Safety is a constant priority for the railway industry and there are numerous hazards in and around the rail system which may result in damage to train and environment, human injury and fatalities. Low levels of human and organisational performance have been shown to be a prime cause of railway accidents and a number of accident models and methods have been developed in order to probe deeper into the role played by organisational factors in accident causation. The Systems-Theoretical Accident Modelling and Processes (STAMP) method for example, represents a promising systematic and systemic way of examining sociotechnical systems such as the railway. Another method, the Human Factors Analysis and Classification System (HFACS), based upon Reason's model of human error in an organisational context, has also proved popular as a human factors accident analysis framework. However, human factors elements are still somewhat limited and under-specified and these managerial and social issues within an organisation are simply regarded as sources of failure in the control constraints of STAMP. HFACS likewise, categorises accident data rather than analysing it in more depth. In this context, a hybrid human and organisational analysis method based on HFACS-STAMP (HFACS-STAMP method for railway accidents, HS-RAs) is proposed to identify and analyse human and organisational factors involved in railway accidents. Using the categories of human errors derived from HFACS and the structured systematic analysis process of STAMP, the HS-RAs method provides a mechanism by which active failures can promulgate across organisations and give a systemic analysis of human error in accidents. Combined with human information processing, the HS-RAs method gives a detailed causal analysis of human errors from receiving information to implement control actions. At last, the HS-RAs method is demonstrated using a case study of the 2011 Yong-Wen railway collision. A number of prominent accident causes of human factors are revealed and necessary countermeasures are proposed to avoid the recurrence of similar accidents. The HFACS-STAMP hybrid method has several advantages and can contribute to railway safety by providing a detailed analysis of the role of human error in railway accidents.

A flexible and reusable SERS substrates were prepared by electrospinning Ag nanoparticles in reversed micelle into poly(ε-caprolactone) nanofibers.

Background To evaluate early optical quality outcomes after small-incision lenticule extraction (SMILE) surgery for correcting high myopic astigmatism. Methods This retrospective study enrolled 55 eyes from 37 patients who had preoperative myopic astigmatism of ≥2.00 diopters (D) who had been treated with SMILE surgery. Preoperatively, the mean cylinder was − 2.41 ± 0.54 D (range, − 2.00 D to − 4.50 D). The preoperative and postoperative visual outcomes, refraction, and higher-order aberration (HOA) at 1 and 3 months were compared. Refractive astigmatism changes were analyzed by the Alpins vector method. Results Three months after SMILE surgery, the average cylinder was − 0.14 ± 0.31 D, and the average astigmatism vector was − 0.09 D × 6.34°. The angle of error (AofE) was limited to within ±10°, and the magnitude of error was limited to within ±1.0 D in all patients. The correction index (CI) was 0.98 ± 0.07, the index of success (IOS) was 0.08 ± 0.13, and the flattening index (FI) was 0.97 ± 0.07. Significant positive correlations were found between IOS and |AofE| (P = 0.000); negative correlations were found between FI and |AofE| (P = 0.000). The postoperative total HOA, spherical aberration, vertical coma aberration, and trefoil 30° were increased significantly compared with preoperative measurements, and the increase in HOA was closely related to preoperative astigmatism (P < 0.05). Conclusions SMILE has preferable outcomes for correcting high myopic astigmatism. Axis rotation during the surgery might influence the undercorrection of astigmatism. The increase of HOA after surgery is related to preoperative astigmatism.

With the aid of the newly-developed ‘Sunway’ heterogeneous architecture supercomputer which has a world-leading HPC capability, a series of high-resolution coupled Earth system models (HR-ESMs) up to 5 km atmosphere and 3 km ocean have been developed. These models can meet the needs of multiscale interaction studies with different computational costs. Here we describe the progress of HR-ESM development, with an overview of the major advancement of international Earth science community in HR-ESMs. We also show the preliminary results of HR-ESMs in capturing the major weather-climate extremes in the atmosphere and ocean, stressing the importance of permitted clouds and ocean submesoscale eddies in modeling tropical cyclones and eddy-mean flow interactions, paving for further model development to resolve finer-scales with even higher resolution and more realistic physics. Finally, in addition to increasing model resolution, the development procedure for a nonhydrostatic cloud and ocean submesoscale resolved ESM was discussed, laying out the major scientific directions of such a huge modeling advancement.