of wind at the time and whether or not a spark or a welding torch,... 

TIRE = tolerable individual risk of a person to suffer an accident with fatal consequences while travelling in a train. 

The WASH-1400 comparison of the risk of acute fatalities from reactor accidents with fatalities from man-caused and natural events is shown in Figs. 12.11 and 12.12. The reactor accident curve assumes a total of 100 operating reactors. According to the report, the risk of acute fatalities is much less for the reactor case than for any other man-caused or natural event with the exception of meteorite impacts. It is important to note, of course, that the acute fatalities constitute only a very small fraction of the long-term fatalities which could be associated with the accident. This is illustrated by Fig. 12.13, also from WASH-1400, which gives the probability per year that an accident at any of the 100 reactors will cause a given number of cancer fatalities per year over a 30-yr period after the accident. The total fatalities over the 30-yr period would therefore be obtained by multiplying the horizontal axis by a factor of 30. 

Ever since the use of the steam engine for rail transportation, a vast number of accidents, with fatalities, have occurred throughout the world [17]. Railway accidents in four selected countries are presented in the following subsections. 

Ever since the development of the steam engine by James Watt, there have been many railway accidents with fatalities in the United Kingdom. The first railway passenger fatality occurred on September 15, 1830, when William Huskisson was killed at the opening of the Liverpool and Manchester Railway line. A railway accident that occurred on May 22,1915, at Quintinshill was probably the worst rail accident in the United Kingdom with respect to fatalities [17]. The accident caused 227 fatalities and 246 injuries. 

The OSHA incidence rate provides information on all types of work-related injuries and illnesses, including fatalities. This provides a better representation of worker accidents than systems based on fatalities alone. For instance, a plant might experience many small accidents with resulting injuries but no fatalities. On the other hand, fatality data cannot be extracted from the OSHA incidence rate without additional information. 

Exposure to and inhalation of concentrations of 2500-6500ppm, as might result from accidents with liquid anhydrous ammonia, cause severe corneal irritation, dyspnea, bron-chospasm, chest pain, and pulmonary edema that may be fatal. Upper airway obstruction due to laryngeal/pharyngeal edema and desquamation of mucous membranes may occur early in the course and require endotracheal intubation or tracheostomy. " Case reports have documented chronic airway hyperreactivity and asthma, with associated obstructive pulmonary function changes after massive ammonia exposures. ... 

The chemical industry is one of the safest industries in the United States in terms of accidents and fatalities, with approximately lO fatalities per year for 100,000 workers. Your chances of getting killed in driving to and from work are much higher than while at work in the most hazardous job you could have in the chemical industry. 

Table 5.1. German fatalities in car accidents 1999 (out of a total number of road accidents with person injury amounting to 397 689) (with use of data seen in Daimler-Chrysler, 2001).

Accidents.—With short administrations, these are very rare, because of the wide margin between the first danger sign (noisy and irregular respiration) and death. Only about seventeen deaths have been reported, making the fatality less than i in 5,000,000. 

Mixtures of Black Powder with titanium, used to produce fountains with white sparks, have not been considered to be particularly dangerous. However, two recent accidents (one fatal) while loading gerbs have caused these mixes to be examined closer. 

When organic solvents are used, the effective dermal resorption must be controlled by means of suitable protective measures. The degreasing effects of solvents increase the dermal resorption of chemicals as a consequence of damage to the skin barrier. Chemicals which can be absorbed percutaneously and which have caustic effects are incorporated extremely quickly and effectively through the skin. Fatal accidents with hydrofluoric acid and phenol are well known in the literature, the chemical incorporation being effectively increased by the caustic effect of these compounds. Lethal amounts of these substances can be incorporated within a short period of time. 

In the past 10 months in our organisations there have been 36 accidents, including three with fatal consequences, Lukyanenko said in a party report published in the newspaper Sotsialisticheskaya Industria. 

During a period of observation of ten years no accident with a fatality outside the plant was registered in [23] in any of the approximately 7,800 plants subject to the Major Accident Ordinance (German implementation of the Seveso Directive). 

That is why the following approach is chosen. The information of the data bank of the Federal Institute for the Environment ZEMA enables one to derive an expected value of 6.4 x 10 per plant and year for an accident with harm to persons outside the premises of plant. This value is arrived at using Bayesian zero failure statistics (vid. Example 9.6). It is about one order of magnimde smaller than that for a fatal occupational accident in the chemical industry, for which about 2.2 X 10 a is obtained (vid. Eig. 1.1). 

Proponents of this vitamin therapy often understand the risks of vitamin overdose. The scientific literature reports several well documented cases, sometimes with fatal consequences. Fat-soluble vitamins are of the Itighest concern in this respect, both acute (a single extremely large dose) or chrotuc (from continuous large doses) toxicity is known for them. It is not an accident that three of the four fat-soluble vitamins have widely accepted UL values, whereas water-soluble vitamins rarely have rehably known upper hmits. Studies of both hypo- and hyper-vitantin-osis contain enough scientific literature to fill libraries, and this short stoiy carmot even scratch the surface. Table 3.4 displays a few vitamins with reliable UL values and lists the symptoms of overdose. Care must be taken, as the toxic dose is usually lower for children than for adults, and the symptoms in kids may be more serious. 

The operators, concentrating their attention on the fact that the level in the pressurizer was higher than normal, were erroneously convinced that the primary system was full of water and that therefore the core was safe. They, unfortunately, made, at this point and later in the course of the accident, some fatal manoeuvres, all consistent, however, with this erroneous conviction of theirs. One of the operators, about two and a half minutes after the start of the HPI pumps, stopped one of them and reduced the water flow rate of the other to a minimum. Subsequently a controlled spillage of the primary water was started. During the subsequent inquiries, he said The rapidly growing pressurizer level at the start of the accident made me believe that the high pressure injection (HPI) was excessive and that soon we would have the primary system completely full of water . 

The societal risk gives the relation between the prob-abdity and the number of fatalities resulting from an accident with hazardous substances. The societal risk is visualized by an FN curve, where F denotes the probability in one year of an accident with N or more deaths. For the societal risk, no risk limit is defined, but only a guidance value a probability of less than 10 per year for an accident with 10 or more fataUties, less than 10 per year for an accident with 100 or more fatahties and less than 10 per year for an accident with 1000 or more... 

Societal risk refers to the probability of an accident with many fatalities and it is also used within the Dutch major hazards policy. Societal risk is generally depicted as an FN-curve, which shows the probability of exceedance of a certain number of fatalities. 

Societal risk acceptance criteria expressed reluctance to accidents with more than one fatality. The FN curves for different ships types based on Loyds accident database together with tolerable curves are presented in Fig. 3 (Skjong 2002). 

Another upgrade of a signalling system. Milton Keynes is on a 200 km/hr railway with an intensive train service. On the first morning after the modification work was completed, a signal wrongly showed green when the track ahead was occupied. Fortunately a train driver noticed the anomaly. An accident with almost certain multiple fatalities was only just averted. 

Figures 1.4 and 1.5 also present the corresponding trends for pedestrians. In both Germany and the US, accidents with pedesttians as well as the number of injured pedestrians have decreased more rapidly than total accidents or injuries as a whole. However, the rate of improvement regarding pedestrian fatalities seems to have slowed down in the last decade. (Note that the curves for total pedestrian accidents and injured pedestrians are virtually parallel, since normally a pedestrian accident involves mostly one injured person, the pedestrian.) The numbers for fatalities differ in Germany and the US both show a significant reduction, about 75 % and 35 % respectively.

The second view is macroscopic. In case more than one event is evaluated, an aggregation of the single events is possible in order to assess the overall effects. If the sample under investigation happens to contain accident and non-accident events, an accident rate or prevention rate can be calculated as ratio of frequency of accidents (or one minus accidents) with a measure by frequency of accidents without the measure. Summary statistics can also be computed in non-accident events by statistically evaluating the indicators defined on the physical level. In comparison to a baseline without measure the change due to a specific safety measure can be evaluated at the desired level of detail. Within the accident group, rates for specific injury severities as well as a fatality rate can be estimated. 

The citations mentioned here, along with the corresponding penalties (fines), are typically the result of one or more OSHA inspections. Often these inspections are brought on by an accident or fatality at the jobsite. We ve included this type of information to give you an idea of the types of violations that companies can be cited for. Employers can use this to help determine the training that would be needed to prevent these accidents and the resulting inspection and citations. 

Note that the data varies a bit from year to year. If there were a single large chemical plant accident with mrrltiple fatalities, the rates for that year will be sigrrificantly increased (Table 1.3). 

Accident severity has reduced by 31%, with fatals reducing by 69%. 

Responses to this question are of particular interest as they give us some idea of how those in the industry constructed their notions of risk. Managers took the potential for accidents, especially fatal accidents, as their main indicator of risk. The actual accident statistics plus the degree of risk associated with the daily activities of the workforce combined to determine the comparative risk associated with the railways. Very few other respondents could articulate how they perceived risk. Their main criterion was accidents, in particular the potential risk of injury and especially fatalities. Some mentioned accident statistics or insurance ratings but only to the extent that they thought that the railways figured quite high in these but not at the very top ... 

---