Vessel Losses Research Articles

Numerical-experimental evaluation of FRESNEL lens heating dynamics

Fresnel lenses allow the concentration of sunlight that can be employed in different thermal unitary operations or endothermic chemical transformations. A system with Fresnel lenses should also take into account vessel or reactor surface thermal losses (reflection, convection and emission), as well as the thermal energy required to keep the vessel or reactor structure warm. In this paper, a numerical and experimental analysis indicated that the solar radiation incident on the lens, the Fresnel lens area and the specimen mass can be represented by a grouping called Heating Factor (31 ≤ Ψ (W/kg) ≤ 3347). The Heating Factor (Ψ) was strongly correlated with the maximum temperature conductive specimens could reach when inserted at the focal point of a Fresnel Lens. Equilibrium Temperatures were predicted by a physical-mathematical model and validated by experimental tests. The Fresnel lens system has been shown to be able of providing Equilibrium Temperatures from 345 to 1600 K for specimens with Heating Times between 3 and 85 min and Initial Thermal Rates from 1.16 to 312.00 K/min. Numerical-experimental analyses also showed that the heating dynamic was strongly influenced by the nature of the materials that constituted the specimens (specific mass and the specific heat).

Land, Ho! Maritime Navigation through the Early Nineteenth Century as Represented by the Mardi Gras Shipwreck

At the time the vessel referred to as the Mardi Gras Shipwreck sailed (estimated to be between 1808 and 1820), advances in the tools used for accurate navigation on the open ocean had transformed navigation from an art to a science. Access to materials, the formation of merchant guilds, and a demand for more-accurate navigation tools due to increases in vessel losses, which coincided with the increase of exploration and exploitation during the 17th and 18th centuries, all contributed to instrument improvements. The navigation equipment identified on the Mardi Gras Shipwreck provides a glimpse of the indispensable tools used to successfully navigate the open ocean in the early 19th century.

Implementasi Kebijakan Sistem Manajemen Keselamatan Pelayaran (Studi Di PT. Maritim Barito Perkasa Banjarmasin)

Implementation of ISM Code in PT. Maritim Barito Perkasa Banjarmasin intended to raise and maintain the safety culture in the operation of the vessel with the aim of preventing accidents that can cause loss of life, damage to the vessel and material losses. This study aims to determine the extent of the application of the ISM Code in the safety management operation of the vessel as vessel accident prevention efforts. Method approach used in this study is a qualitative approach. The results showed that the problems that arise in the implementation of the ISM code in PT. MBP is related to the ability of Human Resources knowledge in understanding and implementing ISM code, lack of supervision, especially in terms of enforcing regulations firmness felt ISM code is less strict, so that creates a culture of ignoring the rules that have been set by the company through the ISM code.Therefore it is necessary to improve human resource capacity, especially in terms of language mastery and competence of seamanship, increased support for companies, especially monitoring and increased coordination between the ship and the company in PT. MBP.

Mortality from accidents, disease, suicide and homicide in the British fishing industry from 1900 to 2010.

To establish the causes of mortality in the British fishing industry from 1900 up to 2010, to investigate long term trends in mortality and to identify causal factors in the mortality patterns and rates. A longitudinal study, based on examinations of official death inquiry files, marine accident investigation files and reports, death registers and annual death returns. Mortality rates from accidents while working at sea remain high in the British fishing industry. Over the twentieth century there has been a progressive fall in the numbers of deaths, much of this relates to changes in fishing methods and in the types of vessels used. However in recent years, and with a fleet of smaller vessels, the mortality rates from accidents have shown little change and a larger proportion of deaths than in the past have arisen from personal injuries and drowning as compared to vessel losses. Disease makes a relatively small contribution to mortality at sea and this has dwindled with the decline in distant water fishing. Suicide and homicide both feature in a small way, but rates cannot readily be compared with those ashore. The pattern of change in vessels, fisheries and fishing techniques over the study period are complex. However, improved injury and drowning prevention is the most important way to reduce deaths, coupled with attention to vessel stability and maintenance. The social, economic and organisational features of the fishing industry mean that securing improvements in these areas is a major challenge.

Lambeau antébrachial radial à pédicule distal en îlot à double palette cutanée dans la reconstruction des pertes de substance cutanée transfixiantes de la main par traumatisme balistique. À propos de deux cas

The authors report two cases of gunshot wounds to the hand treated with a double skin paddle reverse-flow forearm flap. The two cases, male and female, were due to a self-inflicted rifle injury. The wounds were severe and extensive with full-thickness palmar and dorsal skin, tendon, muscle, bone, vessel and nerve losses. Treatment was performed in a single stage with skeletal stabilization, bone grafting and nerve and tendon reconstruction. The double palmar and dorsal skin defect was reconstructed with a double skin paddle reverse-flow forearm flap which was routed through the hand wound. The forearm flap is the sole way, free flaps excepted, to achieve reliable hand dorsal and palmar coverage in a single stage. In addition, this technique simplifies the reconstruction by using a local flap and allows better management for healing and rehabilitation as compared to a multiple flap procedure.

Commercial Fishing: Has Technology Made the Industry Safe...Enough?

The Fishing Vessel Safety Act, signed into law on September 9, 1988, was the first comprehensive legislation to be enacted in this country with the goal of reducing industry fatality rates. Paramount in the new regulations were provisions for the mandatory carriage of safety equipment aboard all commercial fishing vessels, depending on the vessel's route, size, and build date. The introduction of this technology had a measurable impact on reducing both vessel losses and fatalities, but the downward trends seen within the first ten years of the Act's enactment have since leveled off and are holding steady at what remains unacceptably high rates in comparison to other industries. This article argues that human and economic factors are limiting the effectiveness of available technology and contributing to this statistical plateau. Specific examples of these factors are provided, and possible solutions examined in the context of fishing vessel casualties and safety enforcement. Additionally, this article examines the roles of industry members and regulators as they work towards the shared goal of realizing a safe commercial fishing industry. However, inherent in this goal is realizing when these objectives have been achieved—and, given the complex nature of fishing vessel casualties, this realization may be the most difficult challenge of all.

Peripapillary microvascular study of human eyes with primary open-angle glaucoma

To identify peripapillary microvascular changes in eyes with primary open-angle glaucoma, the author studied flat-mount retina using nicotinamide adenine dinucleotide phosphate (NADPH)-diaphorase histochemistry and selective microvascular corrosion casting of human eye-bank eyes. Decreased densities of peripapillary microvasculature were found in glaucomatous eyes. Regional vessel losses of the peripapillary microvasculature could be related to the changes of visual function in primary open-angle glaucoma.

Hazard and Risk in the New England Fishing Fleet

The United States Coast Guard and the Volpe National Transportation Systems Center studied the 102 serious fishing vessel accidents (1993–1997) in Coast Guard District 1 (New England and Long Island, New York), U.S. national fleet accident data, and international fishing vessel safety programs for the purpose of establishing risk factors and formulating options for future action by the Coast Guard to enhance fleet safety. The 102 regional accidents involved total vessel losses and/or death(s), excluding strictly occupational cases. Each accident was studied in detail to determine causality among human and organizational, fishery and operational, and preventive safety factors. Causality in each case was assigned among the factors, summing to 1.0 and weighted according to the outcome of the accident, i.e., numbers of deaths and injuries. The results quantify (1) the aggregate "significance" of the causal factors; (2) the average weighted outcome of accidents by type (e.g., capsize, collision); and (3) the sensitivity of (1) and (2) to varied relative weightings of vessel losses and deaths.

Conductor and vessel losses in bath cooled SMES systems

Several AC and DC loss sources are analyzed for superconductive magnetic energy storage (SMES) solenoids cooled in a bath of 1.8-K helium. The AC losses (eddy current losses) in the solenoid of the helium vessel and due to conductor stabilizer coupling loss are calculated for different charge or discharge sequences. The losses in the helium vessel are found for vessels both with and without an electric break. The analysis of DC loss for conductor joints takes into account several NbTi/Cu strands twisted around a high-purity aluminum stabilizer conductor. The resistance of the conductor joint depends on the electrical resistance of the bond between the strand and the aluminum and the distribution of joints staggered in position on the aluminum stabilizer.

Have "formal investigations" into fishing vessel losses ceased?

Systematic studies of 618 fishing vessel losses between January 1961 and December 1982 have shown a significantly increased incidence of total losses from 1972 onwards. Comparison of mean pre- and post-1972 rates indicated an increase of 120% from 2.54 to 5.58 losses per 1000 vessels at risk. Parallel examination of the mortality of fishermen from all occupational accidents showed no improvement. For deaths arising from vessel losses alone, the mean crude death rate, for the same periods, increased by 13%. Despite these findings, formal investigations (courts of inquiry) into fishing losses, ordered by the Department of Transport according to specified criteria, decreased in number from about 1975 onwards. The mean number fell by 61% from 3.1 (1961-71) to 1.2 a year (1972-82). Furthermore, the reduction in the rate of formal investigations into fishing vessel losses (-84%; p less than 0.0001) was greater than the corresponding reduction (-61%; p less than 0.001) in United Kingdom merchant vessel investigations and this difference was statistically significant (p less than 0.01). During 1972-82 there were 61 fewer fishing investigations than predicted from the rate at which these were ordered during 1961-71. The last took place in 1979. None of the 141 fishing vessel losses between January 1980 and December 1982 proceeded to formal investigation. The possibility that the criteria for ordering formal investigations have not been fulfilled by the circumstances of fishing vessel losses from 1975 onwards is assessed as one explanation for this paradoxical finding of an inverse relation between losses and investigations. The accident investigation and public reporting procedures for aviation accidents should be adobted for marine accidents in general and fishing vessel losses in particular.

Mortality from occupational accidents to United Kingdom fishermen 1961-80.

After the catastrophic losses of three Hull deep sea trawlers in 1968, the Committee of Inquiry into Trawler Safety (CITS) was established. Fourteen months later, CITS reported on factors affecting the safety of deep sea trawlers and their crews. Pre-CITS (1961-70) and post-CITS (1971-80) crude mortality rates for accidents at work are compared for "deep sea" fishermen (those working on vessels greater than or equal to 24.4 m (80 feet) registered length) and "inshore" fishermen (those working on vessels less than 24.4 m). The ratio of deep sea to inshore fishermen had changed from 1:1.5 (1961) to 1:7.0 (1980), reflecting the radical restructuring of the fishing fleet that began in the early 1970s. Between 1961 and 1980, there were 909 recorded deaths at sea of United Kingdom fishermen. Of these, 711 (78%) were due to accidents (either from vessel losses or personal accidents) and 198 (22%) were due to unspecified disease, homicide, and suicide. Comparison of pre-CITS and post-CITS mean death rates showed an increase (+39%) for deep sea fishermen, a decrease (-4%) for inshore fisherman, and an increase (+2%) for both combined. For deep sea fishermen, there were synchronous increases in mortality from vessel losses (+32%) and from personal accidents (+49%, p less than 0.05) whereas the overall rate for inshore fishermen reflected a decrease (-33%, p less than 0.01) in deaths from personal accidents but an increase (+52%) in deaths from vessel losses. Although pre-CITS mortality rates exhibited no statistically significant difference between deep sea fisherman was significantly greater (p< 0.02). Compared with coal miners, fishermen were, on average, four times more likely to die from accidents at work. If CITS had reasonable cause for concern in 1969, the grounds for similar concern did not diminish because the evidence suggests that deep sea fishermen were at no lesser risk of death from accidents after CITS reported than before. Overall, both groups of fishermen experienced an accident mortality rate between 1961 and 1980 that showed no indication of improvement.

The Safety of UK Fishing Vessels 1961–80

Retrospective analysis of the Total Loss and Serious Casualty Rate (TL/SC Rate) for UK registered deep-sea and inshore fishing vessels over a twenty-year period (1961–80) revealed a gradual and sustained increase.The mean TL/SC rate for 1971–80 (6·041/1 000 vessels at risk) was almost 70 percent higher than the corresponding mean for the previous decade (3·79/1000 vessels at risk) and this difference was statistically significant (p&lt; 0·05).Subsequent examination of vessel losses and casualties by cause indicate that 64 per cent of this detected increase was due to a concomitant increase in vessels lost or damaged due to foundering (particularly inshore vessels) and that the mean vessel age at loss from this cause was 24 years old. Synthesis of available evidence relating to the onset of this increase (1971); mean age at loss due to foundering (24 years); and the current age structure of the fleet, supports the hypothesis that the increase in founderings in the early 1970s may be explained partly by a cohort effect resulting from the uncontrolled fleet rebuilding programme almost a quarter of a century earlier in the immediate post-war period.Current combined risks of fishing vessel loss and casualty are about twice as great overall as those with which the Committee of Inquiry into Trawler Safety (1969) was concerned and over which it expressed deep concern.

Regressions of physical properties on the compositions of clinopyroxenes--[Part] 1, Lattice constants

After the catastrophic losses of three Hull deep sea trawlers in 1968, the Committee of Inquiry into Trawler Safety (CITS) was established. Fourteen months later, CITS reported on factors affecting the safety of deep sea trawlers and their crews. Pre-CITS (1961-70) and post-CITS (1971-80) crude mortality rates for accidents at work are compared for "deep sea" fishermen (those working on vessels greater than or equal to 24.4 m (80 feet) registered length) and "inshore" fishermen (those working on vessels less than 24.4 m). The ratio of deep sea to inshore fishermen had changed from 1:1.5 (1961) to 1:7.0 (1980), reflecting the radical restructuring of the fishing fleet that began in the early 1970s. Between 1961 and 1980, there were 909 recorded deaths at sea of United Kingdom fishermen. Of these, 711 (78%) were due to accidents (either from vessel losses or personal accidents) and 198 (22%) were due to unspecified disease, homicide, and suicide. Comparison of pre-CITS and post-CITS mean death rates showed an increase (+39%) for deep sea fishermen, a decrease (-4%) for inshore fisherman, and an increase (+2%) for both combined. For deep sea fishermen, there were synchronous increases in mortality from vessel losses (+32%) and from personal accidents (+49%, p less than 0.05) whereas the overall rate for inshore fishermen reflected a decrease (-33%, p less than 0.01) in deaths from personal accidents but an increase (+52%) in deaths from vessel losses. Although pre-CITS mortality rates exhibited no statistically significant difference between deep sea fisherman was significantly greater (p&lt; 0.02). Compared with coal miners, fishermen were, on average, four times more likely to die from accidents at work. If CITS had reasonable cause for concern in 1969, the grounds for similar concern did not diminish because the evidence suggests that deep sea fishermen were at no lesser risk of death from accidents after CITS reported than before. Overall, both groups of fishermen experienced an accident mortality rate between 1961 and 1980 that showed no indication of improvement.