MAPPING OF SITTAMPUNDI ANORTHOSITE COMPLEX (SAC) IN SOUTHERN GRANULITE TERRAIN (SGT), INDIA WITH ASTER AND SENTINEL-2A DATA

The Sittampundi Anorthosite Complex (SAC) is a well-exposed Archean layered anorthosite-gabbro- ultramafic rock complex in southern India. SAC well preserved white- and dark-anorthosite,gabbros, and ultramafic rocks. This study aims to discriminate, characterize, and separate from adjacent and surrounding rocks the anorthosite complex in sitampundi using Advanced Spaceborne Thermal Emission and Reflection Radiometer (ASTER) and Sentinel-2A data. Methods such as band color composites (True color composite, False color composite and Pseudo color composite), Principal Component Analysis (PCA), Minimum Noise Fraction (MNF) and Spectral Angle Mapper (SAM), are applied to discriminate the anorthosite complex in SGT (Southern Granulite Terrain). Band composites enhance the litho units using visible and shortwave infrared bands and thus, assisted in mapping for the anorthosite complex. PCA and MNF have been applied to the ASTER and Sentinel- 2A bands in order to decrease the redundant information in highly correlated bands. PCA and MNF driven band combinations facilitate the validation and help in discriminating the various lithological units exposed in the study area. SAM classifier classification technique was utilized to characterize the selected surface mineral assemblages from Sitampundi Anorthosite Complex using spectral signatures. The above- mentioned digital image processing techniques have been proven resourceful in discrimination of anorthosite complex and associated rocks. The results obtained from ASTER and Sentinel-2A data processing were validated in field, followed by accuracy assessment

The Typhoid Vaccine Acceleration Consortium (TyVAC): Vaccine effectiveness study designs: Accelerating the introduction of typhoid conjugate vaccines and reducing the global burden of enteric fever. Report from a meeting held on 26-27 October 2016, Oxford, UK

Typhoid fever is estimated to cause between 11.9–26.9 million infections globally each year with 129,000–216,510 deaths. Access to improved water sources have reduced disease incidence in parts of the world but the use of efficacious vaccines is seen as an important public health tool for countries with a high disease burden. A new generation of Vi typhoid conjugate vaccines (TCVs), licensed for use in young children and expected to provide longer lasting protection than previous vaccines, are now available. The WHO Strategic Advisory Group of Experts on Immunization (SAGE) has convened a working group to review the evidence on TCVs and produce an updated WHO position paper for all typhoid vaccines in 2018 that will inform Gavi, the Vaccine Alliance's future vaccine investment strategies for TCVs. The Typhoid Vaccine Acceleration Consortium (TyVAC) has been formed through a $36.9 million funding program from the Bill & Melinda Gates Foundation to accelerate the introduction of TCVs into Gavi-eligible countries. In October 2016, a meeting was held to initiate planning of TCV effectiveness studies that will provide the data required by policy makers and stakeholders to support decisions on TCV use in countries with a high typhoid burden. Discussion topics included (1) the latest evidence and data gaps in typhoid epidemiology; (2) WHO and Gavi methods and data requirements; (3) data on TCV efficacy; (4) cost effectiveness analysis for TCVs from mathematical models; (5) TCV delivery and effectiveness study design. Specifically, participants were asked to comment on study design in 3 sites for which population-based typhoid surveillance is underway. The conclusion of the meeting was that country-level decision making would best be informed by the respective selected sites in Africa and Asia vaccinating children aged from 9-months to 15-years-old, employing either an individual or cluster randomized design with design influenced by population characteristics, transmission dynamics, and statistical considerations

The global burden of cancer attributable to risk factors, 2010–19: a systematic analysis for the Global Burden of Disease Study 2019

BACKGROUND: Understanding the magnitude of cancer burden attributable to potentially modifiable risk factors is crucial for development of effective prevention and mitigation strategies. We analysed results from the Global Burden of Diseases, Injuries, and Risk Factors Study (GBD) 2019 to inform cancer control planning efforts globally. METHODS: The GBD 2019 comparative risk assessment framework was used to estimate cancer burden attributable to behavioural, environmental and occupational, and metabolic risk factors. A total of 82 risk–outcome pairs were included on the basis of the World Cancer Research Fund criteria. Estimated cancer deaths and disability-adjusted life-years (DALYs) in 2019 and change in these measures between 2010 and 2019 are presented. FINDINGS: Globally, in 2019, the risk factors included in this analysis accounted for 4·45 million (95% uncertainty interval 4·01–4·94) deaths and 105 million (95·0–116) DALYs for both sexes combined, representing 44·4% (41·3–48·4) of all cancer deaths and 42·0% (39·1–45·6) of all DALYs. There were 2·88 million (2·60–3·18) risk-attributable cancer deaths in males (50·6% [47·8–54·1] of all male cancer deaths) and 1·58 million (1·36–1·84) risk-attributable cancer deaths in females (36·3% [32·5–41·3] of all female cancer deaths). The leading risk factors at the most detailed level globally for risk-attributable cancer deaths and DALYs in 2019 for both sexes combined were smoking, followed by alcohol use and high BMI. Risk-attributable cancer burden varied by world region and Socio-demographic Index (SDI), with smoking, unsafe sex, and alcohol use being the three leading risk factors for risk-attributable cancer DALYs in low SDI locations in 2019, whereas DALYs in high SDI locations mirrored the top three global risk factor rankings. From 2010 to 2019, global risk-attributable cancer deaths increased by 20·4% (12·6–28·4) and DALYs by 16·8% (8·8–25·0), with the greatest percentage increase in metabolic risks (34·7% [27·9–42·8] and 33·3% [25·8–42·0]). INTERPRETATION: The leading risk factors contributing to global cancer burden in 2019 were behavioural, whereas metabolic risk factors saw the largest increases between 2010 and 2019. Reducing exposure to these modifiable risk factors would decrease cancer mortality and DALY rates worldwide, and policies should be tailored appropriately to local cancer risk factor burden

Global, regional, and national life expectancy, all-cause mortality, and cause-specific mortality for 249 causes of death, 1980�2015: a systematic analysis for the Global Burden of Disease Study 2015

Background Improving survival and extending the longevity of life for all populations requires timely, robust evidence on local mortality levels and trends. The Global Burden of Disease 2015 Study (GBD 2015) provides a comprehensive assessment of all-cause and cause-specific mortality for 249 causes in 195 countries and territories from 1980 to 2015. These results informed an in-depth investigation of observed and expected mortality patterns based on sociodemographic measures. Methods We estimated all-cause mortality by age, sex, geography, and year using an improved analytical approach originally developed for GBD 2013 and GBD 2010. Improvements included refinements to the estimation of child and adult mortality and corresponding uncertainty, parameter selection for under-5 mortality synthesis by spatiotemporal Gaussian process regression, and sibling history data processing. We also expanded the database of vital registration, survey, and census data to 14�294 geography�year datapoints. For GBD 2015, eight causes, including Ebola virus disease, were added to the previous GBD cause list for mortality. We used six modelling approaches to assess cause-specific mortality, with the Cause of Death Ensemble Model (CODEm) generating estimates for most causes. We used a series of novel analyses to systematically quantify the drivers of trends in mortality across geographies. First, we assessed observed and expected levels and trends of cause-specific mortality as they relate to the Socio-demographic Index (SDI), a summary indicator derived from measures of income per capita, educational attainment, and fertility. Second, we examined factors affecting total mortality patterns through a series of counterfactual scenarios, testing the magnitude by which population growth, population age structures, and epidemiological changes contributed to shifts in mortality. Finally, we attributed changes in life expectancy to changes in cause of death. We documented each step of the GBD 2015 estimation processes, as well as data sources, in accordance with Guidelines for Accurate and Transparent Health Estimates Reporting (GATHER). Findings Globally, life expectancy from birth increased from 61·7 years (95 uncertainty interval 61·4�61·9) in 1980 to 71·8 years (71·5�72·2) in 2015. Several countries in sub-Saharan Africa had very large gains in life expectancy from 2005 to 2015, rebounding from an era of exceedingly high loss of life due to HIV/AIDS. At the same time, many geographies saw life expectancy stagnate or decline, particularly for men and in countries with rising mortality from war or interpersonal violence. From 2005 to 2015, male life expectancy in Syria dropped by 11·3 years (3·7�17·4), to 62·6 years (56·5�70·2). Total deaths increased by 4·1 (2·6�5·6) from 2005 to 2015, rising to 55·8 million (54·9 million to 56·6 million) in 2015, but age-standardised death rates fell by 17·0 (15·8�18·1) during this time, underscoring changes in population growth and shifts in global age structures. The result was similar for non-communicable diseases (NCDs), with total deaths from these causes increasing by 14·1 (12·6�16·0) to 39·8 million (39·2 million to 40·5 million) in 2015, whereas age-standardised rates decreased by 13·1 (11·9�14·3). Globally, this mortality pattern emerged for several NCDs, including several types of cancer, ischaemic heart disease, cirrhosis, and Alzheimer's disease and other dementias. By contrast, both total deaths and age-standardised death rates due to communicable, maternal, neonatal, and nutritional conditions significantly declined from 2005 to 2015, gains largely attributable to decreases in mortality rates due to HIV/AIDS (42·1, 39·1�44·6), malaria (43·1, 34·7�51·8), neonatal preterm birth complications (29·8, 24·8�34·9), and maternal disorders (29·1, 19·3�37·1). Progress was slower for several causes, such as lower respiratory infections and nutritional deficiencies, whereas deaths increased for others, including dengue and drug use disorders. Age-standardised death rates due to injuries significantly declined from 2005 to 2015, yet interpersonal violence and war claimed increasingly more lives in some regions, particularly in the Middle East. In 2015, rotaviral enteritis (rotavirus) was the leading cause of under-5 deaths due to diarrhoea (146�000 deaths, 118�000�183�000) and pneumococcal pneumonia was the leading cause of under-5 deaths due to lower respiratory infections (393�000 deaths, 228�000�532�000), although pathogen-specific mortality varied by region. Globally, the effects of population growth, ageing, and changes in age-standardised death rates substantially differed by cause. Our analyses on the expected associations between cause-specific mortality and SDI show the regular shifts in cause of death composition and population age structure with rising SDI. Country patterns of premature mortality (measured as years of life lost YLLs) and how they differ from the level expected on the basis of SDI alone revealed distinct but highly heterogeneous patterns by region and country or territory. Ischaemic heart disease, stroke, and diabetes were among the leading causes of YLLs in most regions, but in many cases, intraregional results sharply diverged for ratios of observed and expected YLLs based on SDI. Communicable, maternal, neonatal, and nutritional diseases caused the most YLLs throughout sub-Saharan Africa, with observed YLLs far exceeding expected YLLs for countries in which malaria or HIV/AIDS remained the leading causes of early death. Interpretation At the global scale, age-specific mortality has steadily improved over the past 35 years; this pattern of general progress continued in the past decade. Progress has been faster in most countries than expected on the basis of development measured by the SDI. Against this background of progress, some countries have seen falls in life expectancy, and age-standardised death rates for some causes are increasing. Despite progress in reducing age-standardised death rates, population growth and ageing mean that the number of deaths from most non-communicable causes are increasing in most countries, putting increased demands on health systems. Funding Bill & Melinda Gates Foundation. © 2016 The Author(s). Published by Elsevier Ltd. This is an Open Access article under the CC BY licens

Global, regional, and national life expectancy, all-cause mortality, and cause-specific mortality for 249 causes of death, 1980�2015: a systematic analysis for the Global Burden of Disease Study 2015

Background Improving survival and extending the longevity of life for all populations requires timely, robust evidence on local mortality levels and trends. The Global Burden of Disease 2015 Study (GBD 2015) provides a comprehensive assessment of all-cause and cause-specific mortality for 249 causes in 195 countries and territories from 1980 to 2015. These results informed an in-depth investigation of observed and expected mortality patterns based on sociodemographic measures. Methods We estimated all-cause mortality by age, sex, geography, and year using an improved analytical approach originally developed for GBD 2013 and GBD 2010. Improvements included refinements to the estimation of child and adult mortality and corresponding uncertainty, parameter selection for under-5 mortality synthesis by spatiotemporal Gaussian process regression, and sibling history data processing. We also expanded the database of vital registration, survey, and census data to 14�294 geography�year datapoints. For GBD 2015, eight causes, including Ebola virus disease, were added to the previous GBD cause list for mortality. We used six modelling approaches to assess cause-specific mortality, with the Cause of Death Ensemble Model (CODEm) generating estimates for most causes. We used a series of novel analyses to systematically quantify the drivers of trends in mortality across geographies. First, we assessed observed and expected levels and trends of cause-specific mortality as they relate to the Socio-demographic Index (SDI), a summary indicator derived from measures of income per capita, educational attainment, and fertility. Second, we examined factors affecting total mortality patterns through a series of counterfactual scenarios, testing the magnitude by which population growth, population age structures, and epidemiological changes contributed to shifts in mortality. Finally, we attributed changes in life expectancy to changes in cause of death. We documented each step of the GBD 2015 estimation processes, as well as data sources, in accordance with Guidelines for Accurate and Transparent Health Estimates Reporting (GATHER). Findings Globally, life expectancy from birth increased from 61·7 years (95 uncertainty interval 61·4�61·9) in 1980 to 71·8 years (71·5�72·2) in 2015. Several countries in sub-Saharan Africa had very large gains in life expectancy from 2005 to 2015, rebounding from an era of exceedingly high loss of life due to HIV/AIDS. At the same time, many geographies saw life expectancy stagnate or decline, particularly for men and in countries with rising mortality from war or interpersonal violence. From 2005 to 2015, male life expectancy in Syria dropped by 11·3 years (3·7�17·4), to 62·6 years (56·5�70·2). Total deaths increased by 4·1 (2·6�5·6) from 2005 to 2015, rising to 55·8 million (54·9 million to 56·6 million) in 2015, but age-standardised death rates fell by 17·0 (15·8�18·1) during this time, underscoring changes in population growth and shifts in global age structures. The result was similar for non-communicable diseases (NCDs), with total deaths from these causes increasing by 14·1 (12·6�16·0) to 39·8 million (39·2 million to 40·5 million) in 2015, whereas age-standardised rates decreased by 13·1 (11·9�14·3). Globally, this mortality pattern emerged for several NCDs, including several types of cancer, ischaemic heart disease, cirrhosis, and Alzheimer's disease and other dementias. By contrast, both total deaths and age-standardised death rates due to communicable, maternal, neonatal, and nutritional conditions significantly declined from 2005 to 2015, gains largely attributable to decreases in mortality rates due to HIV/AIDS (42·1, 39·1�44·6), malaria (43·1, 34·7�51·8), neonatal preterm birth complications (29·8, 24·8�34·9), and maternal disorders (29·1, 19·3�37·1). Progress was slower for several causes, such as lower respiratory infections and nutritional deficiencies, whereas deaths increased for others, including dengue and drug use disorders. Age-standardised death rates due to injuries significantly declined from 2005 to 2015, yet interpersonal violence and war claimed increasingly more lives in some regions, particularly in the Middle East. In 2015, rotaviral enteritis (rotavirus) was the leading cause of under-5 deaths due to diarrhoea (146�000 deaths, 118�000�183�000) and pneumococcal pneumonia was the leading cause of under-5 deaths due to lower respiratory infections (393�000 deaths, 228�000�532�000), although pathogen-specific mortality varied by region. Globally, the effects of population growth, ageing, and changes in age-standardised death rates substantially differed by cause. Our analyses on the expected associations between cause-specific mortality and SDI show the regular shifts in cause of death composition and population age structure with rising SDI. Country patterns of premature mortality (measured as years of life lost YLLs) and how they differ from the level expected on the basis of SDI alone revealed distinct but highly heterogeneous patterns by region and country or territory. Ischaemic heart disease, stroke, and diabetes were among the leading causes of YLLs in most regions, but in many cases, intraregional results sharply diverged for ratios of observed and expected YLLs based on SDI. Communicable, maternal, neonatal, and nutritional diseases caused the most YLLs throughout sub-Saharan Africa, with observed YLLs far exceeding expected YLLs for countries in which malaria or HIV/AIDS remained the leading causes of early death. Interpretation At the global scale, age-specific mortality has steadily improved over the past 35 years; this pattern of general progress continued in the past decade. Progress has been faster in most countries than expected on the basis of development measured by the SDI. Against this background of progress, some countries have seen falls in life expectancy, and age-standardised death rates for some causes are increasing. Despite progress in reducing age-standardised death rates, population growth and ageing mean that the number of deaths from most non-communicable causes are increasing in most countries, putting increased demands on health systems. Funding Bill & Melinda Gates Foundation. © 2016 The Author(s). Published by Elsevier Ltd. This is an Open Access article under the CC BY licens

Verkeersveiligheidsanalyse Groot-Paramaribo

Motivation and background Due to the growing number of road traffic victims in Suriname, this topic is recently discussed extensively and placed high on the political agenda there. Compared to the Netherlands, the traffic in Suriname is approximately five times less safe. Some figures of traffic safety in Suriname show that the situation is concerning. In 2010 the total amount of people demanding emergency help at the AZP due to traffic accidents was 5016. Compared with statistics from 2008, this number has increased with 35%, as in 2008 the quantity was 3697 people. Looking at the number of fatalities in 2003, the number was 62 and in 2010 it was 87, showing an increase of over 40% in eight years. This means an average increase of the number of deaths by about 5% per year in that period. When only the statistics of fatalities are taken into account, it is clear that the number of fatalities in 2003 (62 deaths) compared to 2007 (90 deaths) shows an increasing trend. In 2009 there was a peak of 112 fatalities, followed by a decrease to 87 deaths in 2010. Until 2012 it remained steady with 86 deaths in 2011 and 83 in 2012. From these figures, an upward trend can be observed for the number of road accidents and fatalities in Suriname. Road accidents are tragic events that often cause untold human suffering. In addition, every death is one too many. Traffic and road safety are important for the Surinamese and in particular road safety remains a "hot issue" in Suriname. Research scope This research focuses on the urban agglomeration Greater Paramaribo, which is assumed the districts of Paramaribo and the adjacent Wanica. Due to the realization of the bridge across the Suriname river, the urban area within the range of Paramaribo is enlarged to the western part of the district of Commewijne. Due to the low number of deaths (5 in 2010) in Commewijne that part is not included in the geographical demarcation of this research. Chapter 3 of this study emphasizes further on the geographical demarcation. Regarding traffic types, this research focuses on the road traffic of Greater Paramaribo. Road traffic is divided into two types: motorized traffic (cars, motorcycles, mopeds) and non-motorized traffic (pedestrians and cyclists). Given the scope of this study, the design measures are primarily focused on infrastructural aspects. Besides this, guidelines for possible generic measures are presented, such as in the area of enforcement and education. The degree of traffic safety can be expressed in many different ways. Direct variables that can be used to measure traffic accidents are the number of accidents or divided in terms of the number of fatalities or the number of victims with varying degrees of severity. In this study, the severity of the accident in terms of the number of fatalities is chosen as an indicator for traffic safety. In Greater Paramaribo, only the number of fatalities is registered and published by the authorities. Problem Definition The following problem definition has been formulated in this study: In the current situation many traffic accidents occurs in Greater Paramaribo. The traffic safety on the road network in Greater Paramaribo is insufficient. This research project has the following objective: Analyzing the traffic safety situation and providing recommendations for improving the current and future traffic safety situation in Greater Paramaribo. The main research question: What steps can be taken to improve traffic safety in Greater Paramaribo? To answer the research question, several sub-questions are derived. The answers to these sub questions should lead to the answer of the main research question. Each sub question is linked with a phase (Analysis, Synthesis, Evaluation) of the chosen basic design methodology for this research. Used methods and techniques To answer the mentioned sub-questions, different methods and techniques are used: Literature study: A literature review is conducted to create theoretical basis of this research. The main advantage of this method is that much information can be gathered fast, which can be used to analyze the traffic safety situation in Greater Paramaribo. Document review: This research technique is used for the literature review, by consulting existing sources (secondary research). The sources consist of databases, archives and libraries. For example, data from a previous study is used to compare own collected data on traffic accident locations in Greater Paramaribo. Case Study: This method is used to identify and study the underlying causes of traffic accidents. Two techniques are used: the research paper (secondary research) and observations. By performing detailed observations on different locations, insight is gathered in the way certain situations occurred in practice due to infrastructural factors. Observations: This technique of data generation is used to investigate traffic conditions, road users and infrastructural concerns on site (called black spot roads). Therefore a list of infrastructural issues related to traffic safety is used as an observation schedule, road and intersection data is gathered and traffic situation sketches are made. Interviews: This technique is especially used to analyze the current policy on traffic safety. The number of people that is interviewed for this research is limited to the main actors that are involved in the traffic safety policy of Greater Paramaribo. Analysis: In this study, the black spot approach is used. The important steps in this approach are: 1. Analysis of accident statistics and identification of unsafe traffic locations (area where many accidents occur). 2. Analysis for searching patterns and commonalities of accidents at the sites identified, with the aim of determining 'why' the accident occurred. 3. The determination of measures (often infrastructural improvements) on basis of the analysis step. In this "reactive" approach, the unsafety at the dangerous locations with the most accidents is tackled. Conclusions The answers to the sub-questions are presented below, as a result of various research methods and techniques that have been applied. A1: What are the main factors that affect traffic safety and how can they be improved? In general there are three group of factors which affect traffic safety. These factors are related to human, vehicle and physical environment. These factors can be improved by: reducing the risk of exposure, by reducing the risk accident rate and by reducing the accident severity. The basic philosophy in improving road safety is by working simultaneously on different areas on the improvement of road safety. These areas are traditionally called the three E's (Education, Engineering, Enforcement), and should strengthen each other in order to provide good results. A systematic approach is needed there fore. A2: What is the current traffic safety situation in Greater Paramaribo? The analysis of accident statistics shows that there are more male (80%) than female (20%) fatalities in Greater Paramaribo. It can be assumed that men have a higher risk of being involved in traffic accidents and a higher chance to get killed due to these accidents. In the age group 21-40 years, most traffic victims occur, which is a fact for both male and female victims. This means that in Greater Paramaribo young people have a higher risk of dying due to a road accident. When looking at the type of victim, it can be noticed that the largest group of victims in Greater Paramaribo are mopeds (40%), followed by pedestrians (25%) and car drivers (20%). The increasing popularity of this vehicle (mopeds) in Greater Paramaribo, especially among young people, is problematic. Accidents by these road users are mostly caused by fast driving and other road users often not providing enough priority to the mopeds. The percentage of victims of cyclists is 9.70% and that of higher category cars (busses and trucks) is 3.73%. The road users in Greater Paramaribo which have the most risk of getting involved in traffic accidents are the so called slow traffic users (mopeds, cyclists and pedestrians). This group has a higher risk to die due to a traffic accident. If we look at the type of collision that mainly occurs in Greater Paramaribo, it can be noticed that the majority (35%) of collisions occur between cars (motorists) and mopeds. Secondly these collisions occur between pedestrians and cars (20%) and thirdly (18%) are single-vehicle accidents (mopeds excluded). The percentage of accidents between cyclist and cars is 8.96%, moped- moped accidents is 5.22%, car-car accidents is 7.46% and the last type is between pedestrians and mopeds with a percentage of 4,48%. The fact that there are a limited number of unilateral moped accidents (moped-moped) with fatalities may suggest that these road users exceed the allowed maximum speed, or die due to collusion with obstacles on and around the roads. In accidents involving several road users, mostly car drivers are the counterparty. If the counterparties of these car drivers are being grouped; it shows that 70% are car drivers. This indicates that between slow and fast traffic users, main problems causing traffic collisions exist implicating that measures must be related to infrastructural factors. As most fatalities in Greater Paramaribo take place between these groups, the focus in preventing accidents lies on the group moped riders, cyclists and pedestrians. Environmental factors that may affect traffic accidents based on analysis of statistics: For each weather season, the occurred type of collusions is analyzed in order to identify possible causes for traffic accidents influenced by environmental factors. The aim was to investigate whether environmental factors such as moisture or water on the road surface causes traffic accidents. Analysis shows that most of the moped-car accidents occur in the rainy season, which is also applicable to the pedestrian and cyclist accidents. Causes of traffic accidents due to environmental factors: \u95 Poor or absent drainage facilities on the road, leading rainwater to remain longer on the road. \u95 Bad visibility for vulnerable users through the raindrops. \u95 Remaining rainwater on the road causing users to avoid this and using the space (pavement) of the faster road users like cars. \u95 Poor road conditions (potholes), which are filled with water and form a risk for two wheelers when riding into them, resulting to lose control of their vehicle. \u95 Sidewalks for pedestrians often get flooded, which can cause them to fall down or to use the road instead These conditions create a traffic hazard situation which can result to an accident involving vulnerable road users. A3: Which actors are involved within the scope of this research and what are their interests? The main stakeholders are the Ministry of Public Works (OW) in terms of infrastructure related issues and the Traffic Police (VP) regarding enforcement related issues. OW and VP are the actors which can influence the traffic safety policy of Greater Paramaribo. All the other involved actors have the same interest, which is to improve the current traffic safety situation of Greater Paramaribo. A4: What criteria can be used for the implementation of measures? The analysis shows that the main criteria that have to be taken into account for implementing measures are costs and road traffic safety. A5: Which roads and intersections within the traffic network of Greater Paramaribo are unsafe? It can be concluded that in general all types of roads (category 1: arterial, category 2: collectors and category 3: local roads) are unsafe in Greater Paramaribo. This is based on the analysis in this research indicating that there are no major differences in percentage of fatalities per road type (38% in category 1, 34% in category 2 and 28% in category 3 roads). A6: What are the characteristics (infrastructure-related factors) of these roads and intersections that make them unsafe? After selecting a number of black spots for further research, it can be concluded that different risk factors related to the infrastructure influence road traffic accidents. If these factors are classified, the following areas are distinguished: Design, Construction, Road Marking & Signaling and Maintenance. The black spot list generated from dataset 1 is validated and reliable, since these roads are also known as black spot roads based on analysis of dataset 2. S1: What measures will improve the safety on the roads and intersections of Greater Paramaribo? Infrastructure measures related to the following five risk areas: Design, Construction, Road Marking & Signaling and Maintenance: Design \u95 Avoid conflicts of crossing traffic as much as possible \u95 Physical separation of vehicle types when there are large differences of speed \u95 Reducing speed at conflict points (such as intersections) \u95 Ensure recognizable road categories Construction, Signaling & Marking \u95 Better and more road marking and signaling \u95 Speed reducing measures \u95 Construction of sidewalks and better pavement and more visible crosswalks \u95 Refer mopeds to the bicycle and moped lanes on the category 1 roads, leading to a smaller degree of mixed traffic between vehicles with large speed differences. \u95 Construct broader cycle lanes \u95 Road markings by constructing more lines and crosswalks Maintenance \u95 Creating optimal conditions for good visibility. \u95 More, safe and clean sidewalks for pedestrians \u95 Uniform and cleaning sidewalks \u95 Maintaining drainage services of road and sidewalk regularly \u95 Paving of unpaved sidewalks, leading to good infrastructure facilities for pedestrians \u95 Maintaining pedestrian crossings regularly, making them optimally visible for road users S2: What measures are applicable for Greater Paramaribo? Besides the infrastructural measures (from S1) also generic measures must be taken. These generic measures can be aimed on the vehicle, the drivers and the assistance. Besides these orientations of generic measures, combinations with group age categories can be made. Examples of generic measures for mopeds: \u95 Information / Education aimed at younger drivers \u95 Helmet duty in combination with helmet requirements \u95 Counteracting engine volume increase of the vehicle (moped) \u95 Introducing moped license and setting of a minimum age for driving a moped \u95 Requirements on training and examination Higher enforcement regarding speed, helmets and vehicle engine volume increase E1: What are expected effects of these measures? In particular, the infrastructure-related measures have been successfully implemented in many countries leading road safety to score high and benefits greater than the costs. In general, the expected effects when these measures are implemented in Greater Paramaribo will be also positive. E2: What advice can be given to the authorities of Greater Paramaribo concerning traffic safety improvement? The advice to the authorities on the shorter term is to define traffic policy which is based on a reactive approach and for the longer term a pro active approuch in order to improve traffic safety. Infrastructure measures to be implemented on the short term can be in the field of signaling & marking and maintenance. On existing roads and intersections where there is enough space available, applying traffic facilities (pedestrian crossings, bus bays, clean roadsides etc.) for vulnerable road users can be started with. For the longer term, measures have to be implemented in the field of design and construction. The preparation of design standards and guidelines is an action which can be started on the short term. Once these are established for Greater Paramaribo, new infrastructure can be designed based on these standards. Audits can be performed to assure that new infrastructure is designed and constructed in accordance with the directives and standards. When generic measures are taken into consideration for being implemented, it is necessary to investigate for which type of road users it is meant. By taking this into account generic measures can perform better, because they are more effective and reflected better on the practice, compared to a general situation. For the situation in Greater Paramaribo the focus must be on the vulnerable road users like the mopeds, pedestrians and cyclists. Generic measures such as campaigns and education programs must be implemented on short term. Recommendations \u95 Elaborate further on specific measures in the category generic- and infrastructural measures for each target group is recommended. Further elaboration will create a more accurate picture of associated costs and return (benefits) in terms of road safety. Further research into the preparation and development of design guidelines and standards to be established for new roads and intersections is also recommended \u95 Categorize the road network of Great Paramaribo to an official functional hierarchy of roads. \u95 Register traffic accidents in a systematic way. Further research is recommended on this area, since it has proved during this research how limited and laborious it is to consult data sources. For effective road safety policy and research recording accident data is essential, because it gives insight in characteristics of these accidents. It is desirable that software used in registration procedures is user-friendly, so that the competent authorities do not have to experience difficulties. In this way, exchange of data between main data collectors (ABS, AZP and VP) can be very beneficial in sense of using it as input for effective road safety policy. \u95 With the existence of the SOV an important step towards the development of road safety policy has been made in Greater Paramaribo. However, it is recommended to use this graduation project as a turn of input for the establishment of a road safety plan. The black spots investigated in this study can be elaborated further into specific measures that can be implemented to improve traffic safety on these locations.Transport & PlanningCivil Engineering and Geoscience

Performance of Geo-synthetic Filter Materials as Drain Envelope in Land Reclamation in Haryana

Geo-synthetic envelope materials are increasingly replacing gravel/sand in subsurface drainage systems commonly installed to reclaim waterlogged salt affected lands. The availability constraints of gravel/sand envelopes, transport cost, design complexities, application difficulties in mechanized construction helped the switchover to synthetic envelopes, especially geo-synthetic materials. Geo-synthetic envelope materials used in Haryana Operational Research Project (HOPP) were found to be strong enough to withstand handling during transport, manual or machine wrapping, and for use with a drainage pipe laying machine. These materials were tested in the laboratory to characterize them and recommend their use as envelope materials. The field data after 3 and 6 years of installation of the drainage system at Jhajjar in Haryana with geo-synthetic envelope materials revealed much less silting of pipes than the recommended guidelines. The characteristics of a woven synthetic material used to wrap perforated collector pipes are discussed. A machine earlier designed to wrap the geo-synthetic material was evaluated for its capacity. The machine could handle 1.5-2.0 km of pipe daily with 8 semi-skilled labourers, enabling to cope up with the demand of a pipe-laying trencher machine that could lay about 1.5 km of laterals in a single day

CATALYTIC REFORMER UPSET AND TROUBLE SHOOTING: A CASE STUDY

Catalyticreformer upset may create deep tech- IHCOnomic'p,roduct qualities and marketing crisis .relining or petrochemical industries. Quick diaglSIicstepsareneededsometimesrequiringfresh Ig8neration. A case is discussedwhere catalyst ".'deactivated very fast following the start up after generation.A drop of 4 to 9 units of octane ..mer anddecline in hydrogen purity to 61% from IOIITIaI value of about 80% was observed in about ioweeks time. The data on 4th regeneration and lib cycle were analysed and the reasons for *erioration of catalyst were identified