Journal articles on the topic 'Trucks Construction equipment Stairs'

Heavy equipment commonly used in construction projects are Dump trucks, excavators, dozers, soil compactors such as rollers and compactors. The purpose of using these heavy equipment is to make it easier for people to do the work so that the expected results can be achieved more easily in a relatively shorter time and as a reference to find out the needs of the equipment used in the work location whether or not they are needed (Aoliya, 2017). In the pavement / ripening development project Pelayangan sub-district parking lot across the city of Jambi the heavy equipment used is; excavators, dump trucks and dozers. The project which began in June 2017 was completed in December 2017. Based on observations of researchers in the field for the use of 2 (two) pieces of excavator used, 1 (one) dozer, and 20 (twenty) dump trucks. The use of heavy equipment used in the field is not yet known optimal productivity. An analysis of the calculation of the needs of heavy equipment is needed in the construction project of the pavement / ripening of the parking area of Pelayangan Seberang Subdistrict, Jambi City. This study consists of several stages, namely calculating the production capacity of each heavy equipment, calculating the value of productivity, then calculating the number of each tool needed, and in the final stage comparing the number of tools analyzed according to calculations with the number of tools in the field.

Due to its dynamic nature in construction, benchmarking environmental emissions of road construction projects can be a daunting task. Often stakeholders will have to prioritize the economic and environmental indicators based on the project objectives. The study presents a methodological framework to compare economic and environmental impacts to benchmark sustainable transport construction projects. Through findings, the study aims to inform focus areas and key stages of infrastructure projects to benchmark sustainable performance. Process-based emission and cost estimation models are presented with an AHP based weighting factor that enables prioritization of emissions and costs based on project scopes and objectives. Using a case study, results are represented to validate the framework and methodology. Concrete and steel are identified as the main materials that contribute to total carbon emissions, while soil and gravel are responsible for the highest costs. Electricity consumption is discovered as the major fuel type contributing to carbon emissions. Concrete and dump trucks are discovered as the top two sources of emissions and costs, respectively. Scenario analyses revealed that the choice of equipment significantly affects the project’s emissions and costs. The application of sustainable materials can significantly reduce emissions and cost. The use of the case study approach results in a lack of generalizability. However, the same methodology and process can be adopted for the sustainable benchmarking of different projects. Researchers are encouraged to investigate processes to automate sustainable benchmarking of transport infrastructure construction projects. The study is one of the first attempts to compare cost and environmental impacts using a systematic methodology of transportation infrastructure construction projects.

Purpose Research into the construction industry’s adoption of modern equipment technologies, such as remote-controlled trucks, excavators and drones, has been neglected in comparison to the significant body of research into the adoption of information technology in construction. Construction research has also neglected to adequately consider the important role of vendors in the innovation diffusion process, focussing mostly on the role of the customer. Set within the context of Australia’s construction industry, the purpose of this paper is to address these gaps in knowledge by exploring the role of customers and vendors in the diffusion of modern equipment technologies into the construction industry. Design/methodology/approach Using contemporary models of innovation diffusion which move beyond the simple dualistic problem of whether innovation is supply-pushed or demand-pulled, 19 semi-structured interviews were undertaken with customers and vendors involved in two major modern equipment technology trade exhibitions in Australia. This was followed by the collection of documentary data in the form of photos, directory books, marketing material, catalogues, websites and booth and exhibition layouts to validate the proposed model and provide insights into vendor marketing strategies. These data were analysed using both content analysis and principal component analysis (PCA). Findings According to the PCA and content analysis, vendor’s engagement in the adoption of modern equipment technologies falls into three stages that correspond to three stages in the customer’s adoption process. In the first stage, customers identify possible solutions and recognise new technologies following a previous recognition of a need. Vendors provide facilities for attracting potential customers and letting customers know that their technology exists and can help solve the customer’s problem. The second stage involves customers gaining knowledge about the details of the new technology, and vendors focusing on detailed knowledge transfer through written materials and demonstrations of the functionality of the new technology. In the third stage, customers have specific questions that they want answered to assist them in comparing different vendors and solutions. By this stage, vendors have built a close relationship with the customer and in contrast to earlier stages engage in two-way communication to help the customer’s decision process by addressing specific technical and support-related questions. Originality/value The originality and value of this research is in addressing the lack of research in modern equipment technology adoption for building construction and the lack of data on the role of vendors in the process by developing a new empirical framework which describes the stages in the process and the ways that customers and vendors interact at each stage. The results indicate that conceptually, as the construction industry becomes more industrialised, current models of innovation adoption will need to develop to reflect this growing technological complexity and recognise that vendors and customers engage differently in the adoption process, according to the type of technology they wish to adopt.

Research objective: analysis of potential application of automotive equipment in construction of transport corridors and development of transport infrastructure in the Arctic and Northern Territories of Russia. Research methodology: analysis of existing open-pit and road construction equipment that enables the construction of transport corridors in the Arctic and Northern Territories of Russia in conditions of weak soils and lack of proper roads. Research results: For the construction of transport corridors in the Arctic and Northern Territories of Russia, it is proposed to develop new types of vehicles based on BelAZ automotive equipment for soils with low carrying capacity. In order to manufacture and introduce new types of vehicles, especially tracked transport vehicles, trackless trolley trucks, cars and road trains, the authors suggest leasing of patents and arranging meetings with possible patent holders to discuss ways of financing and marketing new types of equipment. Conclusions: the proposed new types of vehicles will make it possible to build transport corridors in the Arctic and Northern Territories of Russia.

Concrete mixes are usually delivered to construction projects with the help of special vehicles. Depending on its fluidity, cement setting rate, temperature and relative humidity of carriage conditions, as well as a distance and road condition, transportation of a concrete mix may be done in concrete mixer trucks and ready-mix delivery trucks, also in buckets and hoppers mounted on vehicles (bucket trucks). At the same time, it is necessary to reduce the number of transship operations as much as possible and, wherever practicable, unload a mix directly into the structure to be concreted. Each method of transportation has its rational areas of application. For low-rise construction characterized by small volumes, scattered construction sites, insufficient coverage by a good-quality road system, and a long distance from concrete factories, it is expedient to use alternative, non-dedicated to concrete mix transportation, types of vehicles equipped with their own lifting devices. The issues of application of drop-side lorries with crane manipulators and gantry hopper trucks for transportation of ready-mix buckets are discussed. The technical characteristics of general purpose vehicles and lifting equipment are described. Recommendations concerning fitting of various types of vehicles with portable hoppers are given.

Combining with the practical engineering case, the paper summarizes the shallow mining method construction mechanism, construction methods and auxiliary technology. Aiming at the problems in the shield construction, the paper introduces the shield machine equipment’s latest comprehensive construction and technology, especially the shield technology dealing with the conglomerate stratum where the water and boulders is rich. It fills the domestic blank; Deep grouting and pipe roof reinforcement technology are aimed at the specific sources of risk; Whole cross-section of pallet trucks, electric vehicles, automatic metering and other new equipment have been widely applied to the construction site.

Abstract Being able to precisely predict the duration of concrete operations can help construction managers to organize sites and machineries more efficiently, especially when there is limited space for equipment on site. Currently there is no theoretical method for estimating the duration of the concrete pouring process. Normally, the maximum capacity of pumping facilities on construction sites is not used, and concrete pumps are idle for a considerable time as a result of the arrival of concrete trucks being delayed. In the light of this issue, this paper considers the supply chain parameters of Ready Mixed Concrete (RMC) as a means of solving this problem. Artificial Neural Network (ANN) is hired for modelling/predicting the productivity of a concrete operation. The proposed model is tested with a real database of an RMC in the Sydney metropolitan area that has 17 depots and around 200 trucks. Results show that there is an improvement in the achieved results when these are compared to the results of relevant studies that only considered the construction parameters for predicting the productivity of concrete operations

In order to support smart construction, digital twin has been a well-recognized concept for virtually representing the physical facility. It is equally important to recognize human actions and the movement of construction equipment in virtual construction scenes. Compared to the extensive research on human action recognition (HAR) that can be applied to identify construction workers, research in the field of construction equipment action recognition (CEAR) is very limited, mainly due to the lack of available datasets with videos showing the actions of construction equipment. The contributions of this research are as follows: (1) the development of a comprehensive video dataset of 2,064 clips with five action types for excavators and dump trucks; (2) a new deep learning-based CEAR approach (known as a simplified temporal convolutional network or STCN) that combines a convolutional neural network (CNN) with long short-term memory (LSTM, an artificial recurrent neural network), where CNN is used to extract image features and LSTM is used to extract temporal features from video frame sequences; and (3) the comparison between this proposed new approach and a similar CEAR method and two of the best-performing HAR approaches, namely, three-dimensional (3D) convolutional networks (ConvNets) and two-stream ConvNets, to evaluate the performance of STCN and investigate the possibility of directly transferring HAR approaches to the field of CEAR.

Meeting increasingly ambitious carbon regulations in the construction industry is particularly challenging for earthmoving operations due to the extensive use of heavy-duty diesel equipment. Better planning of operations and balancing of competing demands linked to environmental concerns, costs, and duration is needed. However, existing approaches (theoretical and practical) rarely address all of these demands simultaneously, and are often limited to parts of the process, such as earth allocation methods or equipment allocation methods based on practitioners’ past experience or goals. Thus, this study proposes a method that can integrate multiple planning techniques to maximize mitigation of project impacts cost-effectively, including the noted approaches together with others developed to facilitate effective decision-making. The model is adapted for planners and contractors to optimize mass flows and allocate earthmoving equipment configurations with respect to tradeoffs between duration, cost, CO2 emissions, and energy use. Three equipment allocation approaches are proposed and demonstrated in a case study. A rule-based approach that allocates equipment configurations according to hauling distances provided the best-performing approach in terms of costs, CO2 emissions, energy use and simplicity (which facilitates practical application at construction sites). The study also indicates that trucks are major contributors to earthmoving operations’ costs and environmental impacts.

Statistical Energy Analysis (SEA) is commonly used for the prediction of interior cabin noise from construction equipment such as excavators, dump trucks, or graders. While traditional SEA method is computationally efficient and effective for the prediction of total radiated noise, it isn't suitable for prediction of sound diffraction around machinery and evaluation of spatial variations in sound field. As a result, prediction of cabin airborne interior noise transmission using SEA method typically requires experimental measurements in order to estimate incident sound field over the exterior boundary of the cab which makes it unsuitable for use in early stage design where test data isn't available. A novel SEA method that accounts for spatial gradients in the reverberant field has been developed and is introduced in this paper. It's usage for prediction of both exterior and cab interior noise over broad frequency range is demonstrated along with experimental validation for construction equipment under operating conditions.

The description of hydraulically operated vibrational dumper developed at Institute of Mining SB RAS for rock mass transloading from trucks into dump is given. The attention to the construction of vibration transporter equipment whose attachment is represented with metal sheet with low bending stiffness is paid. Two inertial vibration exciters have been set for assurance of uniform vibration field throughout transporting equipment. The procedure and results of the tests of dynamic of flexible attachment equipped with two unbalance sources of oscillations are shown. Allowable mismatch of partial frequency, at which in-synch working mode of vibration exciters is saved, is established. The influence of constructive parameters of attachment on stability of in-synch mode is determined. The description of experimental prototype of vibration dumper is given. Results of tests of the dumper has proved the efficiency of using such equipment for working at truck dumps of mining enterprises.

Ferronordic is the official dealer for Volvo Construction Equipment, Dressta, Mecalac and Rottne. In addition to sales and after-sales support for Volvo Construction Equipment, the company is a dealer for servicing Volvo and Renault Trucks, as well as a dealer for Volvo Penta for servicing industrial and marine engines in some regions of Russia. The company collaborates with other well-known brands and several suppliers of attachments. The Swedish concern Volvo Group supplies to the Russian market trucks equipped with diesel engines with Common Rail injection system, as well as with pump nozzles. Diesel mechanical and electronic pump nozzles perform timely and metered injection of the working mixture into the combustion chambers of the cylinders of a diesel engine. The mechanical nozzles are driven by a high-pressure fuel pump, while the electronic ones are controlled by the Common Rail electronic injection system and are constantly under intense mechanical stress. Poor quality diesel fuel leads to: loss of power, lack of traction and instability of the engine; overexpenditure and fuel leakage from sprayers; change in spray angle and time; change in the amount of injected mixture; the appearance of knocks and noises, black and bluish smoke during exhaust. The results of research work on the study of the quality of diesel fuel of the company LLC Ferronordic Trading House are presented. The physicochemical properties of diesel fuel were studied experimentally, such as: density, fractional composition, mass fraction of sulfur, mass fraction of water, flash point, limiting filterability temperature and cloud point.

The University of Canterbury campus on the west side of Christchurch has a range of building types built since the late 1950s. The building stock is predominantly 3-12 storey concrete construction. About one third of campus buildings had some secondary and non-structural damage during the earthquake, while about three quarters had contents damaged; filing cabinets overturned, books off shelves, shelves overturned, fallen lab equipment, broken glassware. The secondary structural damage was primarily to stairs, finishes at seismic joints, ceilings and elevators. This paper outlines the impacts the earthquake had on the campus buildings, in terms of structural, secondary structural and contents damage. It also outlines the post-earthquake recovery process and downtime.

The high importance of optimizing the operation of quarry transport is confirmed by the leading share of its costs in the total cost of mining. The current direction of optimization is the development and implementation of digital technologies for processing complex data on the parameters of transport vehicles. The solution of the above issues should be based on the results of scientific research on the collection and processing of information. Developed a set of techniques to perform experimental measurements of working parameters of mining dump trucks as part of a special unit experiments, and long monitoring measurements. A set of equipment for performing experimental measurements, as well as its installation on a dump truck is presented. The data of experimental measurements and a methodical approach to their analysis are presented. In particular, it shows the identification of operating modes of the power plant and the construction of the load diagram, the identification of elements of the transport cycle, etc. The approach to substantiation of innovative designs of power plants adapted to the conditions of a particular quarry is shown on the example of calculated schedules of energy consumption and reserve of recovery of braking energy. The proposed hardware-methodical complex is a research model for the development of methods for automated data collection and processing in the formation of elements of digital mining production.

Remote communities such as oil production sites, post-disaster housing camps, and military forwardoperating bases (FOB) are often detached from established infrastructure grids, requiring a constantresupply of resources. In one instance, a 600-person FOB required 22 trucks per day to delivernecessary fuel and water and remove generated wastes. This logistical burden produces negativeenvironmental impacts and increases operational costs. To minimize these consequences,construction planners can implement sustainability measures such as renewable energy systems,improved waste management practices, and energy-efficient equipment. However, integration ofsuch upgrades can increase construction costs, presenting the need for a tool that identifies tradeoffsamong conflicting criteria. To assist planners in these efforts, this paper presents the development ofa novel remote site sustainability assessment model capable of quantifying the environmental andeconomic performance of a set of infrastructure alternatives. Through field data and literatureestimates, a hypothetical FOB is designed and evaluated to demonstrate the model’s distinctivecapability to accurately and efficiently assess construction alternatives. The proposed model willenable construction planners to maximize the sustainability of remote communities, creating sitesthat are more self-sufficient with reduced environmental impacts.Keywords: Sustainability, infrastructure, remote communities

Sand theft or illegal mining in river dredging areas has been a problem in recent decades. For this reason, increasing the use of artificial intelligence in dredging areas, building automated monitoring systems, and reducing human involvement can effectively deter crime and lighten the workload of security guards. In this investigation, a smart dredging construction site system was developed using automated techniques that were arranged to be suitable to various areas. The aim in the initial period of the smart dredging construction was to automate the audit work at the control point, which manages trucks in river dredging areas. Images of dump trucks entering the control point were captured using monitoring equipment in the construction area. The obtained images and the deep learning technique, YOLOv3, were used to detect the positions of the vehicle license plates. Framed images of the vehicle license plates were captured and were used as input in an image classification model, C-CNN-L3, to identify the number of characters on the license plate. Based on the classification results, the images of the vehicle license plates were transmitted to a text recognition model, R-CNN-L3, that corresponded to the characters of the license plate. Finally, the models of each stage were integrated into a real-time truck license plate recognition (TLPR) system; the single character recognition rate was 97.59%, the overall recognition rate was 93.73%, and the speed was 0.3271 s/image. The TLPR system reduces the labor force and time spent to identify the license plates, effectively reducing the probability of crime and increasing the transparency, automation, and efficiency of the frontline personnel’s work. The TLPR is the first step toward an automated operation to manage trucks at the control point. The subsequent and ongoing development of system functions can advance dredging operations toward the goal of being a smart construction site. By intending to facilitate an intelligent and highly efficient management system of dredging-related departments by providing a vehicle LPR system, this paper forms a contribution to the current body of knowledge in the sense that it presents an objective approach for the TLPR system.

The application of Ultra-High-Performance Concrete (UHPC) materials in rehabilitating bridges and constructing primary bridge components is increasing rapidly across the world because of their superior strength and durability characteristics when compared to regular concretes. However, there have been few new bridges constructed using UHPC materials with regular formworks, ready-mix trucks, and construction equipment. This paper presents a comprehensive report encompassing the design, construction, and performance monitoring of a new bridge constructed in Iowa using a unique UHPC technology that includes steel fibers of two different lengths embedded in the concrete. By using optimized lengths of steel fibers, both the tensile strength and the toughness were increased. The UHPC material was produced with local cement and aggregates in the US using typical ready-mix concrete equipment. This paper discusses the experience gained from the design and construction process including mix design, batching, delivery of steel fibers to the ready-mix concrete batch unit, and post-tensioning of precast slabs at the jobsite. For four years after construction, the joints of the bridge decks were monitored using strain sensors mounted on both sides of the deck joints. The strain values were quite similar between the two sides of each joint, indicating a good load transfer between precast bridge girders. A bridge was successfully constructed using a unique UHPC technology incorporating two different lengths of steel fibers and utilizing local cement and aggregates and a ready-mix truck, and has been performing satisfactorily with a good load transfer across post-tensioned precast girder joints.

The article predicted CO2 emission by a set of machines: excavator and dump trucks. The emissivity of carbon dioxide during the execution of a specific work task depends on the performance of the machines. In the first stage, work performance of excavators was projected. The following technical and organisational data having a hypothetical influence on the performance of excavators were collected: bucket capacity, type of working tool, category of land, load capacity of a mean of transport, type of access road, work experience of an operator, humidity of the soil, distance of the soil disposal, air temperature, failure frequency. The linguistic variables were coded, the data was transformed in a way that ensures that the best results were obtained. The method of multiple regression were used for forecasting. Analysis of the autocorrelation and partial autocorrelation residues and sensitivity analysis was done. MAPE errors forecasts were calculated. On the basis of a predictive model, an example of calculation of selection of machines in terms of carbon dioxide emission was made. The calculation formula to quantify the number of kilograms of carbon dioxide produced during earthworks was formulated. Analyses showed that the criterion of minimizing carbon dioxide emissions are directly proportional to the excavator’s bucket capacity and capacity of means of transport.

Energy saving technologies have recently been considered at the level of state and international policy. Various opinions on the causes of appreciation of energy resources, on depletion of natural resources, changes in climate and many other problems are coming from the expert community. Increasing tariffs and prices for the consumed energy and heat citizens can feel on themselves. The diverse opinions of representatives of all government levels, departments and organizations converge in one thing: it is necessary to reduce the energy consumption, develop energy efficiency and energy saving measures in the country which will contribute to this. The relevance of this study is based on the lack of a mechanism to meet the social, economic, aesthetic and ecological needs of a person. Nevertheless, the problems of ecology and environmental protection are still acute and urgent. Levels of water and air pollution remain high due to outdated equipment and insufficient integration of modern technologies and waste treatment facilities. Motor transport increased the pollution level of the urban airspaces. Taking into consideration the significant growth of passenger transport, the reduction of trucks in the general traffic flows does not reduce the overall air and noise pollution in the roadside territories.

The article considers the possibility of using quarry technology in the construction of a roadbed. Stable roadbed is the basis of a railway track, for its construction rocky, clay soils or sedimentary massifs are usually used. During the construction of the roadbed, heavy vehicles and special equipment (ice rinks, excavators, bulldozers, etc.) are used. Mining and road construction works, despite their diversity, consist of repeated identical operations: digging of the earth (mountain) mass, its loading and transportation, unloading into the dump or laying. For the production of these works, the same type of equipment is used: excavators, bulldozers, scrapers, graders and dump trucks. Most of the newly discovered explored deposits are located in the northern territories of Russia, so there is a high probability of launching intensive construction of railways and roads. The construction of transport high-ways is the most material-intensive area for the use of non-metallic materials and is associated with the movement of significant volumes of earth mass. In addition, the cost of performing earthworks is quite significant, so the correct choice of the method and means of mechanization of these works is a necessary condition for their successful implementation. For the construction of transport corridors under conditions of low-load soils and off-road conditions of the Arctic and northern territories of Russia, it is proposed to develop new types of vehicles based on BelAZ heavy duty quarry vehicles, which allow building embankments for roads and railways up to 10 m high (and in exceptional cases even more). When building transport highways and, if possible, preserving the environment, it is of great importance to reduce the cost of transporting earthen mass by reducing the consumption of fuel and lubricants, which account for 15-25 % of the total cost of operating powerful off-road vehicles.

Sketching in general engineering and science has been “outmanoeuvred” by computer graphics while still holding on in architectural engineering as a tool to think about spatial relationships, allowing the students to develop conceptual designs quicker than any CAD. Moreover, a recent paper reported that sketching helped students in geology develop critical thinking skills. Based on students’ feedback, it was concluded that it led to a deeper understanding of important concepts. Should it surprise us that psychological research shows that sketching facilitates inference, discovery and learning? This paper presents a model for creating and assessing assignments that uses engineering sketching to teach and learn in a second year course at UNSW, CVEN2101-Engineering Construction. The class focuses on studying key principles related to the safe and effective utilization of construction equipment such as trucks, excavators, cranes and temporary structures. Students faced the challenge to investigate how the physics and math relate to digging, lifting and the creation of large forces while keeping labourers safe. The concept of forensic engineering had to be used to study the cause of accidents. The developed model includes various measurements and proper motion paths, in an attempt to quantify the level of understanding. It is felt, that based on the findings of this study, that engineering sketching not only allows inventing new mechanisms, as Leonardo da Vinci did, but equally important, provides a valuable and reliable tool to teach and learn construction engineering.

The researched parameters of the catching device, which ensures the safe operation of equipment and working people in deep open pits, where are formed the benches by steep dipping layers. For obtaining the results, the following methods were used: analytical – in determining existing devices for the capture of rocks; geometric – in determining the direction of the flight of blocks, semigraphical – in plotting and analyzing them. The modern technological catching devices, their structure, construction are analyzed. These structures protective devices can be used in deep pits in the development of deposits. Analytical dependence of the height of the jump the block of rock after hitting about a horizontal surface is improved, which takes into account the rate of falling and the angle of rebound the block, the elasticity of the surface. Creating of catching designs which capture the blocks of rock in the falling from the upper horizons in open pits allows to operate safely the mining equipment and to save the lives of workers. Especially this is important in the development of deposits by steep dipping layers. Proposed solutions can improve the safe using of dump trucks and moving workers in the work zone in the mining ledges of height over 30 meters.

The Mandalika circuit project is a large-scale construction project built in the Mandalika Special Economic Zone (SEZ), Central Lombok, West Nusa Tenggara (NTB). The 4.31 kilometer racetrack will have 19 bends, so it requires heavy equipment to improve the quality production and increase project efficiency. The analysis conducted to obtain the hourly productivity, operating cost, income and profit of excavators, dump trucks, motor grader, vibrator roller, and water tanker used in the worksite of Mandalika circuit. The hourly productivity for structural cut with a depth of 2 to 4 meter of excavator is 17.778 m3/h and dump truck 11.755 m3/h. The excavator production for stockpiling from excavated sources is 30.521 m3/h, dump truck 13.171 m 3/h, motor graders 1839.780 m 3 /h, vibrator roller 90.414 m 3 /h and water tankers truck 71,142 m 3/h. Motor grader production for road body preparation work is 362,222 m3/h, vibrator roller 126,851 m3/h and water tanker truck 62,250 m3/h. The hourly operating cost for the excavator is Rp. 718,048,581, motor grader Rp. 670,416,081, vibrator roller Rp. 609,423,907, and water tanker truck Rp. 380,806,081. The income and profit from the use of heavy equipment are Rp. 39,488,806,755 and Rp. 3,589,981,523.05.

ObjectivesTo assess the physical strains of employees in the German offshore wind industry, according to job type and phase of the wind farm (under construction or operation).DesignWeb-based cross-sectional survey.SettingOffshore wind farm companies operating within the German exclusive economic zone.ParticipantsMale workers with regular offshore commitments and at least 28 days spent offshore in the past year (n=268).Outcome measuresPhysical strains (eg, climbing, noise, working overhead, with twisted upper body or in confined spaces, vibration, heavy lifting, humidity, odours).ResultsThe most frequently mentioned physical strain was ’climbing’ with 63.8% of the respondents reporting to be always or frequently confronted with climbing and ascending stairs during offshore work. Work as a technician was associated with a greater exposition to noise, vibrations, humidity, cold, heat, chemical substances, lifting/carrying heavy loads, transport of equipment, working in non-ergonomic positions and in cramped spaces, as well as climbing.Indeed, statistical analyses showed that, after adjusting for phase of the wind farm, age, nationality, offshore experience, work schedule and type of shift, compared with non-technicians, working as a technician was associated with more frequently lifting/carrying of heavy loads (OR 2.58, 95% CI 1.58 to 4.23), transport of equipment (OR 2.06 95% CI 1.27 to 3.33), working with a twisted upper body (OR 2.85 95% CI 1.74 to 4.69), working overhead (OR 2.77 95% CI 1.67 to 4.58) and climbing (OR 2.30 95% CI 1.40 to 3.77). Working in wind farms under construction was strongly associated with increased and decreased exposure to humidity (OR 2.32 95% CI 1.38 to 3.92) and poor air quality (OR 0.58 95% CI 0.35 to 0.95), respectively.ConclusionsWorkers on offshore wind farms constitute a heterogeneous group, including a wide variety of occupations. The degree of exposure to detrimental physical strains varies depending on the type of job. Technicians are more exposed to ergonomic challenges than other offshore workers.

Environmental and energy issues demand the construction equipment industry to develop more efficient and energy saving machines as they have done to the automotive industry in the last decade. This energy of traditional excavator is lost in the form of heat energy. Heavy earth moving equipments such as excavators, loaders and forklift trucks have unique power train mechanism, thus the focus on important issues like efficiency improvement or energy savings holds great value. Hence, the need of the hour is to develop machinery which can match the necessities and challenges of the ever evolving industry in terms of energy saving management. In this context, hybrid excavators have been ushered in currently. Here system translates the arm/boom/buck’s potential energy into electrical energy and then the electrical energy is stored in a storage device. It develops a set of energy management strategy to make the recoverable energy usage efficiently. The advancements in the field of heavy machineries holds key in future of hybrid excavators. Keywords-hybrid excavator; potential energy recovery; arm; energy saving

The article is devoted to revealing the problems of parking formation in the conditions of intensive housing construction. The article outlines the problems of formation, substantiates the need to review existing approaches to the architectural and spatial organization of parking lots in residential buildings. In the process of urbanization, the problem of efficient use of space for intensive housing and the formation of parking lots in its conditions becomes more relevant than ever. In the period of post-industrial development of the urban environment in the middle of the twentieth century. in connection with total motorization there is a need to create modern, environmentally friendly parking lots, which currently our cities are practically not equipped. Particularly acute is the issue of parking space in residential areas where there is a problem of chaotic parking due to improper organization of parking areas, which leads to a narrowing of the width of the carriageway; reducing the capacity of the road network; complicating the passage of special equipment (garbage trucks, fire trucks, ambulances, etc.). Construction of new housing in larger cities is mainly high-rise intensive construction, as the most profitable option for developers, who in turn pay little attention to the organization of parking lots. At present, cars are stored in the most inappropriate places: on sidewalks, lawns and even on playgrounds. Spontaneous parking in residential areas of cities leads to a sharp decrease in sanitary and hygienic indicators of the urban environment and to a negative impact on the health of citizens. The emergence of a large number of unorganized parking lots in residential areas leads to the degradation and destruction of landscape components of the urban environment, the territory of which is "captured" by car storage spaces. Given that despite the annual increase in the number of cars, our country still lags far behind more developed countries in this regard, the existing level of motorization turns urban housing into unorganized parking lots, which indicates the unresolved issue, as in theoretical , and in practical terms. The formation of comfortable and safe living conditions in the living environment is one of the priorities of urban planning, so the architects faced the task of solving the problem of forming parking lots in the existing intensive housing and developing new architectural and planning solutions for residential complexes with parking lots to build residential buildings. cramped areas with sufficient parking spaces.

The exporters of Indonesian and Thailand tire products have the same capability in price mark-ups in the Malaysian market. The price mark-up capability of tire exporters from Indonesia, Thailand and China is greater than the domestic tire industry in the Philippines. However, China has a greater share of tire exports in the Malaysian and Philippine markets and is likely related to China's ability to be able to increase the export composition of various types of tires. Indonesia needs to encourage the domestic tire industry to increase the production capacity of various types of tires through investment and relocation of the tire industry to Indonesia amid the downward trend in China's manufacturing industry. Need to develop tire products for the types of trucks, buses, tractors and heavy equipment that are often used in the construction, agriculture, mining and cargo transportation ports to enlarge market share in Malaysia and the Philippines because Indonesia has competitiveness from the aspect of raw materials. The potential export of various types of tires in the two export destination countries is a challenge to increase the number of exports of Indonesian tire products.

The logistics facility location is always involved with great deals of investment. Its construction and operation also bring out a huge amount of the greenhouse gas (GHG) emission due to the consumption of building materials, energy, the running of trucks, and other logistics equipment. Particularly, trucking activities in the urban logistics networks (ULN) are a major source of GHG. This paper aims to formulate an eco-facility location model to minimize both the total cost of ULN construction and operation and the GHG emissions of truck trips. Based on the mathematical relations of GHG emissions rates and several macroscopic factors, which we obtained by multivariate regression analysis on a large set of empirical trucking data in our previous research, the data-driven emissions rates estimation function is acquired. Then, we link the estimation function of each trip purpose by various kinds of logistics facilities through a qualitative analysis. The eco-facility location problem is modeled by integrating the pure facility location model and the GHG emissions function. The problem is first converted to a biobjective mixed-integer program, and the Particle Swarm Optimization algorithm is applied to solve the model. Through experiments with real case, the effectiveness of the models and algorithms is verified. The eco-facility location model for ULN tends to obtain the environment-friendly location decision. Our analytical results also verify the hypothesis that locations of facility do impact the relevant truck-related GHG emissions, especially to transfer transport, as well as inbound and outbound freight.

The article deals with comparison of modes of transportation concerning oversized and heavylift cargo carriage. The peculiarities of each mode of transport directed to determine the rational spheres of its use, but at the same time the development of the geography of maritime trade and intercontinental mainline freight flows has had a significant impact on the increase in the volume of transportation of industrial cargoes, raw materials and high-tech equipment and served as an impetus for the realization of the competitive advantages of the water transport over the other modes of transportation. Assistance in the development of external economic relations and provision of international trade relations as priority components in the list of advantages of which marine transport has in the world economy. Therefore, it becomes obvious that one of the most difficult types of transportation is the carriage of oversized and heavylift cargoes. It is reasonable to note that this concept has differences depending on the type of transport used. There are also various rules of transportation by rail, sea, air and road. Advantages and disadvantages of the implementation of the transportation process of oversized cargo using a particular mode of transport are not very apparent and depend primarily on factors such as indication of dimensions, information on weight, type of cargo, route requirements and time required for transportation, volume of transportation, specific conditions and requirements for carriage. Oversized cargoes in their turn include the cargo units of construction vehicles (excavators, bulldozers, graders, trucks), drilling rigs, earthmoving machines, various machinery and mechanisms for mining industry, steel structures and bridge supports, wind generators, transformers, as well as extra-length equipment, parts and components of plants. Keywords: Oversized and heavylift cargo transportation, water transport, mode of transportation

The Ibis Raden Saleh Hotel's construction project by PT Andal requires the use of heavy equipment as a supporting factor for development. Heavy equipment reviewed in this study are excavators, dump trucks, and tower cranes. The research carried out wants to consider investment or heavy equipment rental whether it is feasible or not feasible as a decision making. This study's data collection method is the interview method as primary data and documentation as secondary data. Methods of data analysis using financial analysis, namely NPV (Net Present Value), IRR (Internal Rate of Return), BCR (Benefit Cost Ratio), and PBP (Payback Period). From the calculation results, the NPV value of investment is - IDR 12,216,701,317.38 and the NPV value for rent is IDR 16,083,224,759.60. The IRR value for investment is 0% and the IRR value for rent is 22.28%. The BCR value for investment is 0.62 and the BCR value for lease is 4.81. The PBP value for investment cannot yet be assessed and the PBP value for the lease is 5.0596 months. From this research, it can be concluded that a feasible activity is heavy equipment rental. ABSTRAKProyek konstruksi Hotel Ibis Raden Saleh oleh PT Andal membutuhkan pemakaian alat berat sebagai salah satu faktor penunjang pembangunan. Alat berat yang ditinjau pada penelitian ini adalah excavator, dump truck, dan tower crane. Penelitian dilakukan untuk mempertimbangkan pemilihan antara investasi atau sewa alat berat menguntungkan atau tidak menguntungkan untuk dilakukan sebagai pengambilan keputusan. Metode pengumpulan data yang digunakan pada penelitian ini adalah metode wawancara sebagai data primer dan dokumentasi sebagai data sekunder. Metode analisis data menggunakan studi analisis finansial yaitu NPV (Net Present Value), IRR (Internal Rate of Return), BCR (Benefit Cost Ratio), dan PBP (Payback Period). Berdasarkan hasil perhitungan didapatkan nilai NPV untuk investasi sebesar – Rp 12,216,701,317.38 (NPV < 0) dan nilai NPV untuk sewa sebesar Rp 16,083,224,759.60 (NPV > 0). Besaran nilai IRR untuk investasi sebesar 0% (IRR < MARR) dan nilai IRR untuk sewa sebesar 22.28%. (IRR > MARR). Besaran nilai BCR untuk investasi sebesar 0.62 (BCR< 1) dan besaran nilai BCR untuk sewa sebesar 4.81 (BCR > 1). Besaran nilai PBP untuk investasi belum dapat dinilai (PBP > umur proyek) dan besaran nilai PBP untuk sewa adalah 5.0596 bulan (PBP < umur proyek). Berdasarkan penelitian, dapat disimpulkan kegiatan yang menguntungkan dilakukan adalah sewa alat berat.

The use of bottom ash in road construction as an aggregate for both roadway surfaces and base courses has been limited because of its absorbency and friability. The former tends to increase asphalt binder demand, and the latter adversely affects its ability to withstand the crushing effects of traffic loads. Nevertheless, bottom ash is lighter in weight and generally much cheaper than conventional quality aggregates such as crushed limestone, sand, and gravel. Research was undertaken to upgrade the load-bearing characteristics of bottom ash and maximize its use in asphaltic concrete mixtures through sulfur modification. The process essentially coats the ash with liquid sulfur, which, upon cooling, fills the voids on the surface of the particles while increasing their crushing resistance. The results of laboratory investigations indicate that asphaltic concrete mixture designs in which bottom ash represents 50 to 100 percent of the aggregate fraction can be achieved. Sulfur-modified bottom ash (SMBA) mixtures compare favorably with typical Texas Department of Transportation surface course mixtures in terms of strength, durability, and asphalt demand. Results of a field demonstration project in which SMBA was incorporated into hot-mix asphalt concrete are presented. An asphalt batch plant was successfully used to incorporate the sulfur into the bottom ash and produce the hotmix asphalt concrete. The mixture was successfully placed as a 50-mm (2-in.) overlay on an existing asphalt surface at the entry to the asphalt plant facility, and adequate density was achieved with standard compaction equipment. The SMBA hot-mix overlay is currently under traffic by heavy haul trucks entering the plant facility, and early indications of performance are good.

In this work, vibrations were investigated during loading and unloading operations of mobile agricultural machines, which are considered to be one of the most labor-intensive components of the transport process. Therefore, idle machines during carrying out operations and in anticipation of them remain quite significant, which is due to the insufficient level of mechanization of loading and unloading of cargoes on transport, with a fuzzy coordination of actions of different organizations in the overloading of loads at transport nodes and for some other reasons. The main means of mechanization are stationary and gantry cranes for containers, heavy loads and large packages, as well as means of mechanization on the railway or on the chassis of a standard mobile car or special chassis. In our opinion, the use of hydraulic impulse actuators in the production of vibration and vibration shock unloading devices is promising, due to the simplicity of construction, compactness, high energy intensity, a wide range of regulation of operating parameters and the ability to work in automated mode. In particular, a promising area is the creation of removable attachments with hydro-impulse drive for dump trucks, onboard vehicles, tractor trailers and other vehicles. For intensification of processes of unloading of a body of a trailer-dump truck of tractors the hydraulic vibrating shock device is developed. It accelerates the unloading and cleaning of the body of agricultural products. Reduced costs and reduced oversized idle tractors with unloading trailers. Therefore, the development of vibration and vibration impact equipment for use in loading and unloading operations on mobile agricultural machines and in general on transport is an urgent task.

During the first decade of Diesel particle filter development and deployment in cars, trucks, buses and underground sites, DPF regeneration methods were engineered to be compatible with the then prevalent high sulfur content in the fuel > 2000 ppm. The mainly used methods were burners, electrical heaters, replaceable filters and non-precious metal fuel additives. Low sulfur Diesel fuel became only available from 1996 in Sweden, 1998 in Switzerland, and after 2000 everywhere in Europe. Thus, the deployment of precious metal catalytic converters was feasible both as original equipment and retrofitting of in-use engines. The so-called CRT particle filters using PGM-catalysis for providing NO2 for low temperature regeneration became very successful wherever ULSD was available. However, in many applications, e.g. off-road and in the construction industry, Diesel engines continued to run on high sulfur fuel and in many emerging countries, even on-road Diesel fuel still contains between 1000 and 2000 ppm sulfur. These countries suffer very much from air pollution through increasing Diesel particle emissions and the high impact of black carbon particles on human health as well as on the global warming is worrying. Hence, the necessity for modern particle filters which are compatible with high sulfur content of the fuel. In the context of Chinese megalopolis, this paper reports investigation of a fuel which is typical for China (containing > 1000 ppm sulfur) and compares results with European standard Diesel fuel. The test objects were two modern SiC particle filters, which were regenerated using different iron-based FBC. The combustion attributes of the soot were investigated by TGA and their EC/OC composition was examined. The results indicate that at the given test conditions the fuel sulfur does not significantly change the filters’ physical and chemical properties. Neither the filter particle loading process nor the filter regeneration is noticeably different for the high sulfur test fuel compared to the ultra-low sulfur European fuel. Therefore VERT-verified iron-based FBC-type DPF can be used in countries where ULSD is not yet available.

Abstract. The purpose of the paper is to study the basis of state policy in the field of sanitation of the territory of the settlement, especially under decentralization of management. The survey is based on the analysis of the development of the legal framework of Ukraine, CIS countries and European countries on household waste management, and study of statistical information on the current stage of waste management with further identification of the current problems which Ukraine faces in this field, and providing practical recommendations taking into account the decentralization process which is currently taking place and as well as foreign experience. It is found that the need for separate collection of household waste has become essential in the field of environmental protection. However, due to inadequate system of solid household waste management in settlements, usually in the private sector, 26.9 thousand unauthorized landfills are detected annually. The solution to this problem is to cultivate the culture of the population and raise their motivation to sort waste. Besides, one of the reasons for such a phenomenon is the absence of a legal mechanism of utilization of waste in the rural area. It has been established that in order to increase the efficiency of administrative management of social development on the corresponding territory the decentralization of management has been chosen as priority. It has resulted in the possibility of the community’s cooperation which has a number of advantages for settlements improvement, in particular for sanitation of the territories. In order to solve the problem of reducing the unauthorized landfills in the private sector of the rural area the implementation of measures aimed at development of the culture of the population and raising their motivation to sort waste has been proposed. In order to increase the motivation of taxpayers for the rational management of waste, it is proposed to apply tax incentives, in particular, income tax and value added tax for companies that: carry out operations to supply equipment intended for use in the manufacture of waste products; promote investment in the manufacture of containers, garbage trucks and the construction of waste sorting plants. Keywords: marketing research, sanitary clearing of the territory, settlements, domestic waste, improvement of settlements. JEL Classification M31, R11 Formulas: 0; fig.: 1; table: 2; bibl.: 23.

ABSTRAK Hasil ekstraksi ore menjadi emas pada kegiatan pengolahan emas PT.Antam Tbk. - UBPE Pongkor, menghasilkan limbah hasil olahan berupa tailing yang dibuang ke TSF dalam bentuk slurry (20%solid) kemudian diendapkan di beberapa kompartemen tampungan sebelum masuk ke Instalasi Pengolahan Air Limbah (IPAL). Tailing yang mengendap kemudian dikeruk dengan alat berat menuju area penimbusan akhir dengan kondisi Tailing 60% solid. Semakin banyak tailing yang dihasilkan, maka semakin banyak juga upaya yang harus dilakukan untuk menyediakan tampungan tailing. Secara visual, tailing kering berbentuk seperti pasir, yang saat dalam kondisi padat memiliki daya dukung yang sangat baik untuk menahan beban diatasnya. Hal tersebut dibuktikan adanya dump truck dengan beban puluhan ton melintas diatas tailing kering padat sebagai pijakan tumpuannya tanpa mengalami failure. Dari kasus tersebut tailing kering dapat memungkinkan untuk dimanfaatkan sebagai material konstruksi tanggul, mengingat kemampuan daya dukungnya yang cukup baik saat dalam kondisi kering padat. Sehingga perlu dilakukan pengujian properties material tailing meliputi nilai kepadatan maksimumnya (ɣd), berat jenis (BJ), nilai sudut geser dalam (ϕ), dan nilai kohesi (c).Pengujian properties material tailing dilakukan dengan mengambil sampel terganggu (disturb) pada tailing dalam kondisi kering (±75%solid). Kemudian membuat sample remoulded dari tailing kering dan diperoleh nilai kepadatan tanah maksimumnya. Dari nilai kepadatan maksimum tersebut, dilakukan pengujian geser langsung untuk mengetahui nilai sudut geser dalam dan nilai kohesinya. Selain itu juga dilakukan uji piknometer untuk menghitung densitas tailing. Dari hasil parameter pengujian tersebut, kemudian dibandingkan dengan parameter timbunan tanah merah yang biasa digunakan sebagai material konstruksi tanggul dam dengan tujuan mensubstitusi material tanah merah dengan tailing. Hasil penelitian menunjukkan bahwa kepadatan maksimum tailing mencapai angka 1.65 gr/cm3, dengan kadar air optimum 15.2%, kohesi 10kPa, sudut geser internal 41o dan koefisien permeabilitas 2.19x10-4cm/dt. Jika dibandingkan dengan properties material tanah merah yang biasa digunakan, memiliki kepadatan maksimum sebesar 1.68gr/cm3, Kohesi 11.5kPa, Sudut geser internal 29o, dan koefisien permeabilitas sebesar 7.7 x 10-6cm/dt yang berarti nilai properties material tailing dan tanah relatif tidak berbeda jauh sehingga dapat dilakukan rekayasa engineering untuk memanfaatkan material tailing sebagai material konstruksi atau sebagai material stabilitas tanggul yang ada di area TSF. Kata Kunci : Tailing, pemanfaatan limbah, material konstruksi ABSTRACT Ore extraction into gold at the gold processing activities of PT.Antam Tbk. - UBPE Pongkor, produces processed waste in the form of tailings which is discharged into TSF in the form of slurry (20% solid) and then deposited in several storage compartments before entering the WastewaterTreatment Plant (IPAL). The deposited tailings are dredged with heavy equipment to the final landfill area with the condition of the tailings 60% solid. The more tailing produced, the more effort must be made to provide tailings storage. Visually, the dry tailings are shaped like sand, when it dense conditions has a very good capacity to distributing load. This case proof by the existence of dump trucks with tens of tons of load passing over the solid dry tailings as a foothold without failure. From these cases, dry tailings can be used as material for embankment construction, given their relatively good carrying capacity when in dense dry conditions. So that it is necessary to test the material properties of the tailings including its maximum density value (ɣd), specific gravity (BJ), deep shear angle value (ϕ), and cohesion value (c). Testing the material properties of tailings is done by taking disturbed samples of the tailings in dry conditions (±75% solid). Then make a remoulded sample from dry tailings and get the maximum soil density value. From the maximum density value, then direct shear testing is performed to determine the value of the deep shear angle and its cohesion value. A pycnometer test was also conducted to calculate the tailing density. From the results of the test parameters, then compared with the parameters of the red soil heap which is commonly used as a dam construction material with the aim of substituting red soil material with tailings. The results showed that the maximum density of tailings reached 1.65 gr / cm3, with an optimum moisture content of 15.2%, cohesion of 10kPa, internal shear angle of 41o and permeability coefficient of 2.19x10-4cm / s. When compared with the properties of the commonly used red soil material, it has a maximum density of 1.68gr / cm3, Cohesion of 11.5kPa, an internal shear angle of 29o, and a permeability coefficient of 7.7 x 10-6cm / second which means the value of the material properties of the tailings and the soil is relatively not differ greatly so that engineering design can be carried out to utilize tailings as construction material or as a dike stability material in the TSF area. Keywords : Tailing, Tailing Utilization, Construction Material

Sayres, Brianna K. Where Do Diggers Sleep at Night? Illus. Christian Slade. New York: Random House, 2012. Print.If the title Where Do Diggers Sleep at Night? seems a tad familiar, well, it probably is. In the same vein as the ultra-popular Good Night, Good Night, Construction Site, Diggers presents the sweet nighttime rituals of diggers, trucks and other heavy machinery. At first I thought this was a simple effort to take advantage of a similar, bestselling title however Sayres’ work does indeed hold its own.In this picture book aimed at ages 3-6, first time picture book author Sayres gives young heavy equipment aficionados a delightful take on the bedtime story. In rhyming couplets and often in a humorous manner, all sorts of trucks, cranes and tractors get ready for rest under the watchful headlamps of their caregivers: “Where do garbage trucks sleep / when they’re done collecting trash? / Do their dads sniff their load and say, / ‘Pee-yew—time to take a bath’?” Sure to get the young ones giggling.The sleepy-eyed dozers and tow trucks eventually give way to an equally sleepy young boy in his cozy bed, with a reminder that the trucks will be waiting for him when he wakes. Save for one naughty truck, winking, under the bed (my five-year-old happily pointed this out).Though the illustrations by former Disney animator Christian Slade are rather cartoon-like and not realistic, they match the text well, are in soothing nighttime colours and allow for the trucks to have droopy eyes and smiling faces. Read in a lyrical fashion, or even as a song, this would be a nice end to any wee truck lover’s day. This would make a nice addition to any public library or as a gift.Reviewer: Debbie Feisst Recommended: 3 stars out of 4Debbie is a Public Services Librarian at the H.T. Coutts Education Library at the University of Alberta. When not renovating, she enjoys travel, fitness and young adult fiction.

Technological advances provide opportunities for construction workers to use heavy equipment as a substitute for manual equipment. Heavy equipment can be a solution to increase the efficiency and effectiveness of work implementation, which can be seen in the cost calculation or unit price.It can be seen that alternative 3 uses 2 units of Kobelco PC-200 excavators, 4 units of 5 m3 dump trucks, these alternatives have the smallest time difference to the original conditions in the field. Therefore, it is very time efficient and fast to process and costs slightly increases and results in fast and efficient workmanship. It can be seen for the difference in costs of - 28,905,973 (- 26%) and the difference in total working time of -25 hours (- 40%). Referring to the description of the calculation of the comparison between the original conditions in the field with alternative calculations, if a minus (-) result is obtained then the work is faster. So it can be recommended to use alternative 3 to carry out soil removal work in the Wastewater Treatment Plant project. Palembang, South Sumatra.

The Street-Race Circuit is being built in the Mandalika Tourism Special Economic Zone (KEK), Central Lombok, West Nusa Tenggara. The construction is targeted to be completed, before the MotoGP event on this circuit is implemented in 2021. One of the infrastructure related to this, which also really needs to be built to support the smooth running of the 2021 MotoGP is the development of access to the circuit location. The analysis carried out includes the calculation of heavy equipment productivity. Heavy equipment productivity is determined based on cycle times, production per hour, number of heavy equipment used, the amount of operating costs per hour. The analysis was carried out for the road surface layer work, namely the Asphalt Concrete Base Course (AC-BC) work. Based on the results of the analysis, it was found that the production for 1 unit of asphalt mixing plant (AMP) was 49.80 tons/hour and 9 units of dump trucks were 2.34 tons/hour. The spreader using the asphalt finisher can spread 109.18 tons/hour. As for the compactor, which is 18.55 tons/hour for 2 units of tandem rollers and 27.47 tons/hour for 1 unit of pneumatic tire roller. Other equipment is 9.96 m2/hour for air compressor and 2.74 liter/hour for asphalt sprayer. Meanwhile, in the Asphalt Concrete Wearing Course (AC-WC) work, several tools have the same productivity as the AC-BC job, namely asphalt mixing plant, air compressor and asphalt sprayer. Meanwhile, 13 units of Dump Trucks amounted to 2,338 tons/hour, 1 unit of asphalt finisher of 72,787 tons/hour, 3 units of tandem rollers of 12,367 tons/hour, and 1 unit of pneumatic tire roller of 18.31 tons/hour. The total cost of using heavy equipment for road surface layer work is Rp. 4,967,657,344. The total cost based on the contract document is Rp. 5,042,082,622. So that there is a difference in costs of Rp. 74,425,278.

The use of heavy equipment in the construction field is very helpful in the process of a project. Heavy equipment operators exposed to the Whole Body Vibration due to a machine that can be transmitted through a seat or on the floor. These vibrations at certain intensities can lead to Musculoskeletal Disorder. This study aimed to analyze the relationship of Whole Body Vibration with the occurrence of Musculoskeletal Disorder complaints on Heavy Equipment Operators. Methods this study used cross sectional design, with a measuring instrument in the form of an accelerometer type 100A svantek and a Nordic Body Map questionnaire. The research sample was 45 operators with heavy equipment consisting of excavators, bulldozers, motorgrade, vibro compactors and dump trucks. WBV data retrieval is done when the operator works,, the tool is placed in the seat where the operator sits. Results of the study can be obtained through exposure to WBV based on ISO 2631: 1 15 heavy equipment operators (33.3%) were in the low WBV exposure category, while 30 operators (66.6%) in the Moderate and High category. Parts of the body which can be categorized as belonging to Work-related is part of Lower Back 99.35% (P Value 0.043; NK_R2 0.304) with BMI (OR 0.925) as the confounding variable. It can be concluded that the complaints Musculoskeletal Disorder (MSDs) in the Lower back may come from the presence of vibration exposure Whole Body Vibration generated from his job as a heavy equipment operator. Advised the company's management can reduce complaint rates by reducing operator exposure received.Keywords: Secondary metabolites, Trichoderma harzianum, Colletotrichum capsici, tannin

The objective of this article is to provide better insight into the expected braking behavior of modern trucking equipment. More specifically, data and software prepared by NHTSA researchers are presented. Among the factors in NHTSAs continuing investigations are the timing of air brake actuators and the expected braking forces developed by various actuator configurations. Study of this material furnishes realistic characteristics of vehicle braking-effort vs. time that will be helpful in forensic engineering studies involving large modern trucks.

This case study reviews the hazards involved with the work procedures and work environment combined with large mobile equipment associated with a landfill operation. An active landfill is a very busy work environment. There typically is a constant stream of municipal solid waste (MSW) trucks of various sizes and dimensions approaching and dropping their waste load onto the landfill active work area, which is referred to as the landfill face or tipping area. In addition to the MSW delivery truck traffic, the active face in this case study was being traversed back and forth by two large industrial vehicles: a bulldozer (or “dozer”) and a steel-wheeled compactor vehicle. The injured party, who was just transferred to the job of “waste spotter,” or just spotter, had the responsibility of directing the incoming stream of MSW trucks as to where to dump their loads while also directing (and avoiding) the tracked loader and the steel-wheeled compactor vehicle as they operated on the landfill active face. Additionally, due to the dumped MSW, the active landfill face topography is constantly changing, and the pedestrian spotter therefore must constantly be moving on the active face to avoid being struck by the vehicular traffic. The bulldozer manufacturer acknowledged that the loader travels in reverse approximately 50 percent of its operating time on the landfill space. Hence, any static visibility impairments were further compounded when the dozer traveled in reverse over changing topography. Other issues that negatively affected the landfill face hazardous environment were a lack of any safety procedures for the landfill operations and a lack of hazard training and instructions provided to the waste spotter working the landfill face.

Although asphalt pavements are the most common pavement type worldwide, there is no accepted heating solution for this infrastructure class for melting snow and preventing ice formation at the ride-surface. This study was concerned with utilizing electric ribbon technology as a suitable heating solution. A method was proposed to introduce ribbon heaters into the typical paving process in a practical manner, causing minimal disruption to the normal paving operations, that is potentially expandable to large areas. The advocated idea was to deploy ribbons after an asphalt concrete (AC) lift has been paved and compacted, and before paving and compacting the next AC lift(s). In this context, a special grooving machine was envisioned to make shallow channels in the AC for cradling each ribbon. Thus, the system survivability is guaranteed, with all ribbons protected against the maneuvering of trucks, paving equipment, and heavy rollers. Subsequently, the method was demonstrated through the full-scale construction of a heated road that included installing ribbons in-between AC lifts. For this purpose, the protective ribbon channels were grooved with a customized milling machine. The entire construction process was described in detail, and some initial findings from activating the system were also included. An overall system survivability of 97% was achieved, and the installation concept appears practical and up-scalable.

In 2004, a report issued by the National Institute of Occupational Health and Safety (NIOSH) evaluated a fatal stand-up forklift accident where a warehouse forklift operator was crushed against a rack beam after it intruded into the operator’s compartment. One of the recommendations of the report was that “Manufacturers of stand-up reach forklifts should include vertical framing or posts at the rear corners of their machines, from the operator’s console to the overhead guard, to protect the operator from horizontal components entering the operator’s station 1.” Other published studies have also recognized the risk associated with the hazard of a horizontal rack beam entering the operator’s compartment of a stand-up forklift. It has been previously reported that there have been at least 250 incidences of horizontal intrusion as of June 2008 2. The ANSI B56.1 “Safety Standard for Low Lift and High Lift Trucks” has recognized such guarding as permissible since 1993, and almost all stand-up forklift manufacturers have made such guarding standard equipment. The evaluation that is the subject of this paper is related to the fatal horizontal intrusion incident involving a stand-up lift truck (forklift) operated by a 44-year-old male.

The constant transit of trucks with large loads or too heavy vehicles circulating on the roadways of the national territory, causes premature deterioration of the asphalted freeways and roads, which keep country connected. All of this, in addition to the damage caused by the climatic conditions of the area or region where such communication roads are built. This work is focused on the design and construction a system capable of calculating and estimating the deterioration suffered on a road, avenue, street or road that are built with asphalted surfaces, which require periodic maintenance and occasionally their physical condition needs to be known in a quantitative manner. This equipment makes the measurements by means of a sensor that measures the flight time of the light (laser), as a mobile moves at constant speed on the study surface, opposite to the estimation with commercial equipments that require a mechanical or physical measurement by using the technique of half-car attached to a vehicle or the expensive optics profilers. The contribution of this project consists in the design of the electronic stage for data acquisition and the use of an economical but effective optical sensor, which is employed to calculate the roughness index with great precision, without the need for a mechanical device that has physical contact on the surface. With the methodology involving the equations of design, form of operation and validation.

By the time you read this, it will be wrong. Things seemed to be moving so fast in these first days after airplanes crashed into the World Trade Center, the Pentagon, and the Pennsylvania earth. Each certainty is as carelessly dropped as it was once carelessly assumed. The sounds of lower Manhattan that used to serve as white noise for residents—sirens, screeches, screams—are no longer signs without a referent. Instead, they make folks stare and stop, hurry and hustle, wondering whether the noises we know so well are in fact, this time, coefficients of a new reality. At the time of writing, the events themselves are also signs without referents—there has been no direct claim of responsibility, and little proof offered by accusers since the 11th. But it has been assumed that there is a link to US foreign policy, its military and economic presence in the Arab world, and opposition to it that seeks revenge. In the intervening weeks the US media and the war planners have supplied their own narrow frameworks, making New York’s “ground zero” into the starting point for a new escalation of global violence. We want to write here about the combination of sources and sensations that came that day, and the jumble of knowledges and emotions that filled our minds. Working late the night before, Toby was awoken in the morning by one of the planes right overhead. That happens sometimes. I have long expected a crash when I’ve heard the roar of jet engines so close—but I didn’t this time. Often when that sound hits me, I get up and go for a run down by the water, just near Wall Street. Something kept me back that day. Instead, I headed for my laptop. Because I cannot rely on local media to tell me very much about the role of the US in world affairs, I was reading the British newspaper The Guardian on-line when it flashed a two-line report about the planes. I looked up at the calendar above my desk to see whether it was April 1st. Truly. Then I got off-line and turned on the TV to watch CNN. That second, the phone rang. My quasi-ex-girlfriend I’m still in love with called from the mid-West. She was due to leave that day for the Bay Area. Was I alright? We spoke for a bit. She said my cell phone was out, and indeed it was for the remainder of the day. As I hung up from her, my friend Ana rang, tearful and concerned. Her husband, Patrick, had left an hour before for work in New Jersey, and it seemed like a dangerous separation. All separations were potentially fatal that day. You wanted to know where everyone was, every minute. She told me she had been trying to contact Palestinian friends who worked and attended school near the event—their ethnic, religious, and national backgrounds made for real poignancy, as we both thought of the prejudice they would (probably) face, regardless of the eventual who/what/when/where/how of these events. We agreed to meet at Bruno’s, a bakery on La Guardia Place. For some reason I really took my time, though, before getting to Ana. I shampooed and shaved under the shower. This was a horror, and I needed to look my best, even as men and women were losing and risking their lives. I can only interpret what I did as an attempt to impose normalcy and control on the situation, on my environment. When I finally made it down there, she’d located our friends. They were safe. We stood in the street and watched the Towers. Horrified by the sight of human beings tumbling to their deaths, we turned to buy a tea/coffee—again some ludicrous normalization—but were drawn back by chilling screams from the street. Racing outside, we saw the second Tower collapse, and clutched at each other. People were streaming towards us from further downtown. We decided to be with our Palestinian friends in their apartment. When we arrived, we learnt that Mark had been four minutes away from the WTC when the first plane hit. I tried to call my daughter in London and my father in Canberra, but to no avail. I rang the mid-West, and asked my maybe-former novia to call England and Australia to report in on me. Our friend Jenine got through to relatives on the West Bank. Israeli tanks had commenced a bombardment there, right after the planes had struck New York. Family members spoke to her from under the kitchen table, where they were taking refuge from the shelling of their house. Then we gave ourselves over to television, like so many others around the world, even though these events were happening only a mile away. We wanted to hear official word, but there was just a huge absence—Bush was busy learning to read in Florida, then leading from the front in Louisiana and Nebraska. As the day wore on, we split up and regrouped, meeting folks. One guy was in the subway when smoke filled the car. Noone could breathe properly, people were screaming, and his only thought was for his dog DeNiro back in Brooklyn. From the panic of the train, he managed to call his mom on a cell to ask her to feed “DeNiro” that night, because it looked like he wouldn’t get home. A pregnant woman feared for her unborn as she fled the blasts, pushing the stroller with her baby in it as she did so. Away from these heart-rending tales from strangers, there was the fear: good grief, what horrible price would the US Government extract for this, and who would be the overt and covert agents and targets of that suffering? What blood-lust would this generate? What would be the pattern of retaliation and counter-retaliation? What would become of civil rights and cultural inclusiveness? So a jumble of emotions came forward, I assume in all of us. Anger was not there for me, just intense sorrow, shock, and fear, and the desire for intimacy. Network television appeared to offer me that, but in an ultimately unsatisfactory way. For I think I saw the end-result of reality TV that day. I have since decided to call this ‘emotionalization’—network TV’s tendency to substitute analysis of US politics and economics with a stress on feelings. Of course, powerful emotions have been engaged by this horror, and there is value in addressing that fact and letting out the pain. I certainly needed to do so. But on that day and subsequent ones, I looked to the networks, traditional sources of current-affairs knowledge, for just that—informed, multi-perspectival journalism that would allow me to make sense of my feelings, and come to a just and reasoned decision about how the US should respond. I waited in vain. No such commentary came forward. Just a lot of asinine inquiries from reporters that were identical to those they pose to basketballers after a game: Question—‘How do you feel now?’ Answer—‘God was with me today.’ For the networks were insistent on asking everyone in sight how they felt about the end of las torres gemelas. In this case, we heard the feelings of survivors, firefighters, viewers, media mavens, Republican and Democrat hacks, and vacuous Beltway state-of-the-nation pundits. But learning of the military-political economy, global inequality, and ideologies and organizations that made for our grief and loss—for that, there was no space. TV had forgotten how to do it. My principal feeling soon became one of frustration. So I headed back to where I began the day—The Guardian web site, where I was given insightful analysis of the messy factors of history, religion, economics, and politics that had created this situation. As I dealt with the tragedy of folks whose lives had been so cruelly lost, I pondered what it would take for this to stop. Or whether this was just the beginning. I knew one thing—the answers wouldn’t come from mainstream US television, no matter how full of feelings it was. And that made Toby anxious. And afraid. He still is. And so the dreams come. In one, I am suddenly furloughed from my job with an orchestra, as audience numbers tumble. I make my evening-wear way to my locker along with the other players, emptying it of bubble gum and instrument. The next night, I see a gigantic, fifty-feet high wave heading for the city beach where I’ve come to swim. Somehow I am sheltered behind a huge wall, as all the people around me die. Dripping, I turn to find myself in a media-stereotype “crack house” of the early ’90s—desperate-looking black men, endless doorways, sudden police arrival, and my earnest search for a passport that will explain away my presence. I awake in horror, to the realization that the passport was already open and stamped—racialization at work for Toby, every day and in every way, as a white man in New York City. Ana’s husband, Patrick, was at work ten miles from Manhattan when “it” happened. In the hallway, I overheard some talk about two planes crashing, but went to teach anyway in my usual morning stupor. This was just the usual chatter of disaster junkies. I didn’t hear the words, “World Trade Center” until ten thirty, at the end of the class at the college I teach at in New Jersey, across the Hudson river. A friend and colleague walked in and told me the news of the attack, to which I replied “You must be fucking joking.” He was a little offended. Students were milling haphazardly on the campus in the late summer weather, some looking panicked like me. My first thought was of some general failure of the air-traffic control system. There must be planes falling out of the sky all over the country. Then the height of the towers: how far towards our apartment in Greenwich Village would the towers fall? Neither of us worked in the financial district a mile downtown, but was Ana safe? Where on the college campus could I see what was happening? I recognized the same physical sensation I had felt the morning after Hurricane Andrew in Miami seeing at a distance the wreckage of our shattered apartment across a suburban golf course strewn with debris and flattened power lines. Now I was trapped in the suburbs again at an unbridgeable distance from my wife and friends who were witnessing the attacks first hand. Were they safe? What on earth was going on? This feeling of being cut off, my path to the familiar places of home blocked, remained for weeks my dominant experience of the disaster. In my office, phone calls to the city didn’t work. There were six voice-mail messages from my teenaged brother Alex in small-town England giving a running commentary on the attack and its aftermath that he was witnessing live on television while I dutifully taught my writing class. “Hello, Patrick, where are you? Oh my god, another plane just hit the towers. Where are you?” The web was choked: no access to newspapers online. Email worked, but no one was wasting time writing. My office window looked out over a soccer field to the still woodlands of western New Jersey: behind me to the east the disaster must be unfolding. Finally I found a website with a live stream from ABC television, which I watched flickering and stilted on the tiny screen. It had all already happened: both towers already collapsed, the Pentagon attacked, another plane shot down over Pennsylvania, unconfirmed reports said, there were other hijacked aircraft still out there unaccounted for. Manhattan was sealed off. George Washington Bridge, Lincoln and Holland tunnels, all the bridges and tunnels from New Jersey I used to mock shut down. Police actions sealed off the highways into “the city.” The city I liked to think of as the capital of the world was cut off completely from the outside, suddenly vulnerable and under siege. There was no way to get home. The phone rang abruptly and Alex, three thousand miles away, told me he had spoken to Ana earlier and she was safe. After a dozen tries, I managed to get through and spoke to her, learning that she and Toby had seen people jumping and then the second tower fall. Other friends had been even closer. Everyone was safe, we thought. I sat for another couple of hours in my office uselessly. The news was incoherent, stories contradictory, loops of the planes hitting the towers only just ready for recycling. The attacks were already being transformed into “the World Trade Center Disaster,” not yet the ahistorical singularity of the emergency “nine one one.” Stranded, I had to spend the night in New Jersey at my boss’s house, reminded again of the boundless generosity of Americans to relative strangers. In an effort to protect his young son from the as yet unfiltered images saturating cable and Internet, my friend’s TV set was turned off and we did our best to reassure. We listened surreptitiously to news bulletins on AM radio, hoping that the roads would open. Walking the dog with my friend’s wife and son we crossed a park on the ridge on which Upper Montclair sits. Ten miles away a huge column of smoke was rising from lower Manhattan, where the stunning absence of the towers was clearly visible. The summer evening was unnervingly still. We kicked a soccer ball around on the front lawn and a woman walked distracted by, shocked and pale up the tree-lined suburban street, suffering her own wordless trauma. I remembered that though most of my students were ordinary working people, Montclair is a well-off dormitory for the financial sector and high rises of Wall Street and Midtown. For the time being, this was a white-collar disaster. I slept a short night in my friend’s house, waking to hope I had dreamed it all, and took the commuter train in with shell-shocked bankers and corporate types. All men, all looking nervously across the river toward glimpses of the Manhattan skyline as the train neared Hoboken. “I can’t believe they’re making us go in,” one guy had repeated on the station platform. He had watched the attacks from his office in Midtown, “The whole thing.” Inside the train we all sat in silence. Up from the PATH train station on 9th street I came onto a carless 6th Avenue. At 14th street barricades now sealed off downtown from the rest of the world. I walked down the middle of the avenue to a newspaper stand; the Indian proprietor shrugged “No deliveries below 14th.” I had not realized that the closer to the disaster you came, the less information would be available. Except, I assumed, for the evidence of my senses. But at 8 am the Village was eerily still, few people about, nothing in the sky, including the twin towers. I walked to Houston Street, which was full of trucks and police vehicles. Tractor trailers sat carrying concrete barriers. Below Houston, each street into Soho was barricaded and manned by huddles of cops. I had walked effortlessly up into the “lockdown,” but this was the “frozen zone.” There was no going further south towards the towers. I walked the few blocks home, found my wife sleeping, and climbed into bed, still in my clothes from the day before. “Your heart is racing,” she said. I realized that I hadn’t known if I would get back, and now I never wanted to leave again; it was still only eight thirty am. Lying there, I felt the terrible wonder of a distant bystander for the first-hand witness. Ana’s face couldn’t tell me what she had seen. I felt I needed to know more, to see and understand. Even though I knew the effort was useless: I could never bridge that gap that had trapped me ten miles away, my back turned to the unfolding disaster. The television was useless: we don’t have cable, and the mast on top of the North Tower, which Ana had watched fall, had relayed all the network channels. I knew I had to go down and see the wreckage. Later I would realize how lucky I had been not to suffer from “disaster envy.” Unbelievably, in retrospect, I commuted into work the second day after the attack, dogged by the same unnerving sensation that I would not get back—to the wounded, humbled former center of the world. My students were uneasy, all talked out. I was a novelty, a New Yorker living in the Village a mile from the towers, but I was forty-eight hours late. Out of place in both places. I felt torn up, but not angry. Back in the city at night, people were eating and drinking with a vengeance, the air filled with acrid sicklysweet smoke from the burning wreckage. Eyes stang and nose ran with a bitter acrid taste. Who knows what we’re breathing in, we joked nervously. A friend’s wife had fallen out with him for refusing to wear a protective mask in the house. He shrugged a wordlessly reassuring smile. What could any of us do? I walked with Ana down to the top of West Broadway from where the towers had commanded the skyline over SoHo; downtown dense smoke blocked the view to the disaster. A crowd of onlookers pushed up against the barricades all day, some weeping, others gawping. A tall guy was filming the grieving faces with a video camera, which was somehow the worst thing of all, the first sign of the disaster tourism that was already mushrooming downtown. Across the street an Asian artist sat painting the street scene in streaky black and white; he had scrubbed out two white columns where the towers would have been. “That’s the first thing I’ve seen that’s made me feel any better,” Ana said. We thanked him, but he shrugged blankly, still in shock I supposed. On the Friday, the clampdown. I watched the Mayor and Police Chief hold a press conference in which they angrily told the stream of volunteers to “ground zero” that they weren’t needed. “We can handle this ourselves. We thank you. But we don’t need your help,” Commissioner Kerik said. After the free-for-all of the first couple of days, with its amazing spontaneities and common gestures of goodwill, the clampdown was going into effect. I decided to go down to Canal Street and see if it was true that no one was welcome anymore. So many paths through the city were blocked now. “Lock down, frozen zone, war zone, the site, combat zone, ground zero, state troopers, secured perimeter, national guard, humvees, family center”: a disturbing new vocabulary that seemed to stamp the logic of Giuliani’s sanitized and over-policed Manhattan onto the wounded hulk of the city. The Mayor had been magnificent in the heat of the crisis; Churchillian, many were saying—and indeed, Giuliani quickly appeared on the cover of Cigar Afficionado, complete with wing collar and the misquotation from Kipling, “Captain Courageous.” Churchill had not believed in peacetime politics either, and he never got over losing his empire. Now the regime of command and control over New York’s citizens and its economy was being stabilized and reimposed. The sealed-off, disfigured, and newly militarized spaces of the New York through which I have always loved to wander at all hours seemed to have been put beyond reach for the duration. And, in the new post-“9/11” post-history, the duration could last forever. The violence of the attacks seemed to have elicited a heavy-handed official reaction that sought to contain and constrict the best qualities of New York. I felt more anger at the clampdown than I did at the demolition of the towers. I knew this was unreasonable, but I feared the reaction, the spread of the racial harassment and racial profiling that I had already heard of from my students in New Jersey. This militarizing of the urban landscape seemed to negate the sprawling, freewheeling, boundless largesse and tolerance on which New York had complacently claimed a monopoly. For many the towers stood for that as well, not just as the monumental outposts of global finance that had been attacked. Could the American flag mean something different? For a few days, perhaps—on the helmets of firemen and construction workers. But not for long. On the Saturday, I found an unmanned barricade way east along Canal Street and rode my bike past throngs of Chinatown residents, by the Federal jail block where prisoners from the first World Trade Center bombing were still being held. I headed south and west towards Tribeca; below the barricades in the frozen zone, you could roam freely, the cops and soldiers assuming you belonged there. I felt uneasy, doubting my own motives for being there, feeling the blood drain from my head in the same numbing shock I’d felt every time I headed downtown towards the site. I looped towards Greenwich Avenue, passing an abandoned bank full of emergency supplies and boxes of protective masks. Crushed cars still smeared with pulverized concrete and encrusted with paperwork strewn by the blast sat on the street near the disabled telephone exchange. On one side of the avenue stood a horde of onlookers, on the other television crews, all looking two blocks south towards a colossal pile of twisted and smoking steel, seven stories high. We were told to stay off the street by long-suffering national guardsmen and women with southern accents, kids. Nothing happening, just the aftermath. The TV crews were interviewing worn-out, dust-covered volunteers and firemen who sat quietly leaning against the railings of a park filled with scraps of paper. Out on the West Side highway, a high-tech truck was offering free cellular phone calls. The six lanes by the river were full of construction machinery and military vehicles. Ambulances rolled slowly uptown, bodies inside? I locked my bike redundantly to a lamppost and crossed under the hostile gaze of plainclothes police to another media encampment. On the path by the river, two camera crews were complaining bitterly in the heat. “After five days of this I’ve had enough.” They weren’t talking about the trauma, bodies, or the wreckage, but censorship. “Any blue light special gets to roll right down there, but they see your press pass and it’s get outta here. I’ve had enough.” I fronted out the surly cops and ducked under the tape onto the path, walking onto a Pier on which we’d spent many lazy afternoons watching the river at sunset. Dust everywhere, police boats docked and waiting, a crane ominously dredging mud into a barge. I walked back past the camera operators onto the highway and walked up to an interview in process. Perfectly composed, a fire chief and his crew from some small town in upstate New York were politely declining to give details about what they’d seen at “ground zero.” The men’s faces were dust streaked, their eyes slightly dazed with the shock of a horror previously unimaginable to most Americans. They were here to help the best they could, now they’d done as much as anyone could. “It’s time for us to go home.” The chief was eloquent, almost rehearsed in his precision. It was like a Magnum press photo. But he was refusing to cooperate with the media’s obsessive emotionalism. I walked down the highway, joining construction workers, volunteers, police, and firemen in their hundreds at Chambers Street. No one paid me any attention; it was absurd. I joined several other watchers on the stairs by Stuyvesant High School, which was now the headquarters for the recovery crews. Just two or three blocks away, the huge jagged teeth of the towers’ beautiful tracery lurched out onto the highway above huge mounds of debris. The TV images of the shattered scene made sense as I placed them into what was left of a familiar Sunday afternoon geography of bike rides and walks by the river, picnics in the park lying on the grass and gazing up at the infinite solidity of the towers. Demolished. It was breathtaking. If “they” could do that, they could do anything. Across the street at tables military policeman were checking credentials of the milling volunteers and issuing the pink and orange tags that gave access to ground zero. Without warning, there was a sudden stampede running full pelt up from the disaster site, men and women in fatigues, burly construction workers, firemen in bunker gear. I ran a few yards then stopped. Other people milled around idly, ignoring the panic, smoking and talking in low voices. It was a mainly white, blue-collar scene. All these men wearing flags and carrying crowbars and flashlights. In their company, the intolerance and rage I associated with flags and construction sites was nowhere to be seen. They were dealing with a torn and twisted otherness that dwarfed machismo or bigotry. I talked to a moustachioed, pony-tailed construction worker who’d hitched a ride from the mid-west to “come and help out.” He was staying at the Y, he said, it was kind of rough. “Have you been down there?” he asked, pointing towards the wreckage. “You’re British, you weren’t in World War Two were you?” I replied in the negative. “It’s worse ’n that. I went down last night and you can’t imagine it. You don’t want to see it if you don’t have to.” Did I know any welcoming ladies? he asked. The Y was kind of tough. When I saw TV images of President Bush speaking to the recovery crews and steelworkers at “ground zero” a couple of days later, shouting through a bullhorn to chants of “USA, USA” I knew nothing had changed. New York’s suffering was subject to a second hijacking by the brokers of national unity. New York had never been America, and now its terrible human loss and its great humanity were redesignated in the name of the nation, of the coming war. The signs without a referent were being forcibly appropriated, locked into an impoverished patriotic framework, interpreted for “us” by a compliant media and an opportunistic regime eager to reign in civil liberties, to unloose its war machine and tighten its grip on the Muslim world. That day, drawn to the river again, I had watched F18 fighter jets flying patterns over Manhattan as Bush’s helicopters came in across the river. Otherwise empty of air traffic, “our” skies were being torn up by the military jets: it was somehow the worst sight yet, worse than the wreckage or the bands of disaster tourists on Canal Street, a sign of further violence yet to come. There was a carrier out there beyond New York harbor, there to protect us: the bruising, blustering city once open to all comers. That felt worst of all. In the intervening weeks, we have seen other, more unstable ways of interpreting the signs of September 11 and its aftermath. Many have circulated on the Internet, past the blockages and blockades placed on urban spaces and intellectual life. Karl-Heinz Stockhausen’s work was banished (at least temporarily) from the canon of avant-garde electronic music when he described the attack on las torres gemelas as akin to a work of art. If Jacques Derrida had described it as an act of deconstruction (turning technological modernity literally in on itself), or Jean Baudrillard had announced that the event was so thick with mediation it had not truly taken place, something similar would have happened to them (and still may). This is because, as Don DeLillo so eloquently put it in implicit reaction to the plaintive cry “Why do they hate us?”: “it is the power of American culture to penetrate every wall, home, life and mind”—whether via military action or cultural iconography. All these positions are correct, however grisly and annoying they may be. What GK Chesterton called the “flints and tiles” of nineteenth-century European urban existence were rent asunder like so many victims of high-altitude US bombing raids. As a First-World disaster, it became knowable as the first-ever US “ground zero” such precisely through the high premium immediately set on the lives of Manhattan residents and the rarefied discussion of how to commemorate the high-altitude towers. When, a few weeks later, an American Airlines plane crashed on take-off from Queens, that borough was left open to all comers. Manhattan was locked down, flown over by “friendly” bombers. In stark contrast to the open if desperate faces on the street of 11 September, people went about their business with heads bowed even lower than is customary. Contradictory deconstructions and valuations of Manhattan lives mean that September 11 will live in infamy and hyper-knowability. The vengeful United States government and population continue on their way. Local residents must ponder insurance claims, real-estate values, children’s terrors, and their own roles in something beyond their ken. New York had been forced beyond being the center of the financial world. It had become a military target, a place that was receiving as well as dispatching the slings and arrows of global fortune. Citation reference for this article MLA Style Deer, Patrick and Miller, Toby. "A Day That Will Live In … ?" M/C: A Journal of Media and Culture 5.1 (2002). [your date of access] < http://www.media-culture.org.au/0203/adaythat.php>. Chicago Style Deer, Patrick and Miller, Toby, "A Day That Will Live In … ?" M/C: A Journal of Media and Culture 5, no. 1 (2002), < http://www.media-culture.org.au/0203/adaythat.php> ([your date of access]). APA Style Deer, Patrick and Miller, Toby. (2002) A Day That Will Live In … ?. M/C: A Journal of Media and Culture 5(1). < http://www.media-culture.org.au/0203/adaythat.php> ([your date of access]).