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定价： 1001元 / 折扣价： 851 元

3.1 The objective of this guide is to provide near-miss reporting guidance for maritime vessels to promote standardization of near-miss reporting which will allow for better use of the data industrywide.3.2 Importance of Near-Miss Reporting: 3.2.1 Most accidents/incidents are preceded by a chain of events, circumstances, acts, or conditions. If any of these events, circumstances, acts, or conditions had transpired another way, at another time, or had been corrected, the accident/incident may have been avoided. Reporting near-misses can play an important role in learning from mistakes, preventing accidents, and suffering from their serious consequences.3.3 Near-miss reporting can provide information that can be used to improve most any safety system, often complementing other safety system components such as accident/incident investigations, hazard analyses, safety reporting, prioritizing, root cause analysis, solution identification, communication, identifying corrective actions, sharing lessons learned, leading safety indicator analyses, and safety culture enhancement. In addition, in terms of human life and property damage, near-misses are very low cost learning tools for training, prevention of re-occurrence, and a new data source on what may work to break the chain of events before an accident occurs. Finally, near-misses may provide key data that can prevent low probability-high consequence accidents by providing safer alternatives.3.4 Barriers to Near-Miss Reporting: 3.4.1 It is generally agreed that effective near-miss reporting can reduce hazardous conditions and situations in the workplace, resulting in a reduction in accidents, or at least provide an opportunity for hazard identification and abatement. However, there remain significant challenges and obstacles to implementing near-miss recording/reporting systems. The barriers to near-miss recording/reporting can be related to the employees and management as well as outside influences. The barriers to near-miss recording/reporting can lead to underreporting in the maritime industry. Common near-miss reporting barriers include, but are not limited to:• Employees lack adequate near-miss training. Employees must be trained to report near-misses, how to report near-misses, what constitutes a near-miss, and the benefits of near-miss reporting.• Employees not being fully engaged in the development and operation of near-miss reporting. Employees should be involved in the development and implementation of near-miss reporting.• Employees feel their near-miss reports are not being followed up on. If the reports are not actively followed up on and there is not clear communication between ship and shore, near-miss reporting efforts will fail.• Employees fear some type of reprimand or discipline. Employees must not fear any disciplinary action, peer teasing, or supervisory belittling. A means of anonymous or confidential reporting should exist and a positive, no-blame near-miss reporting culture needs to be nurtured.• Employee lack adequate motivation to report near-misses or even disincentives. Participation in near-miss reporting cuts across all levels of an organization and management must fully support near-miss reporting through their words, actions, and support.• Management not providing unwavering support to near-miss reporting. This includes providing adequate time for the employee to complete the near-miss report. Additionally, this includes any financial support or support from external experts, if necessary to correct potentially hazardous conditions. Management commitment to safety has a positive effect on reporting, while underreporting has been linked to lack of management commitment to safety.• Near-miss reporting is viewed as overly time consuming. Near-miss reporting forms must be streamlined to be easily completed, easily available, easily submitted, easily reviewed, and lessons learned easily disseminated.• Management may fear legal liability or recrimination. When deciding to formalize a near-miss reporting system, organizations have both legitimate and unsubstantiated fears of liability and recrimination. Regardless, if legislators, enforcement agencies, and the legal community give companies legitimate fear of liability based on their near-miss reporting or the fear is unfounded, the result most likely will be the same; companies will not report near-misses. Near-miss reporting must be viewed by all stakeholders (companies, legislators, enforcement agencies, and the legal system) as one of the most effective ways to identify hazards and reduce accidents/incidents and not used for recrimination of any type.1.1 This guide provides near-miss reporting criteria and terminology for maritime vessels.1.2 The purpose of this near-miss reporting guide is to standardize near-miss reporting, including terminology, for the maritime industry.1.3 The criteria contained within this guide should be applied as a minimum to all near-miss reporting in the maritime industry unless otherwise specified.1.4 This guide is divided into the following sections and appendixes:Table of ContentsSections and Subsections Title1 2 Terminology3 4 Near-Miss Standardization5 Procedure6 KeywordsAppendix X1 Probability, Severity, and Risk AssessmentAppendix X2 Sample Near-Miss Reporting Form1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 590元 / 折扣价： 502 元 加购物车

定价： 345元 / 折扣价： 294 元 加购物车

5.1 This test method is intended for measuring distortion in strip used for making close tolerance parts. Since distortion in this strip would influence the shape of the part being produced and cause difficulties in feeding through close-fitting dies and other manufacturing equipment, it is important that this material be flat.5.2 This test method provides a universal procedure for measuring the irregularities that cause the deviation from flatness.5.3 This test method allows the purchaser and manufacturer to inspect strip with a standard technique to a mutually agreed upon and acceptable percentage deviation from flatness, and in the case of coil set, acceptable distance deviation from flatness.1.1 This test method establishes a procedure for the measurement of distortions in thin metal strip and the application of these measurements to an equation that will indicate the deviation from flatness.1.2 The distortions to be measured in this test method are dish, wavy edges, buckle, longitudinal corrugation, coil set, and herringbone.1.3 This test method is not intended to include the measurement of longitudinal curl, camber, or edgewise curvature, or twist.1.4 This test method is limited to metal strip 0.003 in. to 0.020 in. (0.08 mm to 0.50 mm) thick and not more than 6.0 in. (150.0 mm) wide.1.5 Units—The values stated in inch-pound units are to be regarded as standard. The values given in parentheses are mathematical conversions to SI units which are provided for information only and are not considered standard.1.6 The following safety hazard caveat pertains only to the test method(s) described in this test method:1.6.1 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 590元 / 折扣价： 502 元 加购物车

Identification cards - Recording technique - Part 6: Magnetic stripe - High coercivity - AMENDMENT 1: Ui6 criteria and test method

定价： 182元 / 折扣价： 155 元

5.1 This guide provides best practices for reporting of maritime injuries and illnesses and those included in 46 CFR 4.03-1.5.2 Each maritime organization should record and report each marine casualty or accident in a manner that meets or exceeds regulations set forth by 46 CFR 4.03-1 and the Department of Homeland Security, USCG Report of Marine Casualty (CG-2692).5.2.1 46 CFR 4.03-1 Regulatory Text Definition for Marine Casualty or Accident: 5.2.1.1 Any casualty or accident involving any vessel other than a public vessel that:(1) Occurs upon the navigable waters of the United States, its territories, or possessions;(2) Involves any U.S. vessel wherever such casualty or accident occurs; or(3) With respect to a foreign tank vessel operating in waters subject to the jurisdiction of the United States, including the EEZ, involves significant harm to the environment or material damage affecting the seaworthiness or efficiency of the vessel; and(4) The term “marine casualty or accident” applies to events caused by or involving a vessel and includes, but is not limited to, the following:(a) Any fall overboard, injury, or loss of life of any person and(b) Any occurrence involving a vessel that results in grounding, stranding, foundering, flooding, collision, allision, explosion, fire, reduction or loss of a vessel’s electrical power, propulsion, or steering capabilities, failures, or occurrences, regardless of cause, that impair any aspect of a vessel’s operation, components, or cargo, any other circumstance that might affect or impair a vessel’s seaworthiness, efficiency, or fitness for service or route, or any incident involving significant harm to the environment.5.2.2 Marine Casualty or Accident—Some incidents defined as a “marine casualty or accident” per 46 CFR 4.03-1 will not meet the criteria in 46 CFR 4.05-1(a) requiring initial reporting and CG-2692 submissions to the USCG. However, owners, agents, masters, operators, or persons in charge need to consider whether notification to the USCG is still required under other regulations, including 33 CFR 160.216, for the reporting of a hazardous condition.5.2.3 46 CFR 4.05-1: Notice of Marine Casualty—Immediately after addressing the resultant safety concerns, the owner, agent, master, operator, or person in charge shall notify the nearest Sector Office or any USCG office whenever a vessel is involved in a marine casualty consisting of:5.2.3.1 An unintended grounding or an unintended strike of (allision with) a bridge;5.2.3.2 An intended grounding or an intended strike of a bridge that creates a hazard to navigation, the environment, or the safety of a vessel or that meets any criterion of 46 CFR 4.05-1 (a) (3)-(8);5.2.3.3 A loss of main propulsion, primary steering, or any associated component or control system that reduces the maneuverability of the vessel;5.2.3.4 An occurrence materially and adversely affecting the vessel’s seaworthiness or fitness for service or route including, but not limited to, fire, flooding, or failure of or damage to fixed fire-extinguishing systems, life-saving equipment, auxiliary power-generating equipment, or bilge pumping systems;5.2.3.5 A loss of life;5.2.3.6 An injury that requires professional medical treatment (treatment beyond first aid) and, if the person is engaged or employed on board a vessel in commercial service, that renders the individual unfit to perform his or her routine duties;5.2.3.7 An occurrence causing property damage in excess of 25 000, this damage including the cost of labor and material to restore the property to its condition before the occurrence, but not including the cost of salvage, cleaning, gas freeing, dry-docking, or demurrage; and5.2.3.8 An occurrence involving significant harm to the environment as defined in 46 CFR 4.03-65.5.2.4 As a best practice supplement to 46 CFR 4.05-1, each maritime organization should record and report each injury or illness that meets one or more of the following criteria:5.2.4.1 Medical treatment beyond first aid,5.2.4.2 Restricted work or transfer to another job,5.2.4.3 Days away from work,5.2.4.4 Loss of consciousness,5.2.4.5 Death, and5.2.4.6 A significant injury or illness diagnosed by a physician or other licensed health care professional.5.2.5 Each maritime organization should record and report all injuries requiring only first aid and incidents resulting in near misses (see this guide).5.2.6 The vessel owner, agent, master, operator, or person in charge shall complete the CG-2692 form as required by the USCG and are encouraged to record the supplemental fields included in this guide. This form should be completed as completely and accurately as possible with clear type or print. Fill in all blanks that apply to the kind of incident that occurred. If a question is not applicable, the abbreviation “NA” should be entered in that space. If an answer is unknown and cannot be obtained, the abbreviation “UNK” should be entered in that space. If “NONE” is the correct response, then enter it in that space.5.2.7 Once the form is completed and the incident meets the USCG reporting threshold outlined in 46 CFR 4.05, deliver, e-mail, or fax this form within five days of the casualty to the USCG Sector, Marine Safety Unit, or Activity nearest the location of the casualty or, if at sea, nearest arrival point.5.2.8 When a casualty meets the requirements of a serious marine incident as defined in 46 CFR 4.03, the owner, agent, master, operator, or person in charge is required to submit a CG-2692B in accordance with 46 CFR 4.06-60.5.2.9 Example best practice injury/illness recording/reporting fields that supplement the required CG-2692 are provided in Appendix X2. These fields also satisfy the best practices set forth in this guide and are intended to enhance the value of injury and illness recording/reporting through higher quality and consistency of the data. The intention is that higher quality and consistent data may lead to improved corrective action development, lessons learned discrimination, and industry benchmarking. Appendix X2 is not intended to replace the regulatory requirements of CG-2692, but it does contain some over lapping fields.1.1 This guide provides injury and illness reporting criteria and terminology for maritime vessels and meets or exceeds U.S. Coast Guard casualty reporting requirements.1.2 The focus of these injury and illness reporting criteria is to standardize recording and reporting, including terminology, for the maritime industry.1.3 The criteria contained within this guide should be applied as minimum criteria to all injury and illness recording and reporting in the maritime industry unless otherwise specified.1.4 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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定价： 260元 / 折扣价： 221 元 加购物车

This part of ISO/IEC 11694 defines the physical characteristics of optical memory cards using the linear recording method.

定价： 319元 / 折扣价： 272 元

1 Scope This part of ISO/IEC 11694 defines the dimensions and location of the accessible optical area of optical memory cards with ID-1 dimensions using the linear recording method.

定价： 410元 / 折扣价： 349 元

3.1 Use of this practice will maximize the benefits to be gained from atmospheric testing of metallic-coated steel. It will also aid in comparing results from one location to another where similar tests have been conducted.1.1 This practice covers a procedure for recording data of atmospheric corrosion tests of metallic-coated steel specimens. Its objective is the assurance of (1) complete identification of materials before testing, (2) objective reporting of material appearance during visual inspections, and (3) adequate photographic, micrographic, and chemical laboratory examinations at specific stages of deterioration, and at the end of the tests.1.2 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.3 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

定价： 515元 / 折扣价： 438 元 加购物车

This part of ISO/IEC 11694 defines the dimensions and location of the accessible optical area of optical memory cards with ID-1 dimensions using the linear recording method.

定价： 364元 / 折扣价： 310 元

1 Scope This part of ISO/IEC 11694 specifies the optical properties and
characteristics of optical memory cards using the linear recording method.

定价： 364元 / 折扣价： 310 元

定价： 410元 / 折扣价： 349 元

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