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Mark Piney - One of the best experts on this subject based on the ideXlab platform.
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isocyanate exposure control in motor Vehicle paint spraying evidence from biological monitoring
Chemical Hazards in Industry, 2013Co-Authors: K Jones, John Cocker, Mark PineyAbstract:The purpose of this work was to assess the changes in control of exposure to hexamethylene diisocyanate based paints used in Vehicle spraying after a Health & Safety Executive (HSE) national project. Paint sprayers and managers from motor Vehicle Repair (MVR) bodyshops across the UK, were invited to one of 32 Safety and Health Awareness Days (SHADs) to increase their understanding of the hazards, and practical ways of controlling of exposure to isocyanate based paints. Exposure measurement based on biological monitoring was offered, free of charge, to each of the roughly 4000 participants and used to assess the effectiveness of controls and methods of working. Results are compared with pre and post SHAD measurements. Urine samples were received from 995 paint sprayers. Hexamethylene diamine (HDA) levels in urine, indicative of exposure to hexamethylene diisocyanate (HDI), were significantly lower (Mann-Whitney, p<0.0001) than had been seen in a wider population from previous HSE inspections and routine sampling. Where a sprayer's urinary HDA was above the quantification limit they were asked to send another sample after reviewing and improving exposure control measures. The results from these repeat samples were significantly lower than the original results. There was no difference in the exposures of sprayers using air-fed half-mask face-pieces compared with visor type air-fed breathing apparatus, or between spray booths and rooms. The analysis of HDA in urine is a useful technique for assessing exposure to isocyanates in paint sprayers. The simplicity of this approach has allowed wide-scale use of biological monitoring in an industry dominated by small and micro businesses. Biological monitoring of exposure has enabled individual companies, and sprayers, to check that their control measures are working.This study showed overall lower levels of HDA in paint sprayers following SHADs. These lower levels have been maintained across a wider population of UK paint sprayers over the succeeding years. Whilst there may be many reasons for the reduction in exposure, the weight of evidence suggests that the key messages about exposure control measures, delivered through the SHADs and other means, were influential.
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isocyanate exposure control in motor Vehicle paint spraying evidence from biological monitoring
Annals of Occupational Hygiene, 2013Co-Authors: K Jones, John Cocker, Mark PineyAbstract:Aims: The purpose of this work was to assess the changes in control of exposure to hexamethylene diisocyanate based paints used in Vehicle spraying after a Health & safety Executive (HsE) national project. Methods: Paint sprayers and managers from motor Vehicle Repair (MVr) bodyshops across the UK, were invited to one of 32 safety and Health Awareness Days (sHADs) to increase their understanding of the hazards, and practical ways of controlling of exposure to isocyanate based paints. Exposure measurement based on biological monitoring was offered, free of charge, to each of the roughly 4000 participants and used to assess the effectiveness of controls and methods of working. results are compared with pre and post sHAD measurements. results: Urine samples were received from 995 paint sprayers. Hexamethylene diamine (HDA) levels in urine, indicative of exposure to hexamethylene diisocyanate (HDI), were significantly lower (Mann-Whitney, p<0.0001) than had been seen in a wider population from previous HsE inspections and routine sampling. Where a sprayer’s urinary HDA was above the quantification limit they were asked to send another sample after reviewing and improving exposure control measures. The results from these repeat samples were significantly lower than the original results. There was no difference in the exposures of sprayers using air-fed half-mask face-pieces compared with visor type air-fed breathing apparatus, or between spray booths and rooms. Conclusions: The analysis of HDA in urine is a useful technique for assessing exposure to isocyanates in paint sprayers. The simplicity of this approach has allowed wide-scale use of biological monitoring in an industry dominated by small and micro businesses. Biological monitoring of exposure has enabled individual companies, and sprayers, to check that their control measures are working. This study showed overall lower levels of HDA in paint sprayers following sHADs. These lower levels have been maintained across a wider population of UK paint sprayers over the succeeding years. Whilst there may be many reasons for the reduction in exposure, the weight of evidence suggests that the key messages about exposure control measures, delivered through the sHADs and other means, were influential.
John Cocker - One of the best experts on this subject based on the ideXlab platform.
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isocyanate exposure control in motor Vehicle paint spraying evidence from biological monitoring
Chemical Hazards in Industry, 2013Co-Authors: K Jones, John Cocker, Mark PineyAbstract:The purpose of this work was to assess the changes in control of exposure to hexamethylene diisocyanate based paints used in Vehicle spraying after a Health & Safety Executive (HSE) national project. Paint sprayers and managers from motor Vehicle Repair (MVR) bodyshops across the UK, were invited to one of 32 Safety and Health Awareness Days (SHADs) to increase their understanding of the hazards, and practical ways of controlling of exposure to isocyanate based paints. Exposure measurement based on biological monitoring was offered, free of charge, to each of the roughly 4000 participants and used to assess the effectiveness of controls and methods of working. Results are compared with pre and post SHAD measurements. Urine samples were received from 995 paint sprayers. Hexamethylene diamine (HDA) levels in urine, indicative of exposure to hexamethylene diisocyanate (HDI), were significantly lower (Mann-Whitney, p<0.0001) than had been seen in a wider population from previous HSE inspections and routine sampling. Where a sprayer's urinary HDA was above the quantification limit they were asked to send another sample after reviewing and improving exposure control measures. The results from these repeat samples were significantly lower than the original results. There was no difference in the exposures of sprayers using air-fed half-mask face-pieces compared with visor type air-fed breathing apparatus, or between spray booths and rooms. The analysis of HDA in urine is a useful technique for assessing exposure to isocyanates in paint sprayers. The simplicity of this approach has allowed wide-scale use of biological monitoring in an industry dominated by small and micro businesses. Biological monitoring of exposure has enabled individual companies, and sprayers, to check that their control measures are working.This study showed overall lower levels of HDA in paint sprayers following SHADs. These lower levels have been maintained across a wider population of UK paint sprayers over the succeeding years. Whilst there may be many reasons for the reduction in exposure, the weight of evidence suggests that the key messages about exposure control measures, delivered through the SHADs and other means, were influential.
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isocyanate exposure control in motor Vehicle paint spraying evidence from biological monitoring
Annals of Occupational Hygiene, 2013Co-Authors: K Jones, John Cocker, Mark PineyAbstract:Aims: The purpose of this work was to assess the changes in control of exposure to hexamethylene diisocyanate based paints used in Vehicle spraying after a Health & safety Executive (HsE) national project. Methods: Paint sprayers and managers from motor Vehicle Repair (MVr) bodyshops across the UK, were invited to one of 32 safety and Health Awareness Days (sHADs) to increase their understanding of the hazards, and practical ways of controlling of exposure to isocyanate based paints. Exposure measurement based on biological monitoring was offered, free of charge, to each of the roughly 4000 participants and used to assess the effectiveness of controls and methods of working. results are compared with pre and post sHAD measurements. results: Urine samples were received from 995 paint sprayers. Hexamethylene diamine (HDA) levels in urine, indicative of exposure to hexamethylene diisocyanate (HDI), were significantly lower (Mann-Whitney, p<0.0001) than had been seen in a wider population from previous HsE inspections and routine sampling. Where a sprayer’s urinary HDA was above the quantification limit they were asked to send another sample after reviewing and improving exposure control measures. The results from these repeat samples were significantly lower than the original results. There was no difference in the exposures of sprayers using air-fed half-mask face-pieces compared with visor type air-fed breathing apparatus, or between spray booths and rooms. Conclusions: The analysis of HDA in urine is a useful technique for assessing exposure to isocyanates in paint sprayers. The simplicity of this approach has allowed wide-scale use of biological monitoring in an industry dominated by small and micro businesses. Biological monitoring of exposure has enabled individual companies, and sprayers, to check that their control measures are working. This study showed overall lower levels of HDA in paint sprayers following sHADs. These lower levels have been maintained across a wider population of UK paint sprayers over the succeeding years. Whilst there may be many reasons for the reduction in exposure, the weight of evidence suggests that the key messages about exposure control measures, delivered through the sHADs and other means, were influential.
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assessing isocyanate exposures in polyurethane industry sectors using biological and air monitoring methods
Annals of Occupational Hygiene, 2006Co-Authors: K S Creely, John Cocker, Graeme W Hughson, Kate JonesAbstract:Isocyanates, as a chemical group, are considered to be the biggest cause of occupational asthma in the UK. Monitoring of airborne exposures to total isocyanate is costly, requiring considerable expertise, both in terms of sample collection and chemical analysis and cannot be used to assess the effectiveness of protection from wearing respiratory protective equipment (RPE). Biological monitoring by analysis of metabolites in urine can be a relatively simple and inexpensive way to assess exposure to isocyanates. It may also be a useful way to evaluate the effectiveness of control measures in place. In this study biological and inhalation monitoring were undertaken to assess exposure in a variety of workplaces in the non-motor Vehicle Repair sector. Companies selected to participate in the survey included only those judged to be using good working practices when using isocyanate formulations. This included companies that used isocyanates to produce moulded polyurethane products, insulation material and those involved in industrial painting. Air samples were collected by personal monitoring and were analysed for total isocyanate content. Urine samples were collected soon after exposure and analysed for the metabolites of different isocyanate species, allowing calculation of the total metabolite concentration. Details of the control measures used and observed contamination of exposed skin were also recorded. A total of 21 companies agreed to participate in the study, with exposure measurements being collected from 22 sites. The airborne isocyanate concentrations were generally very low (range 0.0005–0.066 mg m � 3 ). A total of 50 of the 70 samples were <0.001 mg m � 3 , the limit of quantification (LOQ), therefore samples below the LOQ were assigned a value of 1/2 LOQ (0.0005 mg m � 3 ). Of the 70 samples, 67 were below the current workplace exposure limit of 0.02 mg m � 3 . The highest inhalation exposures occurred during spray painting activities in a truck manufacturing company (0.066 mg m � 3 ) and also during spray application of polyurethane foam insulation (0.023 mg m � 3 ). The most commonly detected isocyanate in the urine was hexamethylene diisocyanate, which was detected in 21 instances. The geometric mean total isocyanate metabolite concentration for the dataset was 0.29 mmol mol � 1 creatinine (range 0.05–12.64 mmol mol � 1 creatinine). A total of 23 samples collected were above the agreed biological monitoring guidance value of 1.0 mmol mol � 1 creatinine. Activities that resulted in the highest biological monitoring results of the dataset included mixing and casting of polyurethane products (12.64 mmol mol � 1 creatinine), semiautomatic moulding (4.80 mmol mol � 1 creatinine) and resin application (3.91 mmol mol � 1 creatinine). The biological monitoring results show that despite low airborne isocyanate concentrations, it was possible to demonstrate biological uptake. This tends to suggest high sensitivityofthebiologicalmonitoringmethodand/orthatinsomeinstancestheRPEbeingused by operators was not effective or that absorption may have occurred via dermal or other routes of exposure. This study demonstrates that biological monitoring is a useful tool when assessing worker exposure to isocyanates, providing a more complete picture on the efficacy of control measures in place than is possible by air monitoring alone. The results also demonstrated that
Gary D Good - One of the best experts on this subject based on the ideXlab platform.
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Vehicle service status tracking system and method
2001Co-Authors: Gary D GoodAbstract:A system and methods to allow multiple stations in geographically dispersed locations to monitor and track Vehicle Repair record and service status information in a coordinated fashion. In a service area comprised of a number of geographically-bounded service regions, at least one regional communications terminal is provided in communication with a plurality of local communications terminals. Each local communications terminal and regional communications terminal communicates with a Vehicle service status database. Vehicle service events are entered into a Vehicle tracking system and maintained using the Vehicle status database. Database files are exchanged between local communications terminals and regional communications terminals and with a central equipment manager in order to provide timely and accurate dissemination of service status. Vehicle service status, including an equipment availability prediction, is shared with marketing offices and retail locations to enable personnel at such locations to make informed decisions in allocating particular equipment to a customer based on the customer's needs.
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Vehicle service status tracking system and method
2001Co-Authors: Gary D GoodAbstract:A system and methods to allow multiple stations in geographically dispersed locations to monitor and track Vehicle Repair record and service status information in a coordinated fashion. In a service area comprised of a number of geographically-bounded service regions, at least one regional communications terminal is provided in communication with a plurality of local communications terminals. Each local communications terminal and regional communications terminal communicates with a Vehicle service status database. Vehicle service events are entered into a Vehicle tracking system and maintained using the Vehicle status database. Database files are exchanged between local communications terminals and regional communications terminals and with a central equipment manager in order to provide timely and accurate dissemination of service status. Vehicle service status, including an equipment availability prediction, is shared with marketing offices and retail locations to enable personnel at such locations to make informed decisions in allocating particular equipment to a customer based on the customer's needs.
Pat T Mcgowen - One of the best experts on this subject based on the ideXlab platform.
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cost justification and examples of cost benefit analyses of mitigation measures aimed at reducing collisions with large ungulates in the united states and canada
2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife Servic, 2010Co-Authors: Marcel P Huijser, John W Duffield, Anthony P Clevenger, Robert Ament, Pat T McgowenAbstract:Wildlife-Vehicle collisions, especially with deer (Odocoileusspp.), elk (Cervus elaphus) and moose ( Alces alces) are numerous and have shown an increasing trend over the last several decades in the United States and Canada. The authors calculated the costs associated with the average deer- ($6,617), elk- ($17,483) and moose-Vehicle collision ($30,760), including Vehicle Repair costs, human injuries and fatalities, towing, accident attendance and investigation, monetary value to hunters of the animal killed in the collision, and cost of disposal of the animal carcass. In addition, the authors reviewed the effectiveness and costs of 13 mitigation measures considered effective in reducing collisions with large ungulates The authors conducted cost-benefit analyses over a 75-year period using discount rates of 1%, 3% and 7% to identify the threshold values (in 2007 $) above which individual mitigation measures start generating benefits in excess of costs. These threshold values were translated into the number of deer-, elk-, or moose-Vehicle collisions that need to occur per kilometer per year for a mitigation measure to start generating economic benefits in excess of costs. For example, the authors calculated that wildlife exclusion fencing in combination with large mammal underpasses (one every 2 km) and wildlife jump-outs generates economic benefits if the pre-mitigation collisions are greater than 3.2 deer, 1.2 elk, or 0.7 moose per km per year (all at 3% discount rate). In addition, the authors calculated the costs associated with large ungulate-Vehicle collisions on ten road sections throughout the United States and Canada and compared these to the threshold values. Finally, the authors conducted a more detailed cost analyses for one of these road sections to illustrate that even though the average costs for large ungulate-Vehicle collisions per kilometer per year may not meet the thresholds of many of the mitigation measures, specific locations on a road section can still exceed thresholds. While the analyses can be expanded to include other parameters (e.g. the economic value of habitat connectivity or viable wildlife populations), the authors believe the cost-benefit model presented in this paper can be a valuable decision support tool for determining mitigation measures to reduce ungulate-Vehicle collisions.
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cost benefit analyses of mitigation measures aimed at reducing collisions with large ungulates in the united states and canada a decision support tool
Ecology and Society, 2009Co-Authors: Marcel P Huijser, John W Duffield, Anthony P Clevenger, Robert Ament, Pat T McgowenAbstract:Wildlife–Vehicle collisions, especially with deer (Odocoileus spp.), elk (Cervus elaphus), and moose (Alces alces) are numerous and have shown an increasing trend over the last several decades in the United States and Canada. We calculated the costs associated with the average deer–, elk–, and moose–Vehicle collision, including Vehicle Repair costs, human injuries and fatalities, towing, accident attendance and investigation, monetary value to hunters of the animal killed in the collision, and cost of disposal of the animal carcass. In addition, we reviewed the effectiveness and costs of 13 mitigation measures considered effective in reducing collisions with large ungulates. We conducted cost–benefit analyses over a 75-year period using discount rates of 1%, 3%, and 7% to identify the threshold values (in 2007 U.S. dollars) above which individual mitigation measures start generating benefits in excess of costs. These threshold values were translated into the number of deer–, elk–, or moose–Vehicle collisions that need to occur per kilometer per year for a mitigation measure to start generating economic benefits in excess of costs. In addition, we calculated the costs associated with large ungulate–Vehicle collisions on 10 road sections throughout the United States and Canada and compared these to the threshold values. Finally, we conducted a more detailed cost analysis for one of these road sections to illustrate that even though the average costs for large ungulate–Vehicle collisions per kilometer per year may not meet the thresholds of many of the mitigation measures, specific locations on a road section can still exceed thresholds. We believe the cost–benefit model presented in this paper can be a valuable decision support tool for determining mitigation measures to reduce ungulate–Vehicle collisions. Key words: animal–Vehicle collisions; cost–benefit analysis; deer; economic; effectiveness; elk; human injuries and fatalities; mitigation measures; moose; roadkill; ungulate; Vehicle Repair cost; wildlife–Vehicle collision
Marcel P Huijser - One of the best experts on this subject based on the ideXlab platform.
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cost justification and an example of cost benefit analyses of mitigation measures aimed at reducing collisions with capybara in sao paulo state brazil
2013 International Conference on Ecology and Transportation (ICOET 2013)Federal Highway AdministrationArizona Department of TransportationArizona Game, 2013Co-Authors: Marcel P Huijser, Fernanda Delborgo Abra, John W DuffieldAbstract:The authors analyzed capybara (Hydrochoerus hydrochaeris) carcass data for a highway in Sao Paulo State, Brazil. Capybara are frequently reported as road-kill and, because of their size and weight, they can cause substantial Vehicle damage and are a serious threat to human safety. However, in addition to human safety, wildlife conservation concerns can also trigger the implementation of mitigation measures. For this paper the authors investigated a potential third argument for the implementation of mitigation measures: economics. They calculated Vehicle Repair costs associated with capybara-Vehicle collisions based on interviews with personnel from car Repair shops. In addition, the authors reviewed the effectiveness of wildlife fencing in combination with wildlife crossing structures in reducing collisions with large mammals. They then estimated the costs for four mitigation measures (fencing with and without three types of culverts). These data were used to conduct cost-benefit analyses over a 75-year period using a discount rate of 3 % to identify the threshold values (in 2012 R$) above which the four individual mitigation measures start generating benefits in excess of costs. Next the authors calculated the costs associated with capybara-Vehicle collisions along a two lane highways in Sao Paulo State, Brazil. This calculation was spatially explicit and illustrated that the costs associated with capybara-Vehicle collisions on specific locations along the highway exceed the threshold values for the four mitigation measures. The authors believe the cost-benefit model presented in this paper can be a valuable decision support tool to help select locations and implement mitigation measures that improve human safety, are likely to benefit nature conservation, and are economically justified even when based on very conservative cost-benefit analyses. The authors do stress though that the threshold values presented in this paper are based on a series of assumptions and estimates and that they should be taken as indicative values rather than exact values.
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cost justification and examples of cost benefit analyses of mitigation measures aimed at reducing collisions with large ungulates in the united states and canada
2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife Servic, 2010Co-Authors: Marcel P Huijser, John W Duffield, Anthony P Clevenger, Robert Ament, Pat T McgowenAbstract:Wildlife-Vehicle collisions, especially with deer (Odocoileusspp.), elk (Cervus elaphus) and moose ( Alces alces) are numerous and have shown an increasing trend over the last several decades in the United States and Canada. The authors calculated the costs associated with the average deer- ($6,617), elk- ($17,483) and moose-Vehicle collision ($30,760), including Vehicle Repair costs, human injuries and fatalities, towing, accident attendance and investigation, monetary value to hunters of the animal killed in the collision, and cost of disposal of the animal carcass. In addition, the authors reviewed the effectiveness and costs of 13 mitigation measures considered effective in reducing collisions with large ungulates The authors conducted cost-benefit analyses over a 75-year period using discount rates of 1%, 3% and 7% to identify the threshold values (in 2007 $) above which individual mitigation measures start generating benefits in excess of costs. These threshold values were translated into the number of deer-, elk-, or moose-Vehicle collisions that need to occur per kilometer per year for a mitigation measure to start generating economic benefits in excess of costs. For example, the authors calculated that wildlife exclusion fencing in combination with large mammal underpasses (one every 2 km) and wildlife jump-outs generates economic benefits if the pre-mitigation collisions are greater than 3.2 deer, 1.2 elk, or 0.7 moose per km per year (all at 3% discount rate). In addition, the authors calculated the costs associated with large ungulate-Vehicle collisions on ten road sections throughout the United States and Canada and compared these to the threshold values. Finally, the authors conducted a more detailed cost analyses for one of these road sections to illustrate that even though the average costs for large ungulate-Vehicle collisions per kilometer per year may not meet the thresholds of many of the mitigation measures, specific locations on a road section can still exceed thresholds. While the analyses can be expanded to include other parameters (e.g. the economic value of habitat connectivity or viable wildlife populations), the authors believe the cost-benefit model presented in this paper can be a valuable decision support tool for determining mitigation measures to reduce ungulate-Vehicle collisions.
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cost benefit analyses of mitigation measures aimed at reducing collisions with large ungulates in the united states and canada a decision support tool
Ecology and Society, 2009Co-Authors: Marcel P Huijser, John W Duffield, Anthony P Clevenger, Robert Ament, Pat T McgowenAbstract:Wildlife–Vehicle collisions, especially with deer (Odocoileus spp.), elk (Cervus elaphus), and moose (Alces alces) are numerous and have shown an increasing trend over the last several decades in the United States and Canada. We calculated the costs associated with the average deer–, elk–, and moose–Vehicle collision, including Vehicle Repair costs, human injuries and fatalities, towing, accident attendance and investigation, monetary value to hunters of the animal killed in the collision, and cost of disposal of the animal carcass. In addition, we reviewed the effectiveness and costs of 13 mitigation measures considered effective in reducing collisions with large ungulates. We conducted cost–benefit analyses over a 75-year period using discount rates of 1%, 3%, and 7% to identify the threshold values (in 2007 U.S. dollars) above which individual mitigation measures start generating benefits in excess of costs. These threshold values were translated into the number of deer–, elk–, or moose–Vehicle collisions that need to occur per kilometer per year for a mitigation measure to start generating economic benefits in excess of costs. In addition, we calculated the costs associated with large ungulate–Vehicle collisions on 10 road sections throughout the United States and Canada and compared these to the threshold values. Finally, we conducted a more detailed cost analysis for one of these road sections to illustrate that even though the average costs for large ungulate–Vehicle collisions per kilometer per year may not meet the thresholds of many of the mitigation measures, specific locations on a road section can still exceed thresholds. We believe the cost–benefit model presented in this paper can be a valuable decision support tool for determining mitigation measures to reduce ungulate–Vehicle collisions. Key words: animal–Vehicle collisions; cost–benefit analysis; deer; economic; effectiveness; elk; human injuries and fatalities; mitigation measures; moose; roadkill; ungulate; Vehicle Repair cost; wildlife–Vehicle collision
