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The influence of external environment on workers on scaffolding illustrated by UTCI

  • Iwona Szer EMAIL logo and Jacek Szer
Published/Copyright: September 29, 2021
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Abstract

The aim of the article was to present the influence of the external environment on people working on scaffolding. For this purpose, the heat load of a man was determined using the universal thermal climate index. The research was carried out on 40 facade scaffolds located in four voivodeships in Poland: Lower Silesia, Lublin, Lodzkie, and Masovian. The conducted analysis showed that employees may experience strong or very strong heat stress, and also extreme heat stress in isolated cases. The highest probability at 0.30 level occurs on scaffolds located in the Lodzkie voivodeship. Environmental conditions are therefore unfavourable for people working outside. This can lead to reduced concentration, longer reaction time, and greater fatigue, contributing to an increase in situations that could lead to accidents. Hazard identification allows to take safety measures that improve the comfort of work on scaffolding.

1 Introduction

The external environment affects people working on scaffolds. High or low temperature, changes in atmospheric pressure, strong wind, atmospheric precipitation, air pollution, or noise can cause adverse changes even in the body of an acclimated person. There may be a reduction in concentration, longer reaction time, fatigue, reduced motivation, dissatisfaction, or changes in the physiological functions of the human body. Construction workers are one of the groups most exposed to the adverse impact of the external environment. In Taiwan in 2007, 76.3% of construction workers were exposed to excessive heat in the workplace [1]. Elevated air temperature above 30°C in 17.4% of workers working on construction sites in Hong Kong led to the occurrence of disorders, mainly dizziness and headaches. There have also been isolated cases of difficulties with breathing and heat cramp [2]. High temperature is also one of the causes of increased mortality. In Sydney, Australia, between 1993 and 2004, an increase in the maximum temperature by 10°C and air pollution caused an increase in mortality by 4.5–12.1% [3], while in France, a heat wave in August 2003 contributed to an increase in mortality by 4–142% depending on the region (location) [4]. In the years 2000–2010 in the United States, 359 people died as a result of exposure to heat in the workplace out of which 36.8% were employees in the construction industry [5]. Global warming causes extreme climate phenomena that will happen more often [6] and currently observed climate changes may indicate that heat waves will last longer and will be more intense.

People working on scaffolding are exposed to an increased risk of heat stress since work is often carried out at heights where the temperature is higher. This is caused by the effect of lighter warm air moving upward. Additionally, facade scaffolds are installed next to the building, so building envelopes can radiate more heat from their surface, further increasing the mean radiant temperature. Unfavourable and changing climatic conditions, together with work requiring prolonged physical effort, often performed under time pressure, can contribute to errors at work. As a result, the risk of accidental injury or events that could lead to an accident may increase. An accident at work is most often the result of many causes and circumstances, one of them may be working in uncomfortable environmental conditions. Research conducted in Poland on the basis of the analysis of 177 accident protocols concerning accidents occurring during works on scaffolding showed that human causes accounted for 27.4% of all the identified causes [7]. That is why it is crucial to study the impact of the external environment on people working on building scaffolding. The article presents an analysis of the impact of climatic conditions on people working on scaffolding with the use of the universal thermal climate index (UTCI).

2 UTCI

The UTCI allows to determine the heat loads of a man in various thermal conditions of the external environment. Table 1 presents the scale of assessment stressent of heat stress of the human body. UTCI was created on the basis of a Fiala multi-node model of human heat transfer [8]. The UTCI is one of the newest indices defined as the equivalent air temperature at which, under certain environmental conditions, the basic physiological parameters of the body take the same values as in real conditions [9,10]. The full determination of the UTCI value consists of multiple calculation of the heat balance of a human being. The UTCI is expressed with [°C]. The UTCI can be presented as a function [9,10]:

(1) UTCI = f ( T a , v p , v a , d T mrt ) ,

where T a – air temperature (°C), v p – water vapour pressure (hPa), v a – wind speed at 10 m above the ground (m/s), and dT mrt – difference between the mean radiant temperature and air temperature (°C])

Table 1

The scale of assessment of heat stress of the human body [9]

UTCI (°C) Stress category
>+46 Extreme heat stress
+38.1 to +46.0 Very strong heat stress
+32.1 to +38.0 Strong heat stress
+26.1 to +32.0 Moderate heat stress
+9.1 to +26.0 Thermoneutral zone
+0.1 to +9.0 Slight cold stress
−12.9 to 0.0 Moderate cold stress
−26.9 to −13.0 Strong cold stress
−39.9 to −27.0 Very strong cold stress
<−40.0 Extreme cold stress

3 Research methods

3.1 Scaffolding measurement data

The examination of the scaffolds were carried out by five teams from the Faculty of Civil Engineering and Architecture at Lublin University of Technology, Faculty of Management at Lublin University of Technology, Faculty of Civil Engineering, Architecture, and Environmental Engineering of Lodz University of Technology, and the Faculty of Civil and Water Engineering at Wrocław University of Science and Technology [11]. The article presents the results, which are part of the research in which information about the scaffold, its surroundings, and users of the scaffold were collected. On the scaffolds, the following parameters, among many, were examined:

  1. climatic parameters of the outdoor air (temperature, relative humidity, wind velocity, and direction), atmospheric pressure [12], lighting, sound level [13], and dust level;

  2. technical parameters: deviations from the ideal geometry of the scaffold, technical condition of parts of scaffolds, strength in the anchoring, forces in the stands, load-bearing capacity of the ground, frequency of vibrations of scaffolds, the influence of wind on the structure of the scaffold, and operational loads [14,15];

  3. physiological parameters of employees (heart rate measurement), distance, and number of moves [16].

The research was carried out on facade construction frame scaffolds. This article presents the results for 40 scaffolds located in Lower Silesia, Lublin, Lodzkie, and Masovian voivodeships. The scaffolds on which the measurements were taken were examined from January 2 to September 1, 2017. The lowest scaffolding was 5.17 m high, while the highest scaffolding was 57.33 m high. The surface of scaffolds ranged from 40.40 to 1500 m2.

Taking into consideration the specificity of works performed on the construction scaffolds, the research was carried out in accordance with an individually adapted research program. Research on each scaffold was carried out during one working week. Measurements were taken between 8 a.m. and 4 p.m. in working time of employees on most construction sites. On each day, three series of measurements were performed. The first would start at 8 a.m., the second at 11 a.m., and the third at 2 p.m. Additionally, due to the extended working time of employees on one scaffold located in the Lublin voivodeship, measurements were also taken at 5 p.m. At each spot, the scaffold measurement was performed with the same set of instruments. After measuring the parameters at the first spot, the researchers moved on to the second point. Each series of climatic parameters measurement lasted from one to about one and a half hours depending on the number of measurement spots. The number of spots on the working deck depended on the width of the scaffold and ranged from one to four spots. The number of examined platforms depended on the height of the scaffold. It ranged from one to three scaffold levels (the first one, the highest one, and one in the middle of the height). In total, measurements were taken in six, eight, nine, or twelve scaffold spots. An example of the scaffold scheme together with the selection of the measurement spots is shown in Figure 1.

Figure 1 
                  An example of a scaffold scheme with marked measurement spots.
Figure 1

An example of a scaffold scheme with marked measurement spots.

3.2 Measuring instruments

Measurements of the climatic parameters were taken with the use of the multifunction AMI-310 (serial 3P160401496) instrument with probes manufactured by KIMO, France, and an atmospheric module MCC (registering the air temperature, relative humidity, and atmospheric pressure) and a vane probe SH 100 measuring the wind velocity were connected. The atmospheric module (4P160311474) measures temperatures from −20 to 70°, with resolution of 0.1°C, and accuracy of ±0.4% and relative air humidity from 5 to 95%, with resolution of 0.1%, and accuracy of ±1.8% (for temperature between 15 and 25°C), ±0.04 (T a − 20)% (for temperature less than 15°C and greater than 25°C). The vane probe (4P170318644) measures wind speed 0.2 to 30m/s with resolution of 0.01 m/s and accuracy ±3% (±0.1 m/s) for wind speed of 0.3–3 m/s and ±1% (±0.3 m/s) for wind speed 3.1–35 m/s. In each measurement field, the air temperature and relative humidity were measured at the height of the employee’s face, about 1.5 m above the level of the platform. The duration of the measurement in one spot was 4 min with sampling interval of 1 s. At the same time, the wind velocity was measured first in the perpendicular direction and then in the direction parallel to the facade. The registration of wind velocity in each direction lasted 1 min with a sampling interval of 1 s.

3.3 Determination of UTCI index

The use of UTCI index in construction conditions is often difficult or impossible due to the lack of adequate software or a large amount of data. Therefore, for this analysis a simplified universal index of heat stress of UTCI was used [10]. The indicator of correlation between UTCI and the simplified UTCI is 0.9956 (the determination coefficient is equal to 0.9913) and is statistically significant at 0.01 level. The values of the UTCI as well as UTCI are also a measure of heat stress of the human body (Table 1). On the basis of the mean temperature and relative humidity of the air as well as the wind velocity, the simplified UTCI was calculated according to the formula [10]:

(2) UTCI = 3.21 + 0.872 T a + 0.2459 T mrt + 2.5078 v 10 0.0176 RH ,

where T a – air temperature (°C), T mrt – mean radiant temperature (°C), RH– relative air humidity (%), and v 10 – wind velocity at 10 m height (m/s).

Due to the small impact of the mean radiant temperature on the simplified UTCI and in order to simplify the calculation, the mean temperature of radiation on the clothing surface equal to the air temperature was taken into consideration. In addition, when people work on scaffolding, they are often covered by a protective net. The resultant wind velocity at a height of 10 m in both directions was calculated according to the formula:

(3) v w 10 = ( v 10 ) 2 + ( v 10 ) 2 ,

where v 10 – wind velocity at a height of 10 m in parallel direction to the facade and v 10 – wind velocity at the height of 10 m in perpendicular direction to the facade.

The wind speed in both the directions at a height of 10 m was calculated according to the formula [10]:

(4) v 10 = v z h z h 10 0.2 ,

where v z – wind velocity measured on the scaffolding (m/s), h z – height at which wind velocity was measured (m), and h 10 – 10 m height (m).

4 Research results

Table 2 contains the minimum and maximum values of the simplified UTCI calculated on the basis of measurements on 40 scaffolds for three series of measurements, which began: the first at 8 a.m., the second at 11 a.m., the third at 2 p.m., and in Lublin voivodeship for the fourth series of measurements starting at 5 p.m. Values have been calculated separately for the Lower Silesia, Lublin, Lodzkie, and Masovian voivodeships.

Table 2

UTCI for Lower Silesia, Lublin, Lodzkie, and Masovian voivodeships

Location Time of the day UTCI
Minimum (°C) Maximum (°C)
Lower Silesia 8 a.m. –7.9 38.0
11 a.m. –3.2 40.3
2 p.m. –2.6 46.2
Lublin 8 a.m. –10.6 35.5
11 a.m. –9.5 38.0
2 p.m. –2.8 47.6
5 p.m. 2.5 28.2
Lodzkie 8 a.m. 0.2 43.0
11 a.m. –0.0 45.1
2 p.m. 1.9 50.0
Masovian 8 a.m. –1.0 46.3
11 a.m. –1.6 42.0
2 p.m. 0.8 42.4

The UTCI values depend on the time of the day and the location of the scaffolding. The minimum value –10.6°C of the UTCI was observed on the scaffolding located in the Lublin voivodeship, for measurements starting at 8 a.m. The maximum value of 50°C was observed on the scaffolding located in the Lodzkie voivodeship for measurements commencing at 2 p.m.

Frequency distribution was used to systematize and group statistical material. First, the values of the simplified UTCI were sorted in ascending order and then the resulting series were divided into separate subsets – groups. Due to the sample size – above 30, to facilitate the analysis, the values were grouped into classes depending on the length. The number and ranges of the classes were chosen in such way so that they would give a clear idea of the distribution. Based on the number of observations in the sample, the number of classes was calculated according to the formula [17,18]:

(5) ( a ) k 1 = n , ( b ) k 2 = 1 + 3 , 322 ln n , ( c ) k 3 5 ln n ,

where n – number of observations.

The next step was to determine the range of the measured characteristic equal to the difference between the maximum and minimum values of the simplified UTCI.

Table 3 presents the number of classes in each voivodeship calculated according to equation (5(a)–(c)) and the corresponding lengths of classes approximately equal to the range quotient and the number of classes.

Table 3

The number and length of ranges of classes

Location k 1 k 2 k 3 ΔUTCI1 (°C) ΔUTCI2 (°C) ΔUTCI3 (°C)
Lower Silesia 31 11 15 1.72 4.94 3.62
Lublin 32 11 15 1.80 5.28 3.85
Lodzkie 35 11 15 1.43 4.44 3.24
Masovian 29 11 15 1.66 4.48 3.28

The minimum number of classes was 11, while the maximum was 35, which corresponds to the length of the class range from 1.43 to 5.28. Proper selection of the length of the class range is necessary for the correct description of the characteristic. If too large range is accepted on the histogram, then important changes of a given size will not be visible. In case of too small ranges, the charts jump from zero to high values, or there may occur ranges which do not contain samples. While analysing the obtained lengths of ranges of classes, the average length of the range was set at 3. For such assumed range of class in Figure 1, histograms show the number of occurrences of a given UTCI for ten scaffolds located in Lower Silesia, Lublin, Lodzkie, and Masovian voivodeships. Analysing the obtained histograms, we can notice the differences in UTCI values depending on the scaffolds location. The class containing the modal value for the Lublin and Masovian voivodeships is the class ranging from 12.5 to 15.5°C, but the class for the Lublin voivodeship is larger by 14 occurrences. The class containing the highest modal value is the class comprised between 30.5 and 31.5°C in the Lower Silesia voivodeship.

In order to illustrate the differences between measurements at different times of the day Figure 2 presents the histograms with number of occurrences on 40 scaffolds for measurements taken at 8 a.m., 11 a.m., 2 p.m., and 5 p.m. The modal value for measurements starting at 8 a.m. is in the range from 24.5 to 27.5°C, at 11 a.m. it is in the range from 27.5 to 30.5°C, at 2 p.m. it is in the range from 30.5 to 32.5°C, and for measurements starting at 5 p.m. it is in the range from 9.5 to 12.5°C. On one scaffold located in the Lublin voivodeship, it was only possible to take measurements at 5 p.m. Consequently, it is difficult to analyse the distribution for measurements starting at 5 p.m.

Figure 2 
               Histogram of UTCI∗ on 40 scaffolds measured for: (a) Lower Silesia, (b) Lublin, (c) Lodzkie, and (d) Masovian voivodeships at (e) 8 a.m., (f) 11 a.m., (g) 2 p.m., and (h) 5 p.m.
Figure 2

Histogram of UTCI on 40 scaffolds measured for: (a) Lower Silesia, (b) Lublin, (c) Lodzkie, and (d) Masovian voivodeships at (e) 8 a.m., (f) 11 a.m., (g) 2 p.m., and (h) 5 p.m.

Figure 3 shows the histograms for the scaffolds tested in the first, second, and third quarters of 2017.

Figure 3 
               Histogram of UTCI∗ on 40 scaffolds measured for: (a) first quarter, (b) second quarter, and (c) third quarter of the year.
Figure 3

Histogram of UTCI on 40 scaffolds measured for: (a) first quarter, (b) second quarter, and (c) third quarter of the year.

The modal value for measurements performed in the first quarter ranges from 6.5 to 9.5°C, in the second quarter ranges from 24.5 to 27.5°C, and in the third quarter ranges from 30.5 to 33.5°C.

The heat stress of employees working on scaffolding in various thermal conditions of the external environment were also analysed. Table 4 presents the probability of occurrence of heat stress based on the classes of the human body loads according to the UTCI for the Lower Silesia, Lublin, Lodzkie, and Masovian voivodeships. Table 4 also presents the probability of occurrence of heat stress for measurements taken at 8 a.m., 11 a.m., 2 p.m., and 5 p.m. and on all 40 scaffolds.

Table 4

The probability of heat stress occurring in the Lower Silesia, Lublin, Lodzkie, and Masovian voivodeships and for measurements taken at 8 a.m., 11 a.m., 2 p.m., and 5 p.m. and on all 40 scaffolds

Stress category Location Time of the day All scaffolds
Lower Silesia Lublin Lodzkie Masovian 8 a.m. 11 a.m. 2 p.m. 5 p.m.
Extreme heat stress 0 0 0 0 0 0 0.01 0 0
Very strong heat stress 0.05 0.03 0.12 0.04 0.03 0.06 0.11 0 0.06
Strong heat stress 0.16 0.08 0.18 0.08 0.06 0.15 0.19 0 0.13
Moderate heat stress 0.28 0.20 0.23 0.19 0.21 0.25 0.22 0.02 0.23
Thermoneutral zone 0.37 0.54 0.40 0.56 0.56 0.42 0.40 0.74 0.46
Slight cold stress 0.12 0.12 0.06 0.11 0.12 0.11 0.07 0.23 0.10
Moderate cold stress 0.02 0.02 0 0 0.02 0.02 0.01 0 0.01

These values were calculated as the ratio of the number of measurements in a given class of heat stress to the number of all measurements on the analysed scaffolds. Due to the minimum UTCI value of −10.6°C, classes of heat stress with values below this value were omitted.

In analysing the values obtained, it can be observed that the construction workers work in the thermoneutral zone most of the time. The highest probability on the level of 0.56 occurred for scaffoldings located in Masovian voivodeship, while the lowest on the level of 0.37 occurred for scaffoldings located in Lubelskie voivodeship, and for all scaffolds, the probability was 0.46. Analysing the time of the day, the highest value of 0.74 is observed for measurements performed after 5 p.m.

The analysis of the obtained values shows that employees working on scaffolding may be exposed to the occurrence of extreme, very strong, or strong heat stress. For easier analysis, the values that present the probability of extreme, very strong, or strong heat stress are bolded in Table 4. The highest probability (extreme, very strong, and strong heat stress) at the level of 0.30 occurs on scaffolds located in the Lodzkie voivodeship, while the smallest one is 0.11 on scaffolds located in the Lublin voivodeship.

The highest probability of occurrence of heat stress at the level of 0.31 occurs for employees working on scaffolds from 2 p.m. There is no probability of heat stress occurring for working hours after 5 p.m.; however, only on one scaffold it was possible to take measurements at 5 p.m.

Table 5 presents the probability of occurrence of heat stress based on the classes of the human body loads according to the UTCI for measurements taken in the first quarter, second quarter, and third quarter of the year. In the first quarter of the year, 6 scaffolds were measured, in the second quarter 22 scaffolds, and in the third quarter 12 scaffolds were measured.

Table 5

The probability of heat stress for measurements taken in the first quarter, second quarter and third quarter of the year

Stress category Quarter
I II III
Extreme heat stress 0 0 0
Very strong heat stress 0 0.04 0.13
Strong heat stress 0 0.11 0.22
Moderate heat stress 0 0.23 0.30
Thermoneutral zone 0.59 0.54 0.34
Slight cold stress 0.36 0.07 0.01
Moderate cold stress 0.05 0 0

Construction workers mostly work in the thermoneutral zone in the first quarter. Also in Table 5, values that present the probability of extreme, very strong, or strong heat stress are bolded. The highest probability in extreme, very strong, and strong heat stresses at the level of 0.30 occurs on scaffolds measured in the third quarter.

5 Conclusion

The aim of the research was to determine the impact of the external environment on employees working on scaffolding. The research has shown that the UTCI values depend on the time of the day and the scaffolding location and range from –10.6 to 50°C. The analyses show that employees may experience strong or very strong heat stress, and in some cases also extreme heat stress. The highest probability at 0.30 level occurs on scaffolds located in the Lodzkie voivodeship. If we take into account the time of the day, the highest probability of −0.31 may occur for employees working from 11 a.m. Due to the fact that during work on scaffolding, there is an increased risk of dangerous situations that may lead to an accident, employees should work in the least unfavourable environmental conditions. In most cases we have no influence on external environment conditions. We can only monitor them, and if there is a danger of heat stress occurrence, then we can introduce protective measures that improve the comfort of work on scaffolding. Physical effort should be reduced or limited. It is also necessary to provide employees with the possibility of temporary use air-conditioned rooms or shaded areas, and provide drinking water so that they could hydrate the body.

Acknowledgments

The article was prepared as a part of the project supported by the National Centre for Research and Development within Applied Research Programme (agreement No. PBS3/A2/19/2015 “Modelling of Risk Assessment of Construction Disasters, Accidents, and Dangerous Incidents at Workplaces Using Scaffoldings”).

  1. Conflict of interest: Authors state no conflict of interest.

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Received: 2020-10-29
Revised: 2021-08-11
Accepted: 2021-08-18
Published Online: 2021-09-29

© 2021 Iwona Szer and Jacek Szer, published by De Gruyter

This work is licensed under the Creative Commons Attribution 4.0 International License.

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  42. Experimental and theoretical investigation of CVT rubber belt vibrations
  43. Is the cubic parabola really the best railway transition curve?
  44. Transport properties of the new vibratory conveyor at operations in the resonance zone
  45. Assessment of resistance to permanent deformations of asphalt mixes of low air void content
  46. COVID-19 lockdown impact on CERN seismic station ambient noise levels
  47. Review Articles
  48. FMEA method in operational reliability of forest harvesters
  49. Examination of preferences in the field of mobility of the city of Pila in terms of services provided by the Municipal Transport Company in Pila
  50. Enhancement stability and color fastness of natural dye: A review
  51. Special Issue: ICE-SEAM 2019 - Part II
  52. Lane Departure Warning Estimation Using Yaw Acceleration
  53. Analysis of EMG Signals during Stance and Swing Phases for Controlling Magnetorheological Brake applications
  54. Sensor Number Optimization Using Neural Network for Ankle Foot Orthosis Equipped with Magnetorheological Brake
  55. Special Issue: Recent Advances in Civil Engineering - Part II
  56. Comparison of STM’s reliability system on the example of selected element
  57. Technical analysis of the renovation works of the wooden palace floors
  58. Special Issue: TRANSPORT 2020
  59. Simulation assessment of the half-power bandwidth method in testing shock absorbers
  60. Predictive analysis of the impact of the time of day on road accidents in Poland
  61. User’s determination of a proper method for quantifying fuel consumption of a passenger car with compression ignition engine in specific operation conditions
  62. Analysis and assessment of defectiveness of regulations for the yellow signal at the intersection
  63. Streamlining possibility of transport-supply logistics when using chosen Operations Research techniques
  64. Permissible distance – safety system of vehicles in use
  65. Study of the population in terms of knowledge about the distance between vehicles in motion
  66. UAVs in rail damage image diagnostics supported by deep-learning networks
  67. Exhaust emissions of buses LNG and Diesel in RDE tests
  68. Measurements of urban traffic parameters before and after road reconstruction
  69. The use of deep recurrent neural networks to predict performance of photovoltaic system for charging electric vehicles
  70. Analysis of dangers in the operation of city buses at the intersections
  71. Psychological factors of the transfer of control in an automated vehicle
  72. Testing and evaluation of cold-start emissions from a gasoline engine in RDE test at two different ambient temperatures
  73. Age and experience in driving a vehicle and psychomotor skills in the context of automation
  74. Consumption of gasoline in vehicles equipped with an LPG retrofit system in real driving conditions
  75. Laboratory studies of the influence of the working position of the passenger vehicle air suspension on the vibration comfort of children transported in the child restraint system
  76. Route optimization for city cleaning vehicle
  77. Efficiency of electric vehicle interior heating systems at low ambient temperatures
  78. Model-based imputation of sound level data at thoroughfare using computational intelligence
  79. Research on the combustion process in the Fiat 1.3 Multijet engine fueled with rapeseed methyl esters
  80. Overview of the method and state of hydrogenization of road transport in the world and the resulting development prospects in Poland
  81. Tribological characteristics of polymer materials used for slide bearings
  82. Car reliability analysis based on periodic technical tests
  83. Special Issue: Terotechnology 2019 - Part II
  84. DOE Application for Analysis of Tribological Properties of the Al2O3/IF-WS2 Surface Layers
  85. The effect of the impurities spaces on the quality of structural steel working at variable loads
  86. Prediction of the parameters and the hot open die elongation forging process on an 80 MN hydraulic press
  87. Special Issue: AEVEC 2020
  88. Vocational Student's Attitude and Response Towards Experiential Learning in Mechanical Engineering
  89. Virtual Laboratory to Support a Practical Learning of Micro Power Generation in Indonesian Vocational High Schools
  90. The impacts of mediating the work environment on the mode choice in work trips
  91. Utilization of K-nearest neighbor algorithm for classification of white blood cells in AML M4, M5, and M7
  92. Car braking effectiveness after adaptation for drivers with motor dysfunctions
  93. Case study: Vocational student’s knowledge and awareness level toward renewable energy in Indonesia
  94. Contribution of collaborative skill toward construction drawing skill for developing vocational course
  95. Special Issue: Annual Engineering and Vocational Education Conference - Part II
  96. Vocational teachers’ perspective toward Technological Pedagogical Vocational Knowledge
  97. Special Issue: ICIMECE 2020 - Part I
  98. Profile of system and product certification as quality infrastructure in Indonesia
  99. Prediction Model of Magnetorheological (MR) Fluid Damper Hysteresis Loop using Extreme Learning Machine Algorithm
  100. A review on the fused deposition modeling (FDM) 3D printing: Filament processing, materials, and printing parameters
  101. Facile rheological route method for LiFePO4/C cathode material production
  102. Mosque design strategy for energy and water saving
  103. Epoxy resins thermosetting for mechanical engineering
  104. Estimating the potential of wind energy resources using Weibull parameters: A case study of the coastline region of Dar es Salaam, Tanzania
  105. Special Issue: CIRMARE 2020
  106. New trends in visual inspection of buildings and structures: Study for the use of drones
  107. Special Issue: ISERT 2021
  108. Alleviate the contending issues in network operating system courses: Psychomotor and troubleshooting skill development with Raspberry Pi
  109. Special Issue: Actual Trends in Logistics and Industrial Engineering - Part II
  110. The Physical Internet: A means towards achieving global logistics sustainability
  111. Special Issue: Modern Scientific Problems in Civil Engineering - Part I
  112. Construction work cost and duration analysis with the use of agent-based modelling and simulation
  113. Corrosion rate measurement for steel sheets of a fuel tank shell being in service
  114. The influence of external environment on workers on scaffolding illustrated by UTCI
  115. Allocation of risk factors for geodetic tasks in construction schedules
  116. Pedestrian fatality risk as a function of tram impact speed
  117. Technological and organizational problems in the construction of the radiation shielding concrete and suggestions to solve: A case study
  118. Finite element analysis of train speed effect on dynamic response of steel bridge
  119. New approach to analysis of railway track dynamics – Rail head vibrations
  120. Special Issue: Trends in Logistics and Production for the 21st Century - Part I
  121. Design of production lines and logistic flows in production
  122. The planning process of transport tasks for autonomous vans
  123. Modeling of the two shuttle box system within the internal logistics system using simulation software
  124. Implementation of the logistics train in the intralogistics system: A case study
  125. Assessment of investment in electric buses: A case study of a public transport company
  126. Assessment of a robot base production using CAM programming for the FANUC control system
  127. Proposal for the flow of material and adjustments to the storage system of an external service provider
  128. The use of numerical analysis of the injection process to select the material for the injection molding
  129. Economic aspect of combined transport
  130. Solution of a production process with the application of simulation: A case study
  131. Speedometer reliability in regard to road traffic sustainability
  132. Design and construction of a scanning stand for the PU mini-acoustic sensor
  133. Utilization of intelligent vehicle units for train set dispatching
  134. Special Issue: ICRTEEC - 2021 - Part I
  135. LVRT enhancement of DFIG-driven wind system using feed-forward neuro-sliding mode control
  136. Special Issue: Automation in Finland 2021 - Part I
  137. Prediction of future paths of mobile objects using path library
  138. Model predictive control for a multiple injection combustion model
  139. Model-based on-board post-injection control development for marine diesel engine
  140. Intelligent temporal analysis of coronavirus statistical data
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