L'expérience des grands brûlés de la face : épreuves sociales et travail de reconnaissance

L'épreuve « factuelle » et physique de la brûlure grave des grands brûlés de la face fait l'objet d'une analyse sociologique systématique : alors qu'un accident peut, en quelques secondes, provoquer une véritable rupture biographique, l'acceptation du nouveau statut et la « reconstruction » d'un rapport à soi et aux autres prend beaucoup de temps. Les modalités de cette reconstruction et les tentatives pour retrouver une impossible « apparence normale » dans la vie publique sont ici analysées. Tout en étant attentive aux modalités de l'interaction, la présente étude relève d'une démarche sociologique compréhensive menée à partir d'observations et d'entretiens conduits avec ces personnes, amenant dans le giron de la sociologie une expérience éprouvanteencore peu connue, celle des grands brûlés de la face. Le registre discursif adossé à cette dernière vient compléter certaines représentations véhiculées par les médias, les fictions et qui influent sur la perception et la visibilité de ceux-ci. A l'aune du concept d'épreuve issu de la « sociologie pragmatique », le parcours du grand brûlé peut être examiné en prêtant une attention particulière au moment initial du parcours post¬brûlure : l'accident. La mise en récit de cette première épreuve est révélatrice des tentatives pour le grand brûlé de maintenir un lien entre un avant et un après l'accident. S'ensuit un continuum d'épreuves intervenant dès le moment où les grands brûlés se présentent physiquement face à autrui dans l'espace public suscitant des réactions de gêne et de malaise. Dans le prolongement des travaux d'Erving Goffman, on peut les concevoir comme des motifs d'« inconfort interactionnel ». Cette mise en évidence de l'inconfort interactionnel montre la nécessité de ne pas se limiter à une sociologie de la brûlure grave qui s'attarderait seulement sur les ajustements des interactions. A partir des travaux d'Axel Honneth sur la reconnaissance, il est possible de lire cette gestion des situations d'interaction dans une autre optique, celle qui, pour le grand brûlé, consiste à se préserver du mépris. Ce travail met l'accent sur des habiletés interactionnelles, des compétences qui fonctionnent comme des ressorts et permettent au grand brûlé de gérer des situations susceptibles de conduire au mépris. En s'appuyant sur des situations d'interaction racontées, deux formes de lutte individuelle, de quête de reconnaissance, peuvent être dégagées : d'une part, la « lutte contre » la trop grande visibilité et contre la prégnance de certains préjugés et, d'autre part, la « lutte pour » faire connaître des aspects invisibles ou moins visibles de la brûlure grave. - This thesis analyzes the "factual" and physical ordeal of a severe burn as experienced by victims of severe facial burns. In a few seconds, an accident provokes a biographical rupture and persons involved need time to integrate their new status. This thesis concentrates on the "reconstruction" modes of the relationship with oneself and with others, and on attempts to find an impossible "normal appearance" in public life. While being attentive to the modalities of interaction, the study uses comprehensive sociology based on observations and interviews. This thesis brings into sociology litde known views of those suffering severe facial burns. These views supplement certain media representations that influence perceptions and visibility of the people involved. Applying the concept of test, a key concept of pragmatic sociology, the progression of a severely burned person can be described by focusing on the initial moment: the accident. The recounting of this first challenge reveals the severely burned person's efforts to link the "before" and "after" the accident. A continuum of challenges follows. These tests occur when the severely burned person physically faces others in a public space and when visible discomfort and embarrassment show, reactions which we consider, following Erving Goffman's works, as situations of "interactional discomfort." Emphasis on interactional discomfort shows the necessity of expanding the sociology of severe burns to more than just adjustments to interactions. Based on Axel Honneth's works, we can read the management of interactions from another point of view, in which the severely burned person tries to avoid contempt. This work emphasizes interactional aptitudes, skills that act like rebounding springs, and allow the severely burned person to manage situations that might lead to contempt. Starting with descriptions of interactions, we have determined two forms of individual struggle that appear to be a search for recognition: on one hand, the "struggle against" too much visibility and against the strength of certain prejudices, and, on the other hand, a "struggle for" making known rtain invisible or less visible aspects of a severe burn.

Molecular chaperones are nanomachines that catalytically unfold misfolded and alternatively folded proteins.

By virtue of their general ability to bind (hold) translocating or unfolding polypeptides otherwise doomed to aggregate, molecular chaperones are commonly dubbed "holdases". Yet, chaperones also carry physiological functions that do not necessitate prevention of aggregation, such as altering the native states of proteins, as in the disassembly of SNARE complexes and clathrin coats. To carry such physiological functions, major members of the Hsp70, Hsp110, Hsp100, and Hsp60/CCT chaperone families act as catalytic unfolding enzymes or unfoldases that drive iterative cycles of protein binding, unfolding/pulling, and release. One unfoldase chaperone may thus successively convert many misfolded or alternatively folded polypeptide substrates into transiently unfolded intermediates, which, once released, can spontaneously refold into low-affinity native products. Whereas during stress, a large excess of non-catalytic chaperones in holding mode may optimally prevent protein aggregation, after the stress, catalytic disaggregases and unfoldases may act as nanomachines that use the energy of ATP hydrolysis to repair proteins with compromised conformations. Thus, holding and catalytic unfolding chaperones can act as primary cellular defenses against the formation of early misfolded and aggregated proteotoxic conformers in order to avert or retard the onset of degenerative protein conformational diseases.

Physical and chemical characteristics of sapota fruit at different stages of maturation

In the present work, the physical and chemical characteristics in three stages of maturation of sapota (Manilkara zapota L.P. Royen) fruit were studied as well as its post-harvest behavior during storage at ambient and refrigerated conditions. With the advance of maturation, the concentration of the reducing sugars increased while the total acidity and tannin contents decreased. The fruits which did not have their pedicel removed during the post-harvest presented the storage time superior when compared with the fruits having their pedicels removed. The fruits stored under refrigeration had higher weight retention as compared to the fruits stored under ambient conditions.

Calibration of Highway Safety Manual Work Zone Crash Modification Factors, TPF-5(081), 2014

The Highway Safety Manual is the national safety manual that provides quantitative methods for analyzing highway safety. The HSM presents crash modification factors related to work zone characteristics such as work zone duration and length. These crash modification factors were based on high-impact work zones in California. Therefore there was a need to use work zone and safety data from the Midwest to calibrate these crash modification factors for use in the Midwest. Almost 11,000 Missouri freeway work zones were analyzed to derive a representative and stratified sample of 162 work zones. The 162 work zones was more than four times the number of work zones used in the HSM. This dataset was used for modeling and testing crash modification factors applicable to the Midwest. The dataset contained work zones ranging from 0.76 mile to 9.24 miles and with durations from 16 days to 590 days. A combined fatal/injury/non-injury model produced a R2 fit of 0.9079 and a prediction slope of 0.963. The resulting crash modification factors of 1.01 for duration and 0.58 for length were smaller than the values in the HSM. Two practical application examples illustrate the use of the crash modification factors for comparing alternate work zone setups.

Development of MASH TL-3 Transition Between Guardrail and Portable Concrete Barriers, TPF-5(081), 2014

Often, road construction causes the need to create a work zone. In these scenarios, portable concrete barriers (PCBs) are typically installed to shield workers and equipment from errant vehicles as well as prevent motorists from striking other roadside hazards. For an existing W-beam guardrail system installed adjacent to the roadway and near the work zone, guardrail sections are removed in order to place the portable concrete barrier system. The focus of this research study was to develop a proper stiffness transition between W-beam guardrail and portable concrete barrier systems. This research effort was accomplished through development and refinement of design concepts using computer simulation with LS-DYNA. Several design concepts were simulated, and design metrics were used to evaluate and refine each concept. These concepts were then analyzed and ranked based on feasibility, likelihood of success, and ease of installation. The rankings were presented to the Technical Advisory Committee (TAC) for selection of a preferred design alternative. Next, a Critical Impact Point (CIP) study was conducted, while additional analyses were performed to determine the critical attachment location and a reduced installation length for the portable concrete barriers. Finally, an additional simulation effort was conducted in order to evaluate the safety performance of the transition system under reverse-direction impact scenarios as well as to select the CIP. Recommendations were also provided for conducting a Phase II study and evaluating the nested Midwest Guardrail System (MGS) configuration using three Test Level 3 (TL-3) full-scale crash tests according to the criteria provided in the Manual for Assessing Safety Hardware, as published by the American Association of Safety Highway and Transportation Officials (AASHTO).

Beta-oxidation in fatty acid degradation and beyond.

The degradation of fatty acids in plants occurs primarily in the peroxisomes through the beta-oxidation cycle. Enzymes that are involved in various aspects of beta-oxidation have been identified recently and shown to act biochemically on a diversity of fatty acids and derivatives. Analysis of several mutants has revealed essential roles for beta-oxidation in the breakdown of reserve triacylglycerols, seed development, seed germination and post-germinative growth before the establishment of photosynthesis. Beta-oxidation has also a considerable importance during the vegetative and reproductive growth phases, and plays a role in plant responses to stress, particularly in the synthesis of jasmonic acid.

Modeling Merging Behavior at Lane Drops, InTrans Projects 13-466 and 06-277, 2015

In work-zone configurations where lane drops are present, merging of traffic at the taper presents an operational concern. In addition, as flow through the work zone is reduced, the relative traffic safety of the work zone is also reduced. Improving work-zone flow-through merge points depends on the behavior of individual drivers. By better understanding driver behavior, traffic control plans, work zone policies, and countermeasures can be better targeted to reinforce desirable lane closure merging behavior, leading to both improved safety and work-zone capacity. The researchers collected data for two work-zone scenarios that included lane drops with one scenario on the Interstate and the other on an urban arterial roadway. The researchers then modeled and calibrated these scenarios in VISSIM using real-world speeds, travel times, queue lengths, and merging behaviors (percentage of vehicles merging upstream and near the merge point). Once built and calibrated, the researchers modeled strategies for various countermeasures in the two work zones. The models were then used to test and evaluate how various merging strategies affect safety and operations at the merge areas in these two work zones.

Concrete Pavement Mixture Design and Analysis (MDA): Development and Evaluation of Vibrating Kelly Ball Test (VKelly Test) for the Workability of Concrete, 2015

Due to the low workability of slipform concrete mixtures, the science of rheology is not strictly applicable for such concrete. However, the concept of rheological behavior may still be considered useful. A novel workability test method (Vibrating Kelly Ball or VKelly test) that would quantitatively assess the responsiveness of a dry concrete mixture to vibration, as is desired of a mixture suitable for slipform paving, was developed and evaluated. The objectives of this test method are for it to be cost-effective, portable, and repeatable while reporting the suitability of a mixture for use in slipform paving. The work to evaluate and refine the test was conducted in three phases: 1. Assess whether the VKelly test can signal variations in laboratory mixtures with a range of materials and proportions 2. Run the VKelly test in the field at a number of construction sites 3. Validate the VKelly test results using the Box Test developed at Oklahoma State University for slipform paving concrete The data collected to date indicate that the VKelly test appears to be suitable for assessing a mixture’s response to vibration (workability) with a low multiple operator variability. A unique parameter, VKelly Index, is introduced and defined that seems to indicate that a mixture is suitable for slipform paving when it falls in the range of 0.8 to 1.2 in./√s.

A Smartphone-Based Prototype System for Incident/Work Zone Management Driven by Crowd-Sourced Data, 2015

This project develops a smartphone-based prototype system that supplements the 511 system to improve its dynamic traffic routing service to state highway users under non-recurrent congestion. This system will save considerable time to provide crucial traffic information and en-route assistance to travelers for them to avoid being trapped in traffic congestion due to accidents, work zones, hazards, or special events. It also creates a feedback loop between travelers and responsible agencies that enable the state to effectively collect, fuse, and analyze crowd-sourced data for next-gen transportation planning and management. This project can result in substantial economic savings (e.g. less traffic congestion, reduced fuel wastage and emissions) and safety benefits for the freight industry and society due to better dissemination of real-time traffic information by highway users. Such benefits will increase significantly in future with the expected increase in freight traffic on the network. The proposed system also has the flexibility to be integrated with various transportation management modules to assist state agencies to improve transportation services and daily operations.

Image Analysis of PCC and AC Pavements Using SEM Images, HR-346, 1994

The major objective of this work was to evaluate the potential of image analysis for characterizing air voids in Portland cement Concrete (PCC), voids and constituents of Asphalt Concrete (AC) and aggregate gradation in AC. Images for analysis were obtained from a scanning electron microscope (SEM). Sample preparation techniques are presented that enhance signal differences so that backscattered electron (BSE) imaging, which is sensitive to atomic number changes, can be effectively employed. Work with PCC and AC pavement core samples has shown that the low vacuum scanning electron microscope (LVSEM) is better suited towards rapid analyses. The conventional high vacuum SEM can also be used for AC and PCC analyses but some distortion within the sample matrix will occur. Images with improved resolution can be obtained from scanning electron microscope (SEM) backscatter electron (BSE) micrographs. In a BSE image, voids filled with barium sulfate/resin yield excellent contrast in both PCC and AC. There is a good correlation between percent of air by image analysis and linear traverse.

Total Cost of Transportation Analysis of Road and Highway Issues, HR-388, 2002

In the administration, planning, design, and maintenance of road systems, transportation professionals often need to choose between alternatives, justify decisions, evaluate tradeoffs, determine how much to spend, set priorities, assess how well the network meets traveler needs, and communicate the basis for their actions to others. A variety of technical guidelines, tools, and methods have been developed to help with these activities. Such work aids include design criteria guidelines, design exception analysis methods, needs studies, revenue allocation schemes, regional planning guides, designation of minimum standards, sufficiency ratings, management systems, point based systems to determine eligibility for paving, functional classification, and bridge ratings. While such tools play valuable roles, they also manifest a number of deficiencies and are poorly integrated. Design guides tell what solutions MAY be used, they aren't oriented towards helping find which one SHOULD be used. Design exception methods help justify deviation from design guide requirements but omit consideration of important factors. Resource distribution is too often based on dividing up what's available rather than helping determine how much should be spent. Point systems serve well as procedural tools but are employed primarily to justify decisions that have already been made. In addition, the tools aren't very scalable: a system level method of analysis seldom works at the project level and vice versa. In conjunction with the issues cited above, the operation and financing of the road and highway system is often the subject of criticisms that raise fundamental questions: What is the best way to determine how much money should be spent on a city or a county's road network? Is the size and quality of the rural road system appropriate? Is too much or too little money spent on road work? What parts of the system should be upgraded and in what sequence? Do truckers receive a hidden subsidy from other motorists? Do transportation professions evaluate road situations from too narrow of a perspective? In considering the issues and questions the author concluded that it would be of value if one could identify and develop a new method that would overcome the shortcomings of existing methods, be scalable, be capable of being understood by the general public, and utilize a broad viewpoint. After trying out a number of concepts, it appeared that a good approach would be to view the road network as a sub-component of a much larger system that also includes vehicles, people, goods-in-transit, and all the ancillary items needed to make the system function. Highway investment decisions could then be made on the basis of how they affect the total cost of operating the total system. A concept, named the "Total Cost of Transportation" method, was then developed and tested. The concept rests on four key principles: 1) that roads are but one sub-system of a much larger 'Road Based Transportation System', 2) that the size and activity level of the overall system are determined by market forces, 3) that the sum of everything expended, consumed, given up, or permanently reserved in building the system and generating the activity that results from the market forces represents the total cost of transportation, and 4) that the economic purpose of making road improvements is to minimize that total cost. To test the practical value of the theory, a special database and spreadsheet model of Iowa's county road network was developed. This involved creating a physical model to represent the size, characteristics, activity levels, and the rates at which the activities take place, developing a companion economic cost model, then using the two in tandem to explore a variety of issues. Ultimately, the theory and model proved capable of being used in full system, partial system, single segment, project, and general design guide levels of analysis. The method appeared to be capable of remedying many of the existing work method defects and to answer society's transportation questions from a new perspective.

Field and Laboratory Evaluation of Precast Concrete Bridges, TR-440, 2001

Recent data compiled by the National Bridge Inventory revealed 29% of Iowa's approximate 24,600 bridges were either structurally deficient or functionally obsolete. This large number of deficient bridges and the high cost of needed repairs create unique problems for Iowa and many other states. The research objective of this project was to determine the load capacity of a particular type of deteriorating bridge – the precast concrete deck bridge – which is commonly found on Iowa's secondary roads. The number of these precast concrete structures requiring load postings and/or replacement can be significantly reduced if the deteriorated structures are found to have adequate load capacity or can be reliably evaluated. Approximately 600 precast concrete deck bridges (PCDBs) exist in Iowa. A typical PCDB span is 19 to 36 ft long and consists of eight to ten simply supported precast panels. Bolts and either a pipe shear key or a grouted shear key are used to join adjacent panels. The panels resemble a steel channel in cross-section; the web is orientated horizontally and forms the roadway deck and the legs act as shallow beams. The primary longitudinal reinforcing steel bundled in each of the legs frequently corrodes and causes longitudinal cracks in the concrete and spalling. The research team performed service load tests on four deteriorated PCDBs; two with shear keys in place and two without. Conventional strain gages were used to measure strains in both the steel and concrete, and transducers were used to measure vertical deflections. Based on the field results, it was determined that these bridges have sufficient lateral load distribution and adequate strength when shear keys are properly installed between adjacent panels. The measured lateral load distribution factors are larger than AASHTO values when shear keys were not installed. Since some of the reinforcement had hooks, deterioration of the reinforcement has a minimal affect on the service level performance of the bridges when there is minimal loss of cross-sectional area. Laboratory tests were performed on the PCDB panels obtained from three bridge replacement projects. Twelve deteriorated panels were loaded to failure in a four point bending arrangement. Although the panels had significant deflections prior to failure, the experimental capacity of eleven panels exceeded the theoretical capacity. Experimental capacity of the twelfth panel, an extremely distressed panel, was only slightly below the theoretical capacity. Service tests and an ultimate strength test were performed on a laboratory bridge model consisting of four joined panels to determine the effect of various shear connection configurations. These data were used to validate a PCDB finite element model that can provide more accurate live load distribution factors for use in rating calculations. Finally, a strengthening system was developed and tested for use in situations where one or more panels of an existing PCDB need strengthening.

Key cognitive and collaborative aptitudes in ambulance people

The aim of our study was to identify and document some key cognitive aptitudes used by ambulance people in emergency situations. Better knowing such aptitudes is necessary for a school of ambulance people in order to improve the selection and education of students. The idea was to better consider real work activity requirements and characteristics, and to develop and implement genuine educational content and selection tools. We followed the work activity of ambulance professionals involved in real emergency situations. Some interventions were filmed and post-analyzed. We completed and validated our analysis by means of interviews with ambulance personnel. We selected some video sequences and used them as a support for the interviews. We identified and documented many different key aptitudes like orientation and spatial sense, the capacity to perform complex cognitive tasks and delicate manipulations in the context of divided attention, as well as diverse aptitudes relevant in collaborative work.

Evaluation of Work Zone Speed Reduction Measures, 2000

The Iowa Department of Transportation (DOT) has made improving work zone (WZ) safety a high priority. Managing vehicle speeds through work zones is perceived to be an important factor in achieving this goal. A number of speed reduction techniques are currently used by transportation agencies throughout the country to control speeds and reduce speed variation at work zones. The purpose of this project is to study these and other applicable work zone speed reduction strategies. Furthermore, this research explores transportation agencies' policies regarding managing speeds in long-term, short-term, and moving work zones. This report consists of three chapters. The first chapter, a literature review, examines the current speed reduction practices at work zones and provides a review of the relevant literature. The speed control strategies reviewed in this chapter range from posting regulatory and advisory speed limit signs to using the latest radar technologies to reduce speeds at work zones. The second chapter includes a short write-up for each identified speed control technique. The write-up includes a description, the results of any field tests, the benefits and the costs of the technology or technique. To learn more about other state policies regarding work zone speed reduction and management, the Center for Transportation Research and Education conducted a survey. The survey consists of six multipart questions. The third chapter provides summaries of the response to each question.

Maintenance of Traffic for Innovative Geometric Design Work Zones, 2015

Currently there are no guidelines within the Manual on Uniform Traffic Control Devices (MUTCD) on construction phasing and maintenance of traffic (MOT) for retrofit construction and maintenance projects involving innovative geometric designs. The research presented in this report addressed this gap in existing knowledge by investigating the state of the practice of construction phasing and MOT for several types of innovative geometric designs including the roundabout, single point urban interchange (SPUI), diverging diamond interchange (DDI), restricted-crossing left turn (RCUT), median U-turn (MUT), and displaced left turn (DLT). This report provides guidelines for transportation practitioners in developing construction phasing and MOT plans for innovative geometric designs. This report includes MOT Phasing Diagrams to assist in the development of MOT strategies for innovative designs. The MOT Phasing Diagrams were developed through a review of literature, survey, interviews with practitioners, and review of plans from innovative geometric design projects. These diagrams are provided as a tool to assist in improving work zone safety and mobility through construction of projects with innovative geometric designs. The aforementioned synthesis of existing knowledge documented existing practices for these types of designs.