Safety Assessment Tool for Construction Zone Work Phasing Plans, 2016

The Highway Safety Manual (HSM) is the compilation of national safety research that provides quantitative methods for analyzing highway safety. The HSM presents crash modification functions related to freeway work zone characteristics such as work zone duration and length. These crash modification functions were based on freeway work zones with high traffic volumes in California. When the HSM-referenced model was calibrated for Missouri, the value was 3.78, which is not ideal since it is significantly larger than 1. Therefore, new models were developed in this study using Missouri data to capture geographical, driver behavior, and other factors in the Midwest. Also, new models for expressway and rural two-lane work zones that barely were studied in the literature were developed. A large sample of 20,837 freeway, 8,993 expressway, and 64,476 rural two-lane work zones in Missouri was analyzed to derive 15 work zone crash prediction models. The most appropriate samples of 1,546 freeway, 1,189 expressway, and 6,095 rural two-lane work zones longer than 0.1 mile and with a duration of greater than 10 days were used to make eight, four, and three models, respectively. A challenging question for practitioners is always how to use crash prediction models to make the best estimation of work zone crash count. To solve this problem, a user-friendly software tool was developed in a spreadsheet format to predict work zone crashes based on work zone characteristics. This software selects the best model, estimates the work zone crashes by severity, and converts them to monetary values using standard crash estimates. This study also included a survey of departments of transportation (DOTs), Federal Highway Administration (FHWA) representatives, and contractors to assess the current state of the practice regarding work zone safety. The survey results indicate that many agencies look at work zone safety informally using engineering judgment. Respondents indicated that they would like a tool that could help them to balance work zone safety across projects by looking at crashes and user costs.

Web-based museum trails on PDAs for university-level design students: Design and evaluation

This paper describes the development and evaluation of web-based museum trails for university-level design students to access on handheld devices in the Victoria and Albert Museum (V&A) in London. The trails offered students a range of ways of exploring the museum environment and collections, some encouraging students to interpret objects and museum spaces in lateral and imaginative ways, others more straightforwardly providing context and extra information. In a three-stage qualitative evaluation programme, student feedback showed that overall the trails enhanced students’ knowledge of, interest in, and closeness to the objects. However, the trails were only partially successful from a technological standpoint due to device and network problems. Broader findings suggest that technology has a key role to play in helping to maintain the museum as a learning space which complements that of universities as well as schools. This research informed my other work in visitor-constructed learning trails in museums, specifically in the theoretical approach to data analysis used, in the research design, and in informing ways to structure visitor experiences in museums. It resulted in a conference presentation, and more broadly informed my subsequent teaching practice.

Making the user more efficient: Design for sustainable behaviour

User behaviour is a significant determinant of a product’s environmental impact; while engineering advances permit increased efficiency of product operation, the user’s decisions and habits ultimately have a major effect on the energy or other resources used by the product. There is thus a need to change users’ behaviour. A range of design techniques developed in diverse contexts suggest opportunities for engineers, designers and other stakeholders working in the field of sustainable innovation to affect users’ behaviour at the point of interaction with the product or system, in effect ‘making the user more efficient’. Approaches to changing users’ behaviour from a number of fields are reviewed and discussed, including: strategic design of affordances and behaviour-shaping constraints to control or affect energyor other resource-using interactions; the use of different kinds of feedback and persuasive technology techniques to encourage or guide users to reduce their environmental impact; and context-based systems which use feedback to adjust their behaviour to run at optimum efficiency and reduce the opportunity for user-affected inefficiency. Example implementations in the sustainable engineering and ecodesign field are suggested and discussed.

Exploring design patterns for sustainable behaviour

Products and services explicitly intended to influence users’ behaviour are increasingly being proposed to reduce environmental impact and for other areas of social benefit. Designing such interventions often involves adopting and adapting principles from other contexts where behaviour change has been studied. The ‘design pattern’ form, used in software engineering and HCI, and originally developed in architecture, offers benefits for this transposition process. This article introduces the Design with Intent toolkit, an idea generation method using a design pattern form to help designers address sustainable behaviour problems. The article also reports on exploratory workshops in which participants used the toolkit to generate concepts for redesigning everyday products—kettles, curtains, printers and bathroom sinks/taps—to reduce the environmental impact of use. The concepts are discussed, along with observations of how the toolkit was used by participants, suggesting usability improvements to incorporate in future versions.

Designing motivation or motivating design? Exploring Service Design, motivation and behavioural change

Motivation researcher Edward Deci has suggested that if we want behavioural change to be sustainable, we have to move past thinking of motivation as something that we ‘do’ to other people and see it rather as something that we as Service Designers can enable service users to ‘do’ by themselves. In this article, Fergus Bisset explores the ways in which Service Designers can create more motivating services. Dan Lockton then looks at where motivating behaviour via Service Design often starts, with the basic ‘pinball’ and ‘shortcut’ approaches. We conclude by proposing that if services are to be sustainable in the long term, we as Service Designers need to strive to accommodate humans' differing levels of motivation and encourage and support service users' sense of autonomy within the services we design.

Design for sustainability: making green behaviour easy

Design can enable sustainable behaviour by understanding everyday needs rather than treating people as the problem.

Design for repair: empowering consumers to fix the future

By understanding how everyday devices work, individuals can – with the help of a growing online community – enjoy extending the life of products and drive socially responsible design.

Digital Humanities Research Through Design

Humanities Computing gave rise to the Digital Humanities, which brought considerations of a wider scope of the digital turn to humanities research. Increasingly, the area is understood to include the field of design, exemplified by definitions that describe the Digital Humanities as a “generative enterprise”. We suggest that design contributes not only to the making of digital artefacts. Design practiced with the aim to generate new knowledge constitues a research method. Design research contributes to the Digital Humanities expertise in addressing complex problems and methods for making the knowledge that is generated during a design process explicit.

Segurança Contra Incêndio em Unidade Industrial de Tintas

Um incêndio corresponde a fogo de grandes dimensões sem controlo, que mata e destrói o que atravessa o seu caminho, é um fogo que lavra e devora. Neste sentido, há muitos anos que são impostas leis e medidas preventivas e de controlo dos incêndios, cada vez mais exigentes, de modo a tentar evitar catástrofes, como as que infelizmente também fazem parte da história de Portugal. A proteção contra incêndio procura garantir a proteção das pessoas, dos bens e do ambiente, implicando a atuação em áreas muito distintas. O relatório de estágio aqui apresentado é o resultado de um estágio curricular realizado num gabinete de estudos e projetos de engenharia civil. Este estágio inseriu-se na unidade curricular de DIPRE, com duração de seis meses, durante os quais foi desenvolvido um projeto de segurança contra incêndio numa unidade industrial de tintas, de grandes dimensões. Será descrita a legislação aplicável ao caso de estudo, apresentado o projeto de segurança contra incêndio, bem como as peças desenhadas onde constam todas as exigências impostas pela legislação.

Preventing atomicity violations with contracts

Concurrent programming is a difficult and error-prone task because the programmer must reason about multiple threads of execution and their possible interleavings. A concurrent program must synchronize the concurrent accesses to shared memory regions, but this is not enough to prevent all anomalies that can arise in a concurrent setting. The programmer can misidentify the scope of the regions of code that need to be atomic, resulting in atomicity violations and failing to ensure the correct behavior of the program. Executing a sequence of atomic operations may lead to incorrect results when these operations are co-related. In this case, the programmer may be required to enforce the sequential execution of those operations as a whole to avoid atomicity violations. This situation is specially common when the developer makes use of services from third-party packages or modules. This thesis proposes a methodology, based on the design by contract methodology, to specify which sequences of operations must be executed atomically. We developed an analysis that statically verifies that a client of a module is respecting its contract, allowing the programmer to identify the source of possible atomicity violations.

Implementação de coordenação de segurança e saúde em projeto em obras de reabilitação

The safety coordination during the design phase still remains a challenge at several levels, especially when dealing with refurbishment projects. Either by lack of knowledge of the existing construction (for intervention), and its surroundings, or by the protection of the cultural and historical patrimonial values, or even, by the well known difficulty that the safety coordinator has, in his intervention in any project. The incorporation of the general principles of prevention, the difficulty of the coordinator to be heard by all the actors, to anticipate all risks associated in the construction and the prevision of the respective preventive measures, those are some examples of the obstacles that the design safety coordinator will face. This article intends to give some good practices of safety coordination acts, list all that it encompasses, and emphasizing its importance.

Systematic Identification of High Crash Locations Final Report, 2001

Federal and state policy makers increasingly emphasize the need to reduce highway crash rates. This emphasis is demonstrated in Iowa’s recently released draft Iowa Strategic Highway Safety Plan and by the U.S. Department of Transportation’s placement of “improved transportation safety” at the top of its list of strategic goals. Thus, finding improved methods to enhance highway safety has become a top priority at highway agencies. The objective of this project is to develop tools and procedures by which Iowa engineers can identify potentially hazardous roadway locations and designs, and to demonstrate the utility of these tools by developing candidate lists of high crash locations in the State. An initial task, building an integrated database to facilitate the tools and procedures, is an important product, in and of itself. Accordingly, the Iowa Department of Transportation (Iowa DOT) Geographic Information Management System (GIMS) and Geographic Information System Accident Analysis and Location System (GIS-ALAS) databases were integrated with available digital imagery. (The GIMS database contains roadway characteristics, e.g., lane width, surface and shoulder type, and traffic volume, for all public roadways. GIS-ALAS records include data, e.g., vehicles, drivers, roadway conditions, and the crash severity, for crashes occurring on public roadways during then past 10 years.)

Executive Order Number Twenty Three, June 9, 1986

Desingation of the State Department of Public Safety as the State Highway Safety Agency and the Commissinoer of Public Safety as the Governor's representative for Highway Safety.

Secondary Accident Data Fusion for Assessing Long-Term Performance of Transportation Systems, 2007

Secondary accident statistics can be useful for studying the impact of traffic incident management strategies. An easy-to-implement methodology is presented for classifying secondary accidents using data fusion of a police accident database with intranet incident reports. A current method for classifying secondary accidents uses a static threshold that represents the spatial and temporal region of influence of the primary accident, such as two miles and one hour. An accident is considered secondary if it occurs upstream from the primary accident and is within the duration and queue of the primary accident. However, using the static threshold may result in both false positives and negatives because accident queues are constantly varying. The methodology presented in this report seeks to improve upon this existing method by making the threshold dynamic. An incident progression curve is used to mark the end of the queue throughout the entire incident. Four steps in the development of incident progression curves are described. Step one is the processing of intranet incident reports. Step two is the filling in of incomplete incident reports. Step three is the nonlinear regression of incident progression curves. Step four is the merging of individual incident progression curves into one master curve. To illustrate this methodology, 5,514 accidents from Missouri freeways were analyzed. The results show that secondary accidents identified by dynamic versus static thresholds can differ by more than 30%.

Highways and Your Land, January 2006

For most people, highway engineering, design and right of way acquisition are not of immediate concern. However, when you own or rent property that will be affected by highway construction, you begin to consider road building from a different and personal viewpoint Right of way is the land on which highways are built. The amount of land needed depends on the engineering standards that must be met for the type of highway that will be built or improved. This booklet will acquaint property owners, tenants and the public with the procedures the Iowa Department of Transportation follows in acquiring right of way for a highway. It is not a source of technical definitions or legal advice. Further, it is not intended to establish a legal standard.