Abstract: Today, the world has observed a remarkable growth in the use of transportation mobile communications for road safety. While a user in a vehicle moves to a new communication cell, a wireless terminal requests a handoff for new channel in the new cell. Due to that movement, some of the challenges issues are developed such as, the increase in traffic volumes and demand for high speed transportation mobile communications call for fast, seamless and high performance handoff in mobile communications network. When a wireless user in a vehicle moves from one base station cell to another, handoff protocols reroute the existing active connections in the new transportation cell. The future challenges in next generation high speed transportation mobile networks are to minimize the packet loss and to provide efficient use of the network resources while maintaining quality of service assurances. Therefore, the performance of efficient management and a successful handoff operation in transportation mobile networks become an important issue for road safety traffic. This work shows analytical handoff management for transportation users in a high speed mobile communications network. We demonstrate the performance of handoffs with mobility consideration using several metrics including the alteration of states prior to reaching a transportation mobility cell boundary, the speed of transportation mobile terminal, and the distance between a transportation mobile terminal and a transportation cell boundary. We illustrate the performance evaluation for the factor of transportation mobility with taking into account the high speed status of a mobile vehicle user. Numerical results of the transportation performance analysis and the probability of requiring a handoff are demonstrated using Maple. Figure 1 shows a shaped region of a cellular network and the cellular handoff model with mobility. In this abstract, we modeled the cellular handoff for multimedia users with taking the high speed mobility into account in wireless mobile networks. The performance results in terms of state probabilities and the probability that a mobile terminal reached a cell boundary were investigated. The mobilized analysis involved with number of issues such as the alternation of states before a mobile unit reached a cell boundary, the distance between the mobile terminal and a cell boundary and the speed of the vehicle. Based on the assumption of the alternation of states, there were four situations for a vehicle to reach a cell boundary. Performance results were accurately analyzed based on these four situations. It was clearly showing that for a vehicle that experienced the change of states, the outcome chance of reaching a cell boundary was proportional to the distance in between the mobile terminal and a cell boundary and inversely propositional to the speed of the vehicle. References [1] J. Naylon, D. Gilmurray, J. Porter and A. Hopper, “Low-latency handover in a wireless ATM LAN,” IEEE Journal on Selected Areas in Communication, Vol. 16, pp. 909-921, Aug. 1998. [2] A. Acharya, S. Biswas, L. French, J. LI and D. Raychaudhuri, “Handoff and location management in mobile ATM networks,” Proceeding3rd International Conference Mobile Multimedia Communication, September 1996. [3] A. Acharya, J. Li, B. Rajagopalan and D. Raychaudhuri, “Mobility management in wireless ATM networks,” IEEE Communications Magazine, pp. 100-109, 1997. [4] Y. Fei, V. W. Wong, V. C. Leung, “Efficient QoS provisioning for adaptive multimedia in mobile communication networks by reinforcement learning,” Mobile Networks and Applications, Vol. 11, pp. 101-110, 2006. [5] J. G. Guzman, j. M. Bauset, and V. Pla, “Performance bounds for mobile cellular networks with handover prediction,” Management of Multimedia Networks and Services, Springer Berlin / Heidelberg, pp. 35-46, 2005. [6] R. Zander and J. M. Kalsson, “Combining bandwidth borrowing and reservation in cellular networks,” International Journal of Wireless Information Networks, Vol. 12, No. 3, pp. 187-201, 2005. [7] G. H. Ma and A. Y. Zomaya, “an efficient channel allocation scheme for cellular network using maximum channel packing,” Wireless Communications and Mobile computing, vol. 4, pp. 683-692, 2004. [8] K. Q. Tian and D. C. Cox, “Mobility management in wireless networks: data replication strategies and applications,” Kluwer Academic Publishers, New York, 2004. [9] A. R. Momen and P. Azmi, Stochastic vehicle mobility with environmental condition adaption capability,” Wireless Communications and Mobile computing, Vol. 9, pp.1070-1080, 2008. [10] K. Ioannou, S. Kotsopoulos, and P. Stavroulakis, “Optimizing the QoS of high speed moving terminals in cellular networks,” International Journal of Communications systems, Vol. 16, pp. 851-863, 2003. [11] S. S. Rappaport, “The Multiple-call hand-off problem in high-capacity cellular communication System,” IEEE Transactions on Vehicular Technology, Vol. 40, No. 3, p.p. 546-557, 1991. [12] S. Nanda, “Teletraffic models for urban and suburban microcells: cell sizes and handoff rates,” IEEE Transactions on Vehicular Technology, Vol. 42, No. 4, p.p 673-682, 1993.

Abstract: Speeding remains a major contributor to trauma on our roads, held to be a major factor in around one-third of fatal crashes and over 10 percent of all crashes (Bowie & Walz, 1994; Fildes & Lee, 1993). This study reviewed speed management strategies and key factors that should be considered through a comprehensive review of the literature. One of the most frequently used methods of managing travel speeds is the posted speed limit. The primary purpose of the speed limit is to advise drivers of the maximum reasonable and safe operating speed under favourable conditions, therefore considered to be a road safety measure. Further, speed limits are designed to be (i) related to crash risk, (ii) provide a reasonable basis for enforcement, (iii) fair in the context of traffic law, and (iv) accepted as reasonable by most road users. Traditional approaches to setting speed limits (e.g. engineering approach using the 85th percentile speed) are compared with an alternative view to setting speed limits: the Safe System approach. This approach requires that all aspects of the system work together for the safest possible outcome, with speed representing a critical component. The findings suggest that there are some inherent issues in traditional speed limit setting guidelines, particularly as drivers lack awareness of the true relationship between speed and road trauma, under-estimate crash and injury risk and over-estimate what is a safe speed, and that there is often a mismatch between environmental cues and speed limits. There are opportunities to review and strengthen speed management policies and practices with a view to creating environments that promote safe behaviour rather than relying on drivers/riders to decide what is a safe speed, complemented by strengthened Police enforcement and increased community knowledge and awareness of the importance of speed to road trauma.

Abstract: Introduction/Problem statement In 2007, road safety was assessed as one of the more serious safety risks in Ras Laffan Industrial City (RLIC). It accounted for 1,540 road traffic crashes, one fatality, several serious injuries and a number of property damages during the year. As a result a committee was formed which included all stakeholders in the Industrial City to set achievable and sustainable goals to reduce the road safety risk rate to “As Low as Reasonable Practical” (ALARP). The committee developed and implemented a sustainable road safety program, holding all persons entering RLIC responsible for contributing to a new safety culture. The aim was to reduce road related crashes by at least 20% per annum. Methods 1. The committee conducted an ALARP road safety study to identify and analyze the highest road safety related risks in all common road and concession areas of the Industrial City and established mitigation measures for each risk identified to prevent death, serious injury or property damage. 2. Investigated the root causes of road traffic crashes and classified them in categories that include human behaviour, road engineering, vehicle fitness, driver fitness and environmental conditions such as dust and fog. 3. Developed and implemented sustainable mitigation measures for each of the categories identified. 4. Developed and implemented a road crash database to record and track crash data. Throughout this process focus was given to incident investigation, statistical analysis, end users involvement, awareness campaigns, alternative transport modes, speed enforcement, radar monitoring systems, audits, inspections of road network and systems, community outreach programs, education and enforcement. Results As a result a high-level awareness road safety “Zero Tolerance Visibility Program” was introduced with input from the local traffic department, business partners and industry road safety experts. Between 2007 and 2014, road traffic crashes were reduced by 85% cumulatively. The strategies proved to be successful by: (1) the reduction in fatalities from one fatality in 2007 to zero fatalities during the period of 2008 to 2014; and (2) a notable reduction in road traffic crashes from 1,540 in 2007 to 278 in 2014. Conclusions Overall the Zero Tolerance Visibility Program implemented during 2007 yielded positive results. With continuous improvement of the vision for safer roads, further reductions in road traffic crashes will be achievable. Furthermore, these strategies may also be suitable for application in other workplaces similar to Ras Laffan Industrial areas.

Abstract: Road deaths and injuries are increasing in India due to unprecedented motorization and expansion of infrastructure amidst absence of strong road safety policies and programmes. In 2014, 141,000 persons died and 4,77,731 persons were injured as per official reports (1). However, data from World Health Organization, Global Burden of Disease 2013 and independent Indian studies estimate these numbers to be much higher due to underreporting of Road Traffic Injuries (RTIs). Nearly 10-30% of hospital registrations are due to RTIs and majority of them are discharged with varying levels of disabilities. Individuals in the age group of 15-44 years, men and, middle and poorer sections of society are affected most in RTIs. Pedestrians, motorcycle riders / pillions and bicyclists, the vulnerable road users, are killed and disabled in large numbers. The economic losses from road crashes are estimated to be 3% of GDP and are increasing from year to year (2). Amidst significant regional variations, many Indian states have road deaths much above the national average. Indian states that have progressed in development, infrastructure, education and per capita incomes also have the highest rates. While urban deaths account for nearly a fifth of total deaths and injuries, Indian highways account for more than 50% of deaths and injuries and are likely to increase with further growth in infrastructure (1). This distribution clearly implies that transport and mobility growth should be accompanied by road safety as well. Road crashes occur due to a complex interaction of human, vehicle and environmental factors in heterogeneous transport environments. Despite the growing number of crashes, the understanding of road crashes in India has been limited. All official reports till date indicate ‘human error, driver negligence, rash driving, careless driving’ as the major cause, thereby implicating human behaviour to a larger extent. However, independent limited research in recent years has informed that several issues in road environment, vehicle safety, behaviour of road users, enforcement of safety laws, availability and affordability of trauma care and others are responsible for both causation and poor outcomes in road crashes (3). Most glaringly, the absence of an efficient road safety management system has resulted in piecemeal and fragmented solutions. Many high-income countries implemented systematic interventions based on a scientific understanding of road safety (Haddon’s matrix, safe systems approach, public health understanding, and others) and successfully demonstrated that road crashes are predictable and preventable (4). As the causes for road crashes are multiple, interventions need to be several and needs prioritisation in India. Road safety management through a clearly defined road safety policy, a central coordinating agency to guide-coordinate-monitor-direct-implement and evaluate activities, improving human/financial/ physical resources are urgently required to develop a road map for future activities. Safe infrastructure development through low cost and sustainable engineering solutions that are geared for people’s needs and travel patterns addressing both mobility and safety is critical. Vehicle safety that adheres to safety standards is vital to make people safer. Strict implementation of proven and effective interventions (e.g., helmets and safety belt laws, drink drive laws, speed control measures, and visibility related measures) are required to make people safe and reduce poor outcomes. Good trauma care practices that include rehabilitation services are highly essential to save the injured. Undoubtedly, all these activities need to be driven by evidence based practices and data driven systems. As road safety is the shared responsibility of different ministries and departments at this time, it requires participation from health and all other sectors to develop integrated, intersectoral and coordinated approaches (5). References: 1.National Crime Records Bureau. Accidental deaths and suicides in India 2014. Ministry of Home Affairs, Government of India, New Delhi, 2015 2.Gururaj G. Road safety in India- A framework for action. Publication No. 83, National Institute of Mental Health and Neuro Sciences, Bangalore, 2012 3.Gururaj G and Bangalore Injury Surveillance Collaborators Group. Bangalore Road Safety and Injury Prevention Program: Results and Learning, Publication no 81, National Institute of Mental Health and Neuro Sciences, Bangalore, 2011 4.World Health Organization. Global status Report on Road Safety, Geneva, 2013 5.World Health Organization .Global plan for the Decade of Action for Road Safety 2011 – 20, http://www.who.int/roadsafety/decade_of_action/plan/plan_english.pdf?ua=1, accessed on 28th July 2015

Abstract: Transportation of Naturally Occurring Radioactive Materials (NORM) Contaminated Waste in QP is carried out in accordance with the Radiation Protection Laws and QP Radiation Protection Standard for NORM Management (QP-STD-S-055). The QP Standard stipulates requirements for ensuring protection of persons and environmental from NORM impact, which is in line with the requirements of the Ministry of Environment (MoE) Resolution No. 45/2013, concerning the management of NORM Waste generated by Oil & Gas Industry in the State of Qatar. In addition, standard provides directions to all QP Operations, Contractors/Sub-Contractors and QP Join Venture companies (JVs) working within QP Premises on-shore and off-shore for identification, handling, transportation, storage and disposal of NORM Waste and related activities. Transportation of the NORM waste is carried out in accordance with the requirements as follows: The radiation level shall not exceed 5 µSv/h at the surface of each container of collected NORM waste. Ends of pipes shall be packed to prevent the spread of contaminated radioactive substances. If the pipes are large enough, such as valves, pumps, packaging shall be for the entire pipe, while taking all necessary precautions to the non-proliferation of pollutants by using of blind flanges. The relatively large quantities of solid pollutants resulting from sediment mud or solid scaly residues shall be transferred in tanks and separation containers. Big decontaminated substances such as substances with low specific radioactivity shall be transported in barrels or tanks according to industrial parcels. No other substances shall be transported in the vehicle transporting substances or equipment contaminated with natural radioactive substances. When transporting NORM waste substances by sea, a suitable container specific for transport shall be used, to ensure no leakage or spillage of pollutants. The licensee, when transporting in any vehicle, shall develop a detailed written transport plan that includes steps to be taken under a state of emergency, and the plan shall be submitted to the Ministry of Environment (MoE). To transfer the components such as valves and non-radioactive pipes, if the surface is contaminated, such as surface polluted objects, the transportation requirements depends on the level of the permanent and non permanent surface contamination emitting of beta and alpha particles. Transportation index shall be designated on each barrel. The choice of the appropriate warning sign to be attached to the barrel is determined by measuring equivalent radiation dose (Micro Sievert/hour) at 1 meter from the surface of the barrel, divided by 10, as well as measuring the equivalent radiation dose on the surface of the barrel directly. To transport the natural radioactive substances or contaminated with these substances, an exclusive-use vehicles shall be used. Boats used to transport substances or contaminated equipment from offshore platforms, shall use standard marked containers. Contaminated substances that cannot be stored in standard containers shall be protected in a controlled manner to ensure no leak or spill of radioactive substances during transport. Before sending the natural radioactive substances, the receiving party shall be notified. Vessel shall be provided with radioactive warning signs, transportation, guide and other specific stickers for transport. QP managed successfully to transport 4 containers (111 drums) of “NORM” from Halul Island to Dukhan HSE Yard No.3, during in October 2014. Part of the process was managed through sea transportation from Halul to Ras Laffan Jetty, and then through land transportation from Ras Laffan to Dukhan. Transportation process was carried out in full compliance with the requirements of Radiation Protection Law No.31 for 2002, Ministerial Decision No. 45 for 2013 regarding NORM Management and Corporate NORM Management Standard QP-STD-S-055. The Job Hazard Analysis (JHA) of the transportation process and transportation date was communicated, discussed and agreed by MoE, 48 hours before transportation date. NORM waste was dispatched to the dedicated Dukhan NORM Storage Yard safely, securely and without any risk for the human and environment, under direct supervision Corporate HSEQ.