Road Utility Cuts and Repairs -Applying Keyhole Technology

ABSTRACT In the early 1990s a major gas utility company in Ontario began the development of keyhole technology using long-handled tools to allow operations such as cast iron pipe leak repairs, service reconnections and the installation of cathodic protection, to be undertaken through a 450 mm diameter core hole in the pavement. This avoided the need for conventional open road cuts and reinstatement. To further enhance the benefits of this technology, a program of laboratory testing and field trials were undertaken in the City of Toronto (City) to allow efficient core removal, followed by vacuum excavation and finally a system that would allow the removed core to be used to permanently reinstate the pavement. Laboratory trials were undertaken on 20 potential bonding agents to identify a product that would be fast-setting with rapid strength gain so that repaired pavements could be opened to traffic in less than an hour. The cementitious bonding compound which was specially designed for the process was used on a number of field trials in the City. The reinstated cores were monitored for performance over a seven year period in sections of composite pavement. Based on the results of these trials, the procedure was approved for use in the City as a permanent utility cut repair. This keyhole technology and core reinstatement technology is now used widely throughout North America by gas utility companies. The cost savings are significant. In 2010, one utility company undertook some 4,500 keyhole cores and reinstatements, with an estimated cost savings of over $4 million when compared to conventional open cut procedures. In addition, with the reduction in materials, equipment time, and less traffic disruption, the sustainability benefits of this technology are significant. In some instances, the road can be re-opened to traffic within 30 minutes of the repair. This paper will review the development of this technology, other areas of application, and the benefits it offers in terms of providing a faster, better and more sustainable method for utility repair and maintenance

Australia's National Bowel Cancer Screening Program: does it work for Indigenous Australians?

<p>Abstract</p> <p>Background</p> <p>Despite a lower incidence of bowel cancer overall, Indigenous Australians are more likely to be diagnosed at an advanced stage when prognosis is poor. Bowel cancer screening is an effective means of reducing incidence and mortality from bowel cancer through early identification and prompt treatment. In 2006, Australia began rolling out a population-based National Bowel Cancer Screening Program (NBCSP) using the Faecal Occult Blood Test. Initial evaluation of the program revealed substantial disparities in bowel cancer screening uptake with Indigenous Australians significantly less likely to participate in screening than the non-Indigenous population.</p> <p>This paper critically reviews characteristics of the program which may contribute to the discrepancy in screening uptake, and includes an analysis of organisational, structural, and socio-cultural barriers that play a part in the poorer participation of Indigenous and other disadvantaged and minority groups.</p> <p>Methods</p> <p>A search was undertaken of peer-reviewed journal articles, government reports, and other grey literature using electronic databases and citation snowballing. Articles were critically evaluated for relevance to themes that addressed the research questions.</p> <p>Results</p> <p>The NBCSP is not reaching many Indigenous Australians in the target group, with factors contributing to sub-optimal participation including how participants are selected, the way the screening kit is distributed, the nature of the test and comprehensiveness of its contents, cultural perceptions of cancer and prevailing low levels of knowledge and awareness of bowel cancer and the importance of screening.</p> <p>Conclusions</p> <p>Our findings suggest that the population-based approach to implementing bowel cancer screening to the Australian population unintentionally excludes vulnerable minorities, particularly Indigenous and other culturally and linguistically diverse groups. This potentially contributes to exacerbating the already widening disparities in cancer outcomes that exist among Indigenous Australians. Modifications to the program are recommended to facilitate access and participation by Indigenous and other minority populations. Further research is also needed to understand the needs and social and cultural sensitivities of these groups around cancer screening and inform alternative approaches to bowel cancer screening.</p

Pavement Preservation -Effective Way of Dealing with Scarce Maintenance Budget

ABSTRACT Pavement preservation involves minimizing the destructive impact of climate and traffic by the regular or intermittent timely application of remedial treatments to the pavement. Pavement preservation system should include: pavement management system (PMS); long-term network planning; optimization; costeffective decision making; and sustainable financing. Objective measurement of pavement performance is required to determine the appropriate treatment. Preventive treatment of asphalt pavements used in Ontario include: crack sealing; crack filling; fog seals and rejuvenating seals; chip seals; slurry seal; cape seal; microsurfacing; non-structural HMA overlay; surface milling and non-structural overlay; cold in-place surface recycling; and hot in-place HMA recycling. Emerging technologies include Nova Chip and Metro Mat TM , for instance. This paper first discusses the traditional mindset of many road authorities and how it cannot handle the current needs of road users and the growing concerns of scarce maintenance budget. Next, the concept of pavement preservation is introduced, as well as what separates it from common preventive maintenance practices. A short review of the current preventive treatments used in Ontario is then provided. Examples of successful pavement preservation adopted by municipalities and road authorities in Ontario and in the US are also given. The paper concludes by discussing the issue of how road authorities can move forward with this correct approach