Synthesis of Work-Zone Performance Measures, TPF-5(081), 2013

The main objective of this synthesis was to identify and summarize how agencies collect, analyze, and report different work-zone traffic-performance measures, which include exposure, mobility, and safety measures. The researchers also examined communicating performance to the public. This toolbox provides knowledge to help state departments of transportation (DOTs), as well as counties and cities, to better address reporting of work-zone performance.

Lightweight Aggregate Use in Structural Concrete, MLR-69-1 and R-229, 1969

The Iowa State Highway Commission has adopted a number of rigid safety requirements that the Bureau of Public Roads has set forth as standards for road construction. One of these safety requirements is the elimination of two piers on Interstate grade separations, thus leaving two long spans. These longer spans lower the ability of prestressed concrete beams to compete economically with steel beams. In an effort to be more competitive, the prestressing companies have been studying the use of lightweight aggregate in structural concrete.

Occupational exposure to solar ultraviolet radiation of outdoor workers in France

Question: Outdoor occupational exposure could be associated with important cumulative and intense exposure to ultraviolet (UV) solar radiation. Such exposure would increase risk of skin cancer. However, little information exists on jobs associated with intense UV exposure. The objective of this study was to characterise occupational UV exposure in a representative sample in France. Methods: A population-based survey was conducted in May-June 2012 through computer-assisted telephonic interviews in population 25 to 69 years of age. Individual UV irradiation was computed with declared time and place of residence matched to UV records from satellite measurement (Eurosun project). We analysed factors influencing exposure to UV (annual average and seasonal peak). Results: A total of 1442 individuals declared having an occupational exposure to UV which represents 18% of population aged 25 to 69 years. Outdoor workers were more frequently men (58%), aged 40-54 (43%), with a phototype III or IV (69%). Occupations associated with highest UV exposure were: construction workers (annual daily average 62.8 Joules/m2), gardeners (62.6), farmers (52.8), culture/art/social sciences workers (52.0) and transport workers/mail carriers (49.5). The maximum of UVA exposure was found for occupation with a strong seasonality of exposure: culture, art or social sciences works (98.1 Joules/m2), construction works (97.2), gardening (96.7) and farming (95.0). Significant factors associated with high occupational UV exposure were gender (men vs. women: 53.6 vs. 42.6), phototype (IV vs. I: 51.9 vs. 45.5) and taking lunch outdoors (always vs. never: 59.8 vs. 48.6). Conclusion: Our study showed that some occupations were associated with particularly intense UV exposure such as farmers, gardeners, construction workers. Other unexpected occupations were also associated with high UV exposure such as transport workers, mail carriers and culture/art/social sciences workers.

Risk factors of sunburns from occupational sun exposure in outdoor workers

Question: Outdoor workers can be exposed to intense ultraviolet (UV) solar radiation likely to results to sunburns. As sunburn is an important risk factor for skin cancer, in particular melanoma, we investigated the causes of occupational sunburns (OS) in French outdoor workers. Methods: A population-based survey was conducted in May-June 2012 through computer-assisted telephonic interviews in population 25 to 69 years of age. History of sunburn from occupational exposure within the year preceding interview was collected. We analysed the risk of OS in multivariate logistic regression. Results: Out of 1442 individuals who declared having an occupational exposure to solar UV radiation, 403 (27.9%) reported a sunburn from occupational exposure in the year preceding the interview. Sunburns were more frequent in women (30% vs. 26.4% in men although not significant p = 0.14), in younger workers (p = 0.0099), in sensitive phototype (40% in phototype I/II vs. 23% in phototype III/IV, p < 0.001) and in workers taking lunch outdoor (p = 0.0355). Some occupations were more associated with OS (more than 30%): health occupations, managing, research/engineering, construction workers and culture/art/social sciences workers. In multivariate analysis, risk factors for OS are phototype (I vs. IV, OR = 4.30 95% CI [2.65-6.98]), sunburn during leisure time (OR = 3.46 95% CI [2.62-4.59]), seasonality of exposure (seasonal vs. constant exposure OR = 1.36 95% CI [1.02-1.81] and annual UVA exposure (OR for 10J/m² daily average increment 1.08 95% CI [1.02-1.14]). In multivariate analysis the type of occupation was not associated with increased OS. Conclusion: Sunburns from occupation was also observed in non sensitive population, phototype IV, which shows that outdoor workers are potentially exposed to intense UV radiations. This study suggests that prevention should target UV sensitive outdoor workers as well as those cumulating intense UV exposure.

Proof of Concept: Examining Characteristics of Roadway Infrastructure in Various 3D Visualization Modes, 2015

Utilizing enhanced visualization in transportation planning and design gained popularity in the last decade. This work aimed at demonstrating the concept of utilizing a highly immersive, virtual reality simulation engine for creating dynamic, interactive, full-scale, three-dimensional (3D) models of highway infrastructure. For this project, the highway infrastructure element chosen was a two-way, stop-controlled intersection (TWSCI). VirtuTrace, a virtual reality simulation engine developed by the principal investigator, was used to construct the dynamic 3D model of the TWSCI. The model was implemented in C6, which is Iowa State University’s Cave Automatic Virtual Environment (CAVE). Representatives from the Institute of Transportation at Iowa State University, as well as representatives from the Iowa Department of Transportation, experienced the simulated TWSCI. The two teams identified verbally the significant potential that the approach introduces for the application of next-generation simulated environments to road design and safety evaluation.

Improving Concrete Overlay Construction, TR-600, 2010

Several road construction projects involving concrete overlays at the state and county levels in Iowa in 2009 were studied for construction techniques and methods. The projects that were evaluated consisted of sites in four Iowa counties: Osceola, Worth, Poweshiek, and Johnson counties. The construction techniques and methods that were studied included concrete overlays and material usage. By evaluating these methods, highway agencies can explore different ways of making road construction less costly and can minimize the amount of time that the traveling public is exposed to road construction.

Feasibility of Visualization and Simulation Applications to Improve Work Zone Safety and Mobility

Visualization is a relatively recent tool available to engineers for enhancing transportation project design through improved communication, decision making, and stakeholder feedback. Current visualization techniques include image composites, video composites, 2D drawings, drive-through or fly-through animations, 3D rendering models, virtual reality, and 4D CAD. These methods are used mainly to communicate within the design and construction team and between the team and external stakeholders. Use of visualization improves understanding of design intent and project concepts and facilitates effective decision making. However, visualization tools are typically used for presentation only in large-scale urban projects. Visualization is not widely accepted due to a lack of demonstrated engineering benefits for typical agency projects, such as small- and medium-sized projects, rural projects, and projects where external stakeholder communication is not a major issue. Furthermore, there is a perceived high cost of investment of both financial and human capital in adopting visualization tools. The most advanced visualization technique of virtual reality has only been used in academic research settings, and 4D CAD has been used on a very limited basis for highly complicated specialty projects. However, there are a number of less intensive visualization methods available which may provide some benefit to many agency projects. In this paper, we present the results of a feasibility study examining the use of visualization and simulation applications for improving highway planning, design, construction, and safety and mobility.

Low Cost Fly Ash - Sand Stabilization Roadway, Construction Report, HR-259, 1986

Fly ash, a by-product of coal-fired electricity generating plants, has for years been promoted as a material suitable for highway construction. Disposal of the large quantities of fly ash produced is expensive and creates environmental concerns. The pozzolanic properties make it promotable as a partial Portland cement replacement in pc concrete, a stabilizer for soil and aggregate in embankments and road bases, and a filler material in grout. Stabilizing soils and aggregates for road construction has the potential of using large quantities of fly ash. Iowa Highway Research Board Project HR-194, "Mission-Oriented Dust Control and Surface Improvement Processes for Unpaved Roads", included short test sections of cement, fly ash, and salvaged granular road material mixed for a base in western Iowa. The research showed that cement fly ash aggregate (CFA) has promise as a stabilizing agent in Iowa. There are several sources of sand that when mixed with fly ash may attain strengths much greater than fly ash mixed with salvaged granular road material at little additional cost

Occupational UV exposure in French outdoor workers.

OBJECTIVES: Occupational ultraviolet (UV) exposure was evaluated in a population-based sample in France. METHODS: A random survey was conducted in 2012 in individuals aged 25 to 69 years. The median daily standard erythemal UV dose (SED) was estimated from exposure time and place and matched to satellite UV records. RESULTS: A total of 889 individuals were exposed to solar UV with highest doses observed among gardeners (1.19 SED), construction workers (1.13 SED), agricultural workers (0.95 SED), and culture/art/social science workers (0.92 SED). Information and communication technology, industry, and transport workers were highly exposed (>0.70 SED). Significant factors associated with high occupational UV exposure were sex (P < 0.0001), phototype (P = 0.0003), and taking lunch outdoors (P < 0.0001). CONCLUSIONS: This study identified not only expected occupations with high UV exposure but also unexpected occupations with high exposures. This could serve as a basis for future prevention.

A pilot feasibility, safety and biological efficacy multicentre trial of therapeutic hypercapnia after cardiac arrest: study protocol for a randomized controlled trial.

BACKGROUND: Cardiac arrest causes ischaemic brain injury. Arterial carbon dioxide tension (PaCO2) is a major determinant of cerebral blood flow. Thus, mild hypercapnia in the 24 h following cardiac arrest may increase cerebral blood flow and attenuate such injury. We describe the Carbon Control and Cardiac Arrest (CCC) trial. METHODS/DESIGN: The CCC trial is a pilot multicentre feasibility, safety and biological efficacy randomized controlled trial recruiting adult cardiac arrest patients admitted to the intensive care unit after return of spontaneous circulation. At admission, using concealed allocation, participants are randomized to 24 h of either normocapnia (PaCO2 35 to 45 mmHg) or mild hypercapnia (PaCO2 50 to 55 mmHg). Key feasibility outcomes are recruitment rate and protocol compliance rate. The primary biological efficacy and biological safety measures are the between-groups difference in serum neuron-specific enolase and S100b protein levels at 24 h, 48 h and 72 h. Secondary outcome measure include adverse events, in-hospital mortality, and neurological assessment at 6 months. DISCUSSION: The trial commenced in December 2012 and, when completed, will provide clinical evidence as to whether targeting mild hypercapnia for 24 h following intensive care unit admission for cardiac arrest patients is feasible and safe and whether it results in decreased concentrations of neurological injury biomarkers compared with normocapnia. Trial results will also be used to determine whether a phase IIb study powered for survival at 90 days is feasible and justified. TRIAL REGISTRATION: Australian New Zealand Clinical Trials Registry ACTRN12612000690853 .

Transforming Maritime Safety Culture. Evaluation of the impacts of the ISM Code on maritime safety culture in Finland

The purpose of the METKU Project (Development of Maritime Safety Culture) is to study how the ISM Code has influenced the safety culture in the maritime industry. This literature review is written as a part of the Work Package 2 which is conducted by the University of Turku, Centre for Maritime Studies. The maritime traffic is rapidly growing in the Baltic Sea which leads to a growing risk of maritime accidents. Particularly in the Gulf of Finland, the high volume of traffic causes a high risk of maritime accidents. The growing risks give us good reasons for implementing the research project concerning maritime safety and the effectiveness of the safety measures, such as the safety management systems. In order to reduce maritime safety risks, the safety management systems should be further developed. The METKU Project has been launched to examine the improvements which can be done to the safety management systems. Human errors are considered as the most important reason for maritime accidents. The international safety management code (the ISM Code) has been established to cut down the occurrence of human errors by creating a safety-oriented organizational culture for the maritime industry. The ISM Code requires that a company should provide safe practices in ship operation and a safe working environment and establish safeguards against all identified risk. The fundamental idea of the ISM Code is that companies should continuously improve safety. The commitment of the top management is essential for implementing a safety-oriented culture in a company. The ISM Code has brought a significant contribution to the progress of maritime safety in recent years. Shipping companies and ships’ crews are more environmentally friendly and more safety-oriented than 12 years ago. This has been showed by several studies which have been analysed for this literature research. Nevertheless, the direct effect and influence of the ISM Code on maritime safety could not be isolated very well. No quantitative measurement (statistics/hard data) could be found in order to present the impacts of the ISM Code on maritime safety. In this study it has been discovered that safety culture has emerged and it is developing in the maritime industry. Even though the roots of the safety culture have been established there are still serious barriers to the breakthrough of the safety management. These barriers could be envisaged as cultural factors preventing the safety process. Even though the ISM Code has been effective over a decade, the old-established behaviour which is based on the old day’s maritime culture still occurs. In the next phase of this research project, these cultural factors shall be analysed in regard to the present safety culture of the maritime industry in Finland.

Turun seudun turvallisen ja kestävän liikkumisen suunnitelma

Turun seudun turvallisen ja kestävän liikkumisen suunnitelma on laadittu seudun kuntien ja Varsinais-Suomen ELY-keskuksen yhteistyönä. Suunnitelmassa on selvitetty liikenneturvallisuuden, liikkumisen, toimintaympäristön ja liikennejärjestelmän nykytilaa sekä kartoitettu liikenneturvallisuusongelmia erilaisten analyysien ja kyselyiden avulla. Nykytila-analyysin pohjalta on asetettu liikenneturvallisuustyön visio ja tavoitteet sekä määritetty toimenpide-ehdotukset. Tavoitteisiin pääsemistä tukevat liikenneympäristön parantamistoimenpiteiden ohjelma, liikkumisen ohjauksen toimintaohjelma sekä hallintokuntien liikenneturvallisuustyön toimenpiteistä kootut toimintasuunnitelmat. Onnettomuusanalyysin perusteella liikenneturvallisuuden tila oli Turun seudulla hieman koko Suomen keskiarvoa heikompi. Seudulla tapahtui vuosina 2001-2010 henkilövahinkoon johtaneita onnettomuuksia keskimäärin 132 / 100 000 asukasta, kun vastaava luku oli 126 koko maan osalta. Kuolemaan johtaneita onnettomuuksia tapahtui seudulla vähemmän, mutta loukkaantumiseen johtaneita onnettomuuksia koko maan keskiarvoa enemmän. Onnettomuuksissa kuoli tai loukkaantui koko maan keskiarvoa enemmän jalankulkijoita ja polkupyöräilijöitä. Lukumäärällisesti eniten onnettomuuksia tapahtui 18–19-vuotiaille, mutta henkilövahinkoon johtaneita onnettomuuksia tapahtui selvästi eniten 15–16-vuotiaille. Seudulla tapahtuneista liikenneonnettomuuksista aiheutui vuosittain keskimäärin 127,2 miljoonan euron kustannukset, josta kuntien osuus oli vuosittain noin 22,3 miljoonaa euroa. Asukkaille suunnatun kyselyn mukaan sekä työmatkat että lyhyet vapaa-ajan matkat tehtiin useimmiten henkilöautolla. Koululaisia pidettiin turvattomimpana tienkäyttäjäryhmänä, ja kävelyä sekä pyöräilyä turvattomimpina kulkutapoina. Välinpitämättömyyttä pidettiin merkittävimpänä syynä erilaisiin liikennerikkomuksiin ja tärkeimmäksi kehittämistarpeeksi nousi liikennekäyttäytyminen. Yhdyskuntarakenteen ja toimintaympäristön analyysin perusteella seudulla on hyvät edellytykset kestävien kulkumuotojen kuten joukkoliikenteen houkuttelevuuden lisäämiselle sekä kävelyn ja pyöräilyn verkoston kehittämiselle. Onnettomuusanalyysin ja valtakunnallisten tavoitteiden pohjalta Turun seudulle asetettiin liikenneturvallisuustyön tavoitteet. Tavoitelaskelman mukaan liikennekuolemien ja loukkaantuneiden määrä tulee puolittaa vuosien 2006-2010 keskiarvosta vuoteen 2020 mennessä. Tavoitteen mukaan liikenteessä kuolee enintään 6 (lähtötaso 12) ja loukkaantuu 236 (lähtötaso 471) vuonna 2020. Vaikutusarvion perusteella voidaan arvioida päästävän tavoitteeseen suunnitelmakauden aikana. Tavoitteiden saavuttaminen on kuitenkin haasteellista ja edellyttää tehokasta yhteistyötä eri tahojen välillä. Tavoitteeseen tulee pyrkiä laajaa keinovalikoimaa käyttäen. Suunnitelmatyön aikana aktivoitiin kuntien turvallisen ja kestävän liikkumisen ryhmät, joiden toiminnan tueksi laadittiin toimintasuunnitelmat sekä vuosikello työn eri vaiheista. Ryhmät vastaavat suunnitelman toteuttamisesta, toteutumisen seurannasta ja tarvittaessa päivittämisestä.

Overview on the Cost-effectiveness of Maritime Safety Policy Instruments

Maritime safety is an issue that has gained a lot of attention in the Baltic Sea area due to the dense maritime traffic and transportation of oil in the area. Lots of effort has been paid to enhance maritime safety in the area. The risk exists that excessive legislation and other requirements mean more costs for limited benefit. In order to utilize both public and private resources efficiently, awareness is required of what kind of costs maritime safety policy instruments cause and whether the costs are in relation to benefits. The aim of this report is to present an overview of the cost-effectiveness of maritime safety policy instruments focusing on the cost aspect: what kind of costs maritime safety policy causes, to whom, what affects the cost-effectiveness and how cost-effectiveness is studied. The study is based on a literature review and on the interviews of Finnish maritime experts. The results of this study imply that cost-effectiveness is a complicated issue to evaluate. There are no uniform practices for which costs and benefits should be included in the evaluation and how they should be valued. One of the challenges is how to measure costs and benefits during the course of a longer time period. Often a lack of data erodes the reliability of evaluation. In the prevention of maritime accidents, costs typically include investments in ship structures or equipment, as well as maintenance and labor costs. Also large investments may be justifiable if they respectively provide significant improvements to maritime safety. Measures are cost-effective only if they are implemented properly. Costeffectiveness is decreased if a measure causes overlapping or repetitious work. Costeffectiveness is also decreased if the technology isn’t user-friendly or if it is soon replaced with a new technology or another new appliance. In future studies on the cost-effectiveness of maritime safety policy, it is important to acknowledge the dependency between different policy instruments and the uncertainty of the factors affecting cost-effectiveness. The costs of a single measure are rarely relatively significant and the effect of each measure on safety tends to be positive. The challenge is to rank the measures and to find the most effective combination of different policy instruments. The greatest potential offered for the analysis of cost-effectiveness of individual measures is their implementation in clearly defined risk situations, in which different measures are truly alternative to each other. Overall, maritime safety measures do not seem to be considered burdening for the shipping industry in Finland at the moment. Generally actors in the Finnish shipping industry seem to find maintaining a high safety level important and act accordingly.

Rigorous development of safety-critical systems

Nowadays, computer-based systems tend to become more complex and control increasingly critical functions affecting different areas of human activities. Failures of such systems might result in loss of human lives as well as significant damage to the environment. Therefore, their safety needs to be ensured. However, the development of safety-critical systems is not a trivial exercise. Hence, to preclude design faults and guarantee the desired behaviour, different industrial standards prescribe the use of rigorous techniques for development and verification of such systems. The more critical the system is, the more rigorous approach should be undertaken. To ensure safety of a critical computer-based system, satisfaction of the safety requirements imposed on this system should be demonstrated. This task involves a number of activities. In particular, a set of the safety requirements is usually derived by conducting various safety analysis techniques. Strong assurance that the system satisfies the safety requirements can be provided by formal methods, i.e., mathematically-based techniques. At the same time, the evidence that the system under consideration meets the imposed safety requirements might be demonstrated by constructing safety cases. However, the overall safety assurance process of critical computerbased systems remains insufficiently defined due to the following reasons. Firstly, there are semantic differences between safety requirements and formal models. Informally represented safety requirements should be translated into the underlying formal language to enable further veri cation. Secondly, the development of formal models of complex systems can be labour-intensive and time consuming. Thirdly, there are only a few well-defined methods for integration of formal verification results into safety cases. This thesis proposes an integrated approach to the rigorous development and verification of safety-critical systems that (1) facilitates elicitation of safety requirements and their incorporation into formal models, (2) simplifies formal modelling and verification by proposing specification and refinement patterns, and (3) assists in the construction of safety cases from the artefacts generated by formal reasoning. Our chosen formal framework is Event-B. It allows us to tackle the complexity of safety-critical systems as well as to structure safety requirements by applying abstraction and stepwise refinement. The Rodin platform, a tool supporting Event-B, assists in automatic model transformations and proof-based verification of the desired system properties. The proposed approach has been validated by several case studies from different application domains.

Modélisation de l’exposition à la silice cristalline dans le secteur de la construction

L’exposition prolongée par inhalation à des poussières de taille respirable contenant de la silice cristalline est reconnue pour causer des maladies respiratoires dont le cancer du poumon et la silicose. De nombreuses études ont relevé la surexposition des travailleurs de la construction à la silice cristalline, puisque ce composé est présent dans de nombreux matériaux utilisés sur les chantiers. L’évaluation de l’exposition à la silice cristalline dans cette industrie constitue un défi en raison de la multitude de conditions de travail et de la nature éphémère des chantiers. Afin de mieux cerner cette problématique, une banque de données d’exposition professionnelle compilée à partir de la littérature a été réalisée par une équipe de l’Université de Montréal et de l’IRSST, et constitue le point de départ de ce travail. Les données présentes dans la banque ont été divisées en fonction de la stratégie d’échantillonnage, résultant en deux analyses complémentaires ayant pour objectif d’estimer les niveaux d’exposition sur le quart de travail en fonction du titre d’emploi, et selon la nature de la tâche exécutée. La méthode de Monte Carlo a été utilisée pour recréer les échantillons provenant de données rapportées sous forme de paramètres de synthèse. Des modèles Tobit comprenant les variables de titre d’emploi, tâche exécutée, durée, année et stratégie d’échantillonnage, type de projet, secteur d’activité, environnement et moyens de maîtrise ont été développés et interprétés par inférence multimodèle. L’analyse basée sur le quart de travail a été réalisée à partir de 1346 données d’exposition couvrant 11 catégories de titre d’emploi. Le modèle contenant toutes les variables a expliqué 22% de la variabilité des mesures et la durée, l’année et la stratégie d’échantillonnage étaient d’importants prédicteurs de l’exposition. Les chantiers de génie civil et les projets de nouvelle construction étaient associés à des expositions plus faibles, alors que l’utilisation de moyens de maîtrise diminuait les concentrations de 18% à l’extérieur et de 24% à l’intérieur. Les moyennes géométriques les plus élevées prédites pour l’année 1999 sur 8 heures étaient retrouvées chez les foreurs (0.214 mg/m3), les travailleurs souterrains (0.191 mg/m3), les couvreurs (0.146 mg/m3) et les cimentiers-applicateurs (0.125 mg/m3). 1566 mesures réparties en 27 catégories de tâches étaient contenues dans la seconde analyse. Le modèle contenant toutes les variables a expliqué 59% des niveaux d’exposition, et l’ensemble des variables contextuelles étaient fortement prédictives. Les moyennes géométriques prédites pour l’année 1998 et selon la durée médiane par tâche dans la banque de données étaient plus élevées lors du bouchardage du béton (1.446 mg/m3), du cassage de pièces de maçonnerie avec autres outils (0.354 mg/m3), du décapage au jet de sable (0.349 mg/m3) et du meulage de joints de brique (0.200 mg/m3). Une diminution importante des concentrations a été observée avec les systèmes d’arrosage (-80%) et d’aspiration des poussières (-64%) intégrés aux outils. L’analyse en fonction des titres d’emploi a montré une surexposition généralisée à la valeur guide de l’ACGIH et à la norme québécoise, indiquant un risque à long terme de maladies professionnelles chez ces travailleurs. Les résultats obtenus pour l’évaluation en fonction de la tâche exécutée montrent que cette stratégie permet une meilleure caractérisation des facteurs associés à l’exposition et ainsi de mieux cibler les priorités d’intervention pour contrôler les niveaux d’exposition à la silice cristalline sur les chantiers de construction durant un quart de travail.