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As our aging infrastructure continues to deteriorate at levels faster than funding can be secured, municipalities are looking to extend the service life of infrastructure. For structures, this generally means rehabilita-tion to postpone replacement. In Broome County, the River Road (CR 96) bridge over the New York Susquehanna and Western Railway started as a bridge rehabilitation, before pro-gressing to an innovative replacement.

The bridge was a 3-span steel multi-girder structure built in 1975 with a severely deteriorating concrete deck along with steel girders, bearings and substruc-

tures. The project was initially included in the capital improve-ment program as a rehabilitation project. However, during prelim-inary design rehabilitation alternatives were developed along with cost com-parison to bridge replacement.

The most cost-effective alternative was determined to be replacement with

the GRS-IBS (Geosynthetic Rein-forced Soil – Integrated Bridge System).

In GRS-IBS design, the abut-ments and wing walls for the

system consist of compacted gravel, geogrid reinforcement and

a precast concrete block facing. The strength of the system is developed in

the geogrid and compacted gravel. The precast blocks main function is aesthetics. The superstruc-ture is precast prestressed concrete adjacent box beams with a cast-in-place concrete deck and inte-gral wearing surface. The bridge has no deck joints or bearings, reducing future maintenance costs. There were no concrete pours for the abutments, reducing the construction time by over a month. A cast-in-place concrete barrier with pedestrian fenc-ing was used for protection over the railroad.

This was the first time this type of bridge system was used by Broome County and the first time de-signed by C&S. This type of bridge system has been

used by other Counties, including St. Lawrence and Madison, as locally funded projects.

>>>John Freeman, P.E. is a department manager at C&S. John can be contacted at (315) 455-2000, or jfreeman@cscos.com.

INNOVATIVE BRIDGEGRS-IBS in Broome County

by John Freeman, p.e.

“The project has been

a huge success and I’m

personally pleased with how

the new bridge turned out. My

thanks to everyone involved

at C&S for all the support.”

–Len Raychel,

Broome County

When most people think of safety compliance, they think of OSHA. Are the correct programs in place to protect employees? Has the correct training been implemented, giving employees the tools they need to succeed? A part of a company’s health and safety (H&S) program that is not always discussed is the experi-ence modifier rating or EMR.

What is an EMR?EMR is a term used in the American insurance business and more specifically in workers’ compensation insurance. It is the adjustment of annual premium based on previous loss experi-ence. Three years of loss experience is used to determine the experience modifier for a workers’ compensation policy. The years used include not the immediate past year, but the three pri-or. The EMR for the year 2017 will be calculated using 2013, 2014, and 2015 information.

How is a company’s EMR calculated? A company’s loss data or accident history is where this process starts. The insurance company will look at the frequency or total amount of claims in a policy year. The EMR is effected more by frequency rather than by cost of an individual claim. An article published by the National Council on Compensation Insurance (NCCI) explains this factor, “For example, an employer with 10 small losses of $5,000 each has a much larger primary loss total than an employer with a single loss of $50,000, even though each would have a loss total of $50,000. An employer with a sin-gle claim of $50,000 has $16,500 in primary loss, and the rest is excess. Because of the relative weightings, the 10-injury employer receives a much higher modification than the 1-injury employer,

even though its total losses are the same.” This is because a com-pany with ten injuries is more likely to continue to have injuries.

Receiving the EMR and What it Does After the information is given to the NCCI by the insurance company and the data is formatted and placed into the EMR equation, a company will receive a Workers Compensation Expe-rience Ratings work sheet. This worksheet outlines all the data that was used in calculating the EMR, and the current EMR for the company. The EMR number measures how an employ-er compares to others that perform the same type of work. An EMR of 1.0 is an average loss experience compared to other companies. An EMR greater than 1.0 is considered “worse” in terms of worker’s comp claim frequency and severity, and less than 1.0 is considered to be “better”.

Using the EMR to Gauge a Company’s Safety ProgramCompanies are prescreening contractors more frequently to determine risks associated with using them to perform work. Are they capable of performing the work, is the work within their normal scope, do they have the correct insurance, and do they have an effective H&S program? Using the EMR to determine if a company has an effective H&S program can be a bit skewed. The EMR calculation uses not only injury information but payroll dollar amounts. If a company has less injuries than any previous year but conducts less work, its EMR can be negative-ly affected. Some claims are also outside of the control of the employer. Take for instance an employee getting into an auto accident traveling from one company location to another. Even if this employee is not at fault this could fall under worker’s com-pensation. If a company hires an employee and that employee files a chronic injury, the employer could be assigned a majority of the cost associated with the claim. Sometimes this situation happens even if the employee has only worked for a short time; as little as a few hours. Other injuries are sometimes just not preventable or hard to prevent such as a repetitive motion injury. You may associate these injuries with work such as assembly line or physically hard labor; but not always. An office worker could put in a claim for carpal tunnel or back pain. This injury may not have been preventable or avoidable.

A company’s EMR is a good starting point to evaluate its safety program, however, a more detailed evaluation should take place to ensure an accurate understanding of a company’s safety record. Looking at a company’s H&S data such as the OSHA 300 logs, a company’s H&S manual, and H&S programs and procedures

will give a better understanding when evaluat-ing. For more information on EMR, a good resource is the NCCI webpage at www.ncci.com. >>>Brent Testut is the Health and Safety Manager at C&S. Brent can be contacted at (315) 455-2000, or btestut@cscos.com.

SAFETY RATINGS

by Brent Testut

There is an increased focus on ensuring that the needs of all transportation users—pedestrians and bicyclists, as well as motor vehicles—is met. The public is requesting that separate facilities for pedestrians and bicyclists be provided or improved whenever possible. Transportation profession-als are learning that the lack of safe, dedicated facilities is discouraging these modes of transportation and creating a greater reliance on motor vehicles. Municipalities have begun to work with the public to develop complete street programs to address these needs.

One of the biggest transportation challenges is how to safely cross pedestrians and bicyclists at mid-block crossings. An innovate solution to this problem is a High-Intensity Activated crossWalK beacon, commonly referred to as a HAWK. The beacon is used to warn and control traffic at an unsignalized location to assist pedestrians in crossing a street or highway at a marked crosswalk.

C&S had the opportunity to design and oversee the con-struction of the first HAWK signal on a state highway in New York for the recently completed Tonawanda Rails to Trail project in Tonawanda, NY. This project developed an old railroad corridor into a shared use trail that links the Tonawanda’s to the greater regional trail network and provides a safe, off-road alternative for recreational opportu-nities. One of the design challenges was determining how to cross Sheridan Drive (NYS Route 324) which is one of the busiest east-west routes within Erie County. Multiple design options were exhausted until the New York State Department of Transpiration (NYSDOT) proposed installation of a HAWK signal. This was a creative, cost-effective solution that has less of an impact on traffic and provides a safe means for mid-block crossing.

A HAWK signal is composed of three lights, 2 red lights centered above a single yellow light. The signal remains dark until activated by a pedestrian. Upon activation, the signal switches from flashing yellow, to steady yellow, and then to steady red for motorists to stop. Pedestrians see a

HAWK SIGNAL

Safer Crossings for Pedestriansby Dan Borcz, p.e.

red hand and then a walking man symbol to begin crossing. After the pedestrian crossing period, the signal starts flashing red and motorists can proceed through the crosswalk if clear. Once the sequence is complete, the HAWK signal is dark and pedestrians/bicyclists see a solid hand until activated again.

The implementation of the HAWK signal in western New York has been an added benefit for all users and demonstrates the NYSDOT’s commitment to using new and innovate techniques to combat common transportation problems.

>>>Dan Borcz is a senior project engineer at C&S. Dan can be contacted at (315) 455-2000, or dborcz@cscos.com.

>>> According to FHWA, mid-block crossings equipped with a HAWK signal could have up to 69% less accidents than a mid-block crossing without any traffic control.

With the continued advancements in technology and first responders’ needs for improved communications and safety, 911 Centers all across the country are working to improve their public safety communications systems. Some of the main areas being addressed are:

• Frequency congestion

• Improved portable radio coverage

• Interoperability

• Data connectivity and security; and

• Vendor standardization.

To help address these issues, federal and state level grant funding has been made available. The grants supplement lo-cal capital improvement budgets for upgrading their E-911 communications centers as well as their radio systems.

Frequency CongestionTo help alleviate some of the frequency overcrowding, the Federal Communications Commission (FCC) mandated that all users in certain frequency bands upgrade their two-way radio equipment to use a narrower slice of the frequency band (12.5 vs 25 kHz bandwidth, i.e., narrow-banding). This allows more in-dividual radio channels to fit within a defined range of frequen-cies. Narrow-banding required municipalities to purchase new radio equipment and was implemented over a number of years to meet the January 2013 deadline. A second phase of the FCC narrow banding mandate will require an even further reduction to a 6.25 kHz frequency bandwidth at a future date which has not yet determined.

Public safety users have adopted the use of “trunked” radio sys-tems to help them provide additional communications talkpaths on a fewer number of frequencies. Trunked radio systems make much more efficient use of a limited number of radio channels by allowing all users on the system to share all of the available frequencies (similar to the way cell phones work). “Phase 1” trunked systems utilize the 12.5 kHz wide channels so they meet the current narrow-band requirements. Manufacturers have al-

ready begun offering “Phase 2” trunked system equipment which meets the future 6.25 kHz phase of the narrow-band mandate.

Improved Portable Radio CoverageA major goal of these system upgrades is to provide increased portable radio (i.e., hand-held radios) coverage to improve first responder safety. Most upgraded public safety radio systems are being designed to provide 95% reliable coverage to a portable radio operating outdoors anywhere within the geographical boundaries of the intended coverage area (as specified in Stan-dard NFPA-1221, 2016 Edition). Full coverage (i.e., 100% of a coverage area) would certainly be desired, however there are tech-nological and cost limitations that make this level of coverage unrealistic and cost prohibitive, especially in rural and mountain-ous areas. The systems designed for 95% portable radio coverage generally provide nearly 100% coverage from a mobile radio (i.e., vehicle mounted radios, which are more powerful and have increased range than portable radios). Many municipalities have opted to construct and own their communications tower site infrastructure to avoid paying recurring tower lease expenses, and to provide increased security of the remote sites.

Emergency 911 Communications

Systems UpgradesWhat is driving the need

for infrastructure improvementsby Ed Wright, p.e., pmp

Interoperability ImprovementsThe implementation of a county-wide trunked radio system pro-vides a feature which allows all users on the system to communi-cate with each other when the need arises on a common incident. First responders from different types of agencies, who in the past were unable to communicate directly with each other, can now be directed to a common talkgroup (channel). This common talkgroup would be available to Law Enforcement, Fire, EMS, Highway Departments, County Administration, local towns and villages, and others as authorized by the local municipality (e.g. schools, mass transportation, etc.).

To improve interoperability with out-of-county users, the FCC has established nationwide interoperability channels which are available to all public safety users. These channels are available for use during mutual aid situations to allow direct communica-tions between first responders even if their home radio systems operate on disparate frequencies. Due to frequency overcrowd-ing, some counties/municipalities are required to operate in a completely different frequency band than their neighboring counterparts, so their radio equipment does not have the ability to switch to a common interop frequency. 911 Centers through-out the country are being encouraged to install interoperability base station radios on each of the available frequency bands (VHF, UHF, 700 MHz, and 800 MHz). Mutual aid units arriving in the county can then contact the 911 Center on the interop frequency available in their radios. The 911 Center can

then “patch” them to a local channel to allow direct communi-cations between units even though they are each operating on a different frequency band.

Data Connectivity and SecurityMicrowave systems and/or fiber optic lines are used to inter-connect the various communications tower sites back to the 911 Center and other facilities using T1 and ethernet protocols. These systems are generally securely isolated from the public to assure data integrity and security. Microwave systems have the advantage of being protected from outages due to poles or wires being affected by storms or vehicle accidents. Fiber optic lines have the advantage of supporting higher data capacity, but gen-erally incur recurring lease fees. These systems can also be used to interconnect two or more counties to allow them to share data and resources, and provide backup coverage in the event of a local system failure.

Many two-way radio systems are being upgraded to employ voice encryption algorithms to provide secure and private two-way communications capabilities. The standardized encryption method for public safety is AES 256.

The federal government has undertaken a project called FirstNet (First Responder Network Authority) to provide public safety grade nationwide wireless data coverage. When complete, it will provide greatly enhanced ability to securely share incident data, premise information, streaming video, location data, non-mis-sion critical voice communications, and other critical informa-tion in real time. The system will utilize a frequency spectrum set aside by the federal government which will be reserved for public safety priority use during times of critical need, and unaffected by related increased demand for cell phone use by the general public. Mission-critical voice communications will continue to use separate two-way radio systems. Buildout of the FirstNet data network is planned to take place over the next few years. Additional information can be obtained at http://www.firstnet.gov.

Equipment StandardizationA common protocol for public safety digital radio systems (APCO P25) has been developed to provide a standard de-sign platform to be used by all radio system manufacturers to provide assurance that new public safety digital radio systems will be compatible with each other even when radios are pro-cured from different manufacturers. This is a big step forward in interoperability of digital systems. It also provides flexibility in procurement options to assure that purchasers can obtain new

equipment at the lowest possible cost due to completion between the manufacturers.

>>>Ed Wright, P.E. is a senior project engineer at C&S. Ed can be contacted at (315) 455-2000, or ewright@cscos.com.

ACI-NA Israel Security MissionEach year, the Airports Council International North America (ACI-NA) hosts an Israel Security Mission, an airport security program for airport directors. In December 2016, Christina attended the program, which featured meetings with Ben Gurion International Airport administration, officials responsible for border and aviation security, and Israel counter-terrorism ex-perts. Airport directors and senior representatives from differ-ent airports around the country were invited to the airport in Tel Aviv for a first-hand look at the security measures in place. The program provided Christina with an opportunity to spend several days focusing exclusively on security and facilitation, and discussing innovative aviation protection initiatives.

Ben Gurion Airport, located in Tel Aviv, Israel, is widely regard-ed as being a leader in airport security. The airport is under a constant threat of terrorism, and yet has not had any terrorist activity take place at the airport in more than 40 years. The airport handled approximately 18 million passengers in 2016, and has some unique approaches to airport security, while trying to maintain a focus on customer service.

Multi-Layer Security ApproachChristina noted that when traveling through Ben Gurion Airport, the experience felt “just like any other airport.” Although there is a hyper-focus on security, Christina said that she never felt scrutinized, and that the airport pro-vided a great customer experience. The Israel

Airports Authority (IAA), which runs all aspects of the airport including air traffic, security, operations, baggage, and cargo, han-dles security at the airport differently than most airports. They use a multi-layered approach, which starts nearly three miles outside of the airport. There are only two main access points to the airport, and all incoming traffic is stopped at a checkpoint. Here, security agents can ask questions, or search the car, similar to border control checkpoints in the United States. After being

SECURITY MEASURES

Different approaches in actionby Nicole Dzuba

Christina Callahan, the executive director of Syracuse Hancock Inter-national Airport, recently had the opportunity to visit Israel and see first hand how the country handles airport security. Known as experts in establishing and maintaining security, Ben Gurion International Airport has a multi-layered approach that has kept the airport free of hijackings and terrorist activity since the 1970s.

>>> Christina and members of the2016 ACI-NA Securi-ty Mission Delegation on the observation deck of the control tower at Ben Gurion Airport > At Ben Gurion International Airport in Tel Aviv, all aspects of the airport are controlled by the Israel Airports Authority, including air traffic, operations, security, baggage and cargo, and maintenance.

Security in the U.S.When asked if the security measures in use at Ben Gurion could be used at Syracuse International Airport, Christina pointed out that the culture in the U.S. is very different from that in Israel. There is a fine line between acceptance of extra security measures and being an inconvenience to the flying public. And Ben Gurion is the only international airport in the entire country of Israel— making it easier for them to have a hyper-focus on the security. Additionally, there are many agencies in the U.S. that all have

a part in airport security by working together to protect passengers, terminals, the airfield, and

airspace. This is all handled by one agency in Israel, which is not feasible with the vast number of airports in the U.S.

Although some of the security measures used at the airport are not scalable to larger U.S. airports, Christina says that

“some best practices can be incorporated on an airport-by-airport basis.” She added

that the trip was not only a valuable lesson in security, but also a lesson in relationships and col-

laboration. “It’s important to have an understanding of different perspectives and cultures. Even with the current

situation in the Middle East, this airport still functions and keeps passengers safe. A lot can be learned from the different approaches that they use to handle security.”

>>>Christina Callahan is the Executive Director at Syracuse International Airport. She has more than 20 years of experience in the aviation industry, and has led the airport through many improvements including the recent $63

million terminal renovation.

>>>Nicole Dzuba is a Marketing Supervisor at C&S. Nicole can be contacted at (315) 455-2000, or ndzuba@cscos.com.

cleared at the checkpoint, additional security measures are in place inside of the airport terminal.

Much of the security at the terminal is based on behavior detec-tion and analysis. Security agents are positioned at the terminal entrance, and after speaking with you, they determine your threat level. They are highly trained to notice certain behaviors, and have a detailed understanding of other cultures and reli-gions. Where U.S. airports usually apply the same procedures to everyone, Ben Gurion Airport’s belief is “risk-based security.” The system is designed to identify passengers who are be-lieved to pose a high risk, and subject them to additional security.

The airport relies on the security officers’ judg-ment to ensure that terrorists are caught be-fore they can become a threat. In the U.S., the Transportation Security Administra-tion (TSA) uses behavior detection and analysis, but critics say that its a flawed system that relies too much on judgment, and can be construed as racial profiling. In Israel, the system and security is a way of life, that has protected the airport thus far. “The people living here don’t allow the fact that they are targeted impact the way they live,” Christina added. “They have this level of security because they have to.”

In addition to behavior detection, the airport also uses tradition-al security methods that you find at airports around the world. There are walk-through scanners and a very high-level baggage screening system. Security agents check passports and IDs. But most of the security measures employed are never felt or seen by the passenger. In regards to her experience within the airport, Christina said, “The airport is very modern, there are high-end concessions, and everyone was very polite and respectful. Many think that a high-level of security means a police state, but that wasn’t the case at all.”

“Even with the high

level of security, I never

felt scrutinized.

The customer experience

is very important.”

>>> Security begins with a checkpoint located 5km from the air-port where all incoming traffic is stopped.

C&S Companies499 Col. Eileen Collins Blvd.Syracuse, NY 13212

www.cscos.comOffices nationwide

NYS UNIFORM CODE

by Glenn Lasher, P.E.

New York State (NYS) has used the International Code Council’s I-Codes as the basis for its statewide building code requirements. The current version of the State Uniform Fire Prevention and Building Code (Uniform Code) became effective on October 3, 2016. The updated Uniform Code consists of the following components:

• 2015 International Building Code 3rd printing

• 2015 International Residential Code 2nd printing

• 2015 International Existing Building Code 5th printing

• 2015 International Fire Code 3rd printing

• 2015 International Plumbing Code 3rd printing

• 2015 International Mechanical Code 3rd printing

• 2015 International Fuel Gas Code 3rd printing

• 2015 International Property Maintenance Code 4th printing

• 2016 Uniform Code Supplement

The eight volumes of 2015 I-Codes listed above are available for purchase at the ICC website, www.ICCsafe.org. When purchasing the codes, verify that the “printing” of each volume matches the printing number noted above. A set of the eight correct NYS versions is available for purchase, as are the individual volumes.

The 2016 Uniform Code Supplement is also available as a free download using a link on the NYS portion of the ICC website. The supplement contains directions for modifying the eight 2015 I-code volumes to conform to NYS requirements.

In addition to downloading the 2016 Uniform Code Supple-ment, the ICC website also allows free access to download errata

for the various 2015 I-codes. Those errata can be found by going to the ICC home page and clicking on the “Codes & Tech Support” tab near the top of the page. In the pane that opens, click on “Errata Central” at the lower left corner of the pane. If you select the 2015 International Codes category and click the “+” sign to the right, the listing of all 2015 I-Codes will be displayed. (Note that the list includes I-Codes that are not part of the NYS Uniform Code.) Similarly, clicking on the + to the right of any of the I-Codes will open a list of chapters, appendi-ces etc. from that I-Code, each of which have an individual link to a PDF file containing the errata for the selected chapter or appendix. There is also a heading called, “Complete List,” whose link is to a single PDF file containing all the errata issued for the particular I-Code you initially selected.

The hard work begins with editing the eight 2015 I-Codes to include the 2016 Uniform Code Supplement requirements, and also adding the errata. However, without those edits and addi-tions, the I-Codes will not be compliant with New York’s intent, and using the unedited 2015 I-Codes will put you at risk of non-compliance. As an example, the 2015 IBC errata file revises referenced Section numbers in the 2015 IBC text. Failure to make the corrections to those referenced Section numbers could lead the code user to an incorrect location within the 2015 IBC which does not pertain to the item being researched, thus leading to frustration (and lost time) for the code user.

Just like the Christmas toys which need to be put together or have their batteries inserted before being placed under the tree, the 2016 Uniform Code’s component parts should come with the warning, “SOME ASSEMBLY REQUIRED.” In this case,

the tools required for “assembly” are time, patience, and attention to detail, but the reward will be Codes you can trust and use efficiently.

>>>Glenn Lasher, P.E. is a senior principal at C&S. If you have code interpretation questions, Glenn can be contacted at (315) 455-2000, or glasher@cscos.com.