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Journal articles on the topic "(Car ferry)"
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MICHIDA, Ryoji, and Katsunori SAKAGUCHI. "Large car ferry applied barrier free regulation : Car ferry "Lilac"." Proceedings of the Transportation and Logistics Conference 2002.11 (2002): 307–10. http://dx.doi.org/10.1299/jsmetld.2002.11.307.
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Onat, Şahin, Uzun, Akın, Özkaya, and Ayvaz. "Commuter Exposure to Black Carbon, Fine Particulate Matter and Particle Number Concentration in Ferry and at the Pier in Istanbul." Atmosphere 10, no. 8 (2019): 439. http://dx.doi.org/10.3390/atmos10080439.
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This paper presents measurements and analyses of the concentrations of black carbon (BC), particle number concentration (PNC), and PM2.5 (≤2.5 μm) while commuting by ferries in Istanbul. In this context, exposures to the mentioned pollutants were estimated for car ferry, fast ferry, and at the piers, and for two travel routes, for a total of 89 trips. BC, PNC, and PM2.5 measurements were simultaneously performed in a ferry and at the piers, and the correlation between pollutant concentrations, meteorological parameters, and environmental factors were analyzed. The mean concentrations for all pollutants in car ferry were lower than the average concentrations in fast ferry. The concentration ratios of fast ferry to car ferry for BC, PNC, and PM2.5 were 6.4, 1.2, and 1.3, respectively. High variability in the concentrations was observed at the piers and in ferry during berthing. The highest mean concentrations (±standard deviation) of BC (14.3 ± 10.1 µg m−3) and PNC (42,005 ± 30,899 pt cm−3) were measured at Yalova pier. The highest mean concentration (±standard deviation) of PM2.5 (26.1 ± 11.5) was measured at Bostancı pier. It was observed that the main external sources of BC, PNC, and PM2.5 at the piers were road transport, residential heating, and shipping activity. There were no significant correlations between BC, PNC, and PM2.5 in fast ferry, while BC was positively correlated with PNC (r = 0.61, p < 0.01) and PM2.5 (r = 0.76, p < 0.01) in car ferry. At the piers, significant relations between pollutants and meteorological variables were observed. It was noticed that there was no significant difference between summer and winter in ferry and at the pier concentrations of BC, PNC, and PM2.5 except for Yenikapı pier and Bakırköy pier. The highest total exposure to PNC and PM2.5 was in car ferry mode, while the highest total exposure to BC was in fast ferry mode.
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Rachmianty, Andi, Suandar Baso, and Syamsul Asri. "The Influences of Lengthening Dimension of Ro-Ro Ferry Toward the Considerations of Hydrodynamics Characteristic and Loading Capacity Aspect." EPI International Journal of Engineering 2, no. 1 (2019): 41–45. http://dx.doi.org/10.25042/epi-ije.022019.08.
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The ferry business has become an important business segment for ship designers, builders and operators. Therefore, many ways have been done in order to increase ferry business through the proper design or converting ships by lengthening. This research is focused on the influences of lengthening a Ro-Ro ferry to hydrodynamics characteristic and loading capacity aspects. Moreover, the ships also are fixed in the same width and draft dimensions. The difference of the Ro-Ro ferries length is indicated by the addition of one column of car space where one column car space is given by car size including distance between car columns spaces which is an increment of every 5.88 meter. The total resistances of Ro-Ro ferries are obtained by ship model experiment in towing tank. There are 4 ship models that are made. The lengthening a Ro-Ro ferry is described into non-dimensional parameter by the ratio of ship length and displacement volume (L/V1/3). The hydrodynamics and the loading capacity of carried car aspects could be described into the ratio of resistance and loading capacity of carried car (RT/SUK) with ship speed. The research result shows that the lengthening of a Ro-Ro ferry affects on total resistance, speed, and loading capacity of carried car. The increase of total resistance is caused by higher residual resistance at high speeds and this is experienced by small length size. Therefore by lengthening the Ro-Ro ferry it could reduce total resistance in the same speed especially the residuary resistance but eventhough lengthening Ro-Ro ferry the effective speed should be considered. In additions, the effective speed for actual ships dimension in the same Rt/SUK 0.05 i.e. B5L10 is about 13.85 knot, B5L11 14.33 knot, B5L12 14.94 knot, and B5L13 15.45 knot respectively.
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Lovska, Alyona, Oleksij Fomin, Anatoliy Horban, Valentyna Radkevych, Pavel Skok, and Inna Skliarenko. "INVESTIGATION OF THE DYNAMIC LOADING OF A BODY OF PASSENGER CARS DURING TRANSPORTATION BY RAIL FERRY." EUREKA: Physics and Engineering 4 (July 31, 2019): 91–100. http://dx.doi.org/10.21303/2461-4262.2019.00950.
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To ensure the safety of passenger carriages by rail ferries, mathematical modeling of dynamic loading is performed. The accelerations are determined as components of the dynamic load acting on the body of a passenger car. This takes into account the actual hydrometeorological characteristics of the water area of the railway ferry. The calculations are made in relation to the railway ferry "Mukran", which moves the Baltic Sea. The model takes into account that the car body is rigidly fixed relative to the deck and during the oscillations of the railway ferry follows the trajectory of its movement. The solution of the mathematical model is implemented in the Mathcad software environment using the Runge-Kutta method. It is established that the maximum value of the acceleration acting on the car body is 1.8 m/s2. Determination of the dynamic loading of the passenger car body during transportation by sea is also carried out by computer simulation. The calculations were carried out in the CosmosWorks software package using the finite element method. Numerical values and acceleration distribution fields are obtained relative to the carriage body structure of a passenger car. A modal analysis of the car body during transportation by rail ferry is carried out. The numerical values of the critical frequencies and waveforms are obtained. To check the adequacy of the developed models, a calculation is made according to the Fisher criterion. It is established that the hypothesis of adequacy is not rejected. The research will contribute to the creation of recommendations on the safety of passenger carriages by railway ferries, as well as the manufacture of their modern structures in terms of car-building enterprises.
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HISAMUNE, Shuji, Kazuhiko KATO, Hiroo KIKUCHI, and Osamu SAKAMURA. "The study of behavior and information of the steering work. Compare the local car ferry and the rapid car ferry." Japanese journal of ergonomics 35 (1999): 80–81. http://dx.doi.org/10.5100/jje.35.2supplement_80.
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Crudu, L., O. Neculet, and O. Marcu. "Prediction of induced vibrations for a passenger - car ferry." IOP Conference Series: Materials Science and Engineering 147 (August 2016): 012052. http://dx.doi.org/10.1088/1757-899x/147/1/012052.
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Ichimura, Shiro. "Ferry Sunflower Ltd. - Our Ambitious Future Vision for Car Ferries." Marine Engineering 52, no. 5 (2017): 646–50. http://dx.doi.org/10.5988/jime.52.646.
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Lee, Jung-Ho, In-Chul Kim, and Kwang-Chul Seo. "Structural Engineering Study of 60M Twin-hull typed Car-ferry." Journal of the Korean Society of Marine Environment and Safety 23, no. 5 (2017): 532–40. http://dx.doi.org/10.7837/kosomes.2017.23.5.532.
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Papanikolaou, A., G. Zaraphonitis, and M. Androulakakis. "Preliminary Design of a High-Speed SWATH Passenger/Car Ferry." Marine Technology and SNAME News 28, no. 03 (1991): 129–41. http://dx.doi.org/10.5957/mt1.1991.28.3.129.
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The paper summarizes results of a recent research project of the National Technical University of Athens on the preliminary design and computer-aided optimization of a high-speed small waterplane area, twin hull (SWATH) passenger/car ferry. The projected vessel would be employed as a link in a rapid marine transit system connecting the Greek mainland (port of Piraeus) with the island of Crete (port of Heraklion). Alternative routes, leading to different vessel sizes and speeds, can be studied by the same developed design methodology and are currently under consideration for the local Greek or further Mediterranean market. Following a three-stage, techno-economical optimization to estimate the main dimensions and the hull form of the projected vessel, the preliminary design of a prototype SWATH vessel has been completed at NTUA, comprising all main steps of the well-known design spiral. Because the developed vessel is a prototype, it was essential to develop the proper analytical and numerical, computer-aided design tools to enable the necessary repetition of the various steps in the framework of a converging design. Theoretical predictions of the vessel's hydrodynamic behavior (powering and seakeeping) have been accompanied by a series of towing tank model experiments. The economic and operational advantages of the proposed concept are explained.
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Waddon, Alun, and Alastair Ross. "An Analysis of Drivers' Adoption of following Distances." Police Journal: Theory, Practice and Principles 70, no. 1 (1997): 59–68. http://dx.doi.org/10.1177/0032258x9707000110.
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The risky driving behaviour of close following (tailgating), a major source of road accidents, was investigated by means of a survey: 125 drivers aboard a car ferry answered a self-administered questionnaire.
Dissertations / Theses on the topic "(Car ferry)"
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Saez, Ramirez Javier 1972. "Economic feasibility of a fast car-ferry service." Thesis, Massachusetts Institute of Technology, 1998. http://hdl.handle.net/1721.1/47675.
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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Ocean Engineering, 1998.Includes bibliographical references (p. 109-110).
Since the early nineties, the introduction of new High Speed Car-Ferries has had an important effect on waterborne transportation networks. In some of the most characteristic routes around the globe, a substitution process of conventional ferries by high-speed units in a certain domain of distances is taking place. The purpose of this research is to analyze the economic parameters that define the Fast Ferry market and to study the economic feasibility of such a service. The demand for the service, the cost structure of both the fast car-ferry and the conventional ferry as well as competitive issues characteristic of the industry will be analyzed to determine the feasibility of a high-speed service. Special attention will be paid to the possibility of substituting conventional ferries with fast car-ferries.
by Javier Saez Ramirez.
S.M.
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DUBRULLE, GOBERT JOELLE, and LAURENT TURI. "Catastrophes maritimes dans le detroit du pas-de-calais : plaidoyer pour un plan t.i.t.a.n.i.c.-m.a.n.c.h.e : plan territorial d'intervention terrestre aerienne nautique interessant les catastrophes maritimes assimilables au naufrage du car ferry herald of free enterpris." Lille 2, 1993. http://www.theses.fr/1993LIL2M034.
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Lelis, Deisiane Ferreira. "Influência de cátions Ca2+, Mg2+ e Mn2+ na flotação reversa de minério de ferro." reponame:Repositório Institucional da UFOP, 2014. http://www.repositorio.ufop.br/handle/123456789/3609.
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Programa de Pós-Graduação em Engenharia Mineral. Departamento de Engenharia de Minas, Escola de Minas, Universidade Federal de Ouro Preto.Submitted by Maurílio Figueiredo (maurilioafigueiredo@yahoo.com.br) on 2014-08-26T21:12:46Z No. of bitstreams: 2 license_rdf: 22190 bytes, checksum: 19e8a2b57ef43c09f4d7071d2153c97d (MD5) DISSERTAÇÃO_InfluênciaCationFlotação.pdf: 2363880 bytes, checksum: c929d700c022f416794074b063d28cec (MD5)
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Este trabalho teve por objetivo investigar a influência dos cátions Ca2+, Mg2+ e Mn2+ na flotação catiônica de minério de ferro e a possibilidade do uso de complexante desses íons metálicos para uma maior seletividade no processo. Em uma primeira fase foram efetuados ensaios de microflotação dos minerais quartzo e hematita, usando acetato de eteramina com 50% de grau de neutralização (Flotigam EDA) em pH 10,5 nas dosagens de 2,5 e 50 mg/L que foram as concentrações de máxima flotabilidade para o quartzo (95,5%) e hematita (96,5%), respectivamente. Observou-se que nessas condições o amido de milho era pouco eficiente na depressão do quartzo. O inverso foi observado para a hematita, onde a dosagem de 10 mg/L foi capaz de quase anular a flotabilidade da mesma. Com a adição de CaCl2, MgCl2 e MnCl2, observou-se a depressão tanto do quartzo quanto da hematita para todas as dosagens testadas, sendo a máxima depressão na concentração de 200 mg/L. O uso do complexante sal dissódico de ácido etilenodiaminotetracético (EDTA) mostrou-se eficiente em altas concentrações (400 mg/L para CaCl2, 600 e 700 mg/L para MnCl2 e MgCl2, respectivamente) para ambos minerais. De modo geral, houve diminuição do módulo dos valores de potencial zeta negativo em pH 10,5 dos minerais (quartzo e hematita) em relação aos valores de potencial zeta dos mesmos na ausência dos sais estudados e da combinação dos reagentes (sais/amido, sais/EDTA/amido e sais/ EDTA/ amido/ amina). Verificou-se nos espectros infravermelhos dos minerais (hematita e quartzo) usados nos ensaios de adsorção a presença comprovada do hidróxido Mg(OH)2 sobre a superfície de ambos minerais. No caso dos ensaios efetuados com MnCl2, verificou-se a precipitação do próprio sal sobre a superfície dos minerais. Logo, pode-se afirmar que há adsorção dos cátions por atração eletrostática dos mesmos com as superfícies dos minerais carregados negativamente (potencial zeta) e precipitação do hidróxido Mg(OH)2 presentes na solução (espectros infravermelhos). __________________________________________________________________________________________
ABSTRACT: This study aimed to investigate the influence of cations Ca2+, Mg2+ and Mn2+ on the cationic flotation of iron ore and the possibility of complexing these metallic ions to improve the process selectivity. In a first stage microflotation trials were performed with the minerals quartz and hematite using etheramine acetate at 50% degree of neutralization (Flotigam EDA) at pH 10.5 in concentrations of 2.5 and 50 mg/L at the maximum floatability levels were achieved for quartz (95.5%) and hematite (96.5%), respectively. It was observed that under these conditions corn starch was ineffective as quartz depressant. On the other hand, the dosage of 10 mg/L was able to almost cancel the floatability of hematite. With the addition of CaCl2, MgCl2 and MnCl2 it was observed depression of quartz as well as of hematite for all tested concentrations with a maximum depression achieved at a concentration of 200 mg/L. The use of the complexing agent disodium salt of ethylenediamine tetraacetic acid (EDTA) was effective at high concentrations (400 mg/L for CaCl2, 600 and 700 mg/L for MnCl2 and MgCl2, respectively) for both minerals. Overall, there was a decrease of the modulus of the negative zeta potential values at pH 10.5 of the minerals (quartz and hematite) with respect to the zeta potential values in the absence of the studied salts and combination of reagents (salts/starch, salts/EDTA/salts and starch/EDTA/starch/amine). It was observed in the infrared spectra the presence of Mg(OH)2 on the surface of both minerals. In the case of experiments carried out with MnCl2, there was precipitation of the salt itself on the surface thereof. Therefore, it can be stated that there is adsorption of cations by electrostatic onto the surfaces of negatively charged minerals (zeta potential) and precipitation of the hydroxide Mg(OH)2 present in solution (infrared spectra). __________________________________________________________________________________________
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Pereira, Eduardo Gusmão. "Efeitos fisiológicos e bioquímicos causados pela deposição de ferro particulado em Clusia hilariana, uma espécie de restinga." Universidade Federal de Viçosa, 2006. http://locus.ufv.br/handle/123456789/4290.
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Previous issue date: 2006-02-07Conselho Nacional de Desenvolvimento Científico e Tecnológico
Clusia hilariana, a CAM plant with crucial ecological role, has a broad distribution in brazilian restingas. With the aim to evaluate the physiological and biochemical effects of iron ore particulate matter (MSPFe), deposited in different fashions, on this species, three distinct experiments were carried out. Young plants were hydroponic cultivated in Hoagland solution at pH 5,5 and 4,0, using two source of iron, iron citrate III (0 and 2,0 mM) and FeEDTA complex (0, 1 and 2,0 mM). On the second experiment the plants were exposed to 6 and 18 mg.cm-2.day-1 of MSPFe, applied directly on the soil surface. On the final experiment, 2,14 mg.cm-2.day-1 of MSPFe was applied on the leaf surface by keeping the plant inside a MSPFe deposition chamber, in order to simulate the phenomenon that takes place in the field. The source of available iron in the hydroponic solution was critical for the stress onset. The gas exchange parameters were only affected on plants treated with FeEDTA. The iron content in plant tissues was greater in plants exposed to MSPFe deposition treatments than the control plants. The deposition of MSPFe on leaf surface caused significant decrease of a number of parameters such as plant height, leaf number, net photosynthesis, stomatal conductance, chlorophyll a fluorescence, pigments content and organic acid accumulation, yonder increment on the relative membrane permeability, reduction of activity of catalase enzyme, without similar effect on lipid peroxidation. These effects were less dramatic on the treatment with MSPFe deposited on the soil surface. The enzymatic activity of superoxide dismutase was enhanced in those plants treated with MSPFe applied on the soil surface, revealing an effective control of the reactive oxygen species. Thus, the set of physiological response of C. hilariana, as a consequence of MSPFe applications depends upon the target of the deposition, as supported by the significant results obtained when the MSPFe was applied directly on the leaves surface. The damages caused by the applications of MSPFe on the leaves of C. hilariana, were probably due to a physical effect rather than a toxic effect of the iron. The tolerance of C. hilariana to the high iron content in the soil, followed by iron accumulation in the plant, reveals the possibility of its use in iron phytoextraction of contaminated environments.
Clusia hilariana é uma espécie que apresenta o metabolismo ácido das crassuláceas (CAM), de grande distribuição nas restingas brasileiras, onde desempenha importante papel ecológico. Com o objetivo de avaliar os efeitos das diferentes formas de deposição do material sólido particulado de ferro (MSPFe), em aspectos bioquímicos e fisiológicos, nesta planta, foram implantados três experimentos. No experimento inicial, plantas jovens foram cultivadas em solução nutritiva de Hoagland em pH 5,5 e 4,0, com duas fontes de ferro, o citrato de ferro III (0 e 2,0 mM) e o complexo FeEDTA (0; 1,0 e 2,0 mM). No segundo experimento, as plantas foram expostas a 6 e 18 mg.cm-2.dia-1 de MSPFe aplicados sobre o solo. O último experimento, com aplicação de 2,14 mg. cm-2.dia-1 de MSPFe sobre a superfície foliar, foi realizado após a construção de uma câmara de deposição de MSPFe, que simula o que ocorre naturalmente nas áreas sujeitas à poluição por ferro. A fonte de ferro disponível na solução nutritiva foi determinante para a ocorrência do estresse, os parâmetros de trocas gasosas, nesse experimento, foram prejudicados apenas com a exposição das plantas ao FeEDTA. Foi verificado maior teor de ferro nos tecidos vegetais expostos às diferentes formas de deposição do MSPFe, em relação aos respectivos controles. A aplicação do MSPFe sobre as folhas de C. hilariana causou reduções significativas em vários parâmetros avaliados, como altura da planta, número de folhas, fotossíntese, condutância estomática, fluorescência da clorofila a, teor de pigmentos e acumulação de ácidos orgânicos, além de aumento na permeabilidade relativa de membrana e redução na atividade da enzima catalase. Entretanto, a peroxidação de lipídios de membrana não sofreu alterações. Com a deposição do MSPFe sobre o solo, os mesmos parâmetros permaneceram invariáveis. Houve incremento significativo na atividade da enzima superóxido dismutase em decorrência da deposição do MSPFe no solo, indicando controle efetivo das espécies reativas de oxigênio. A resposta fisiológica em C. hilariana, como conseqüência da aplicação do MSPFe, depende da forma de deposição, como evidenciado pelos diversos danos causados quando o MSPFe foi aplicado sobre a superfície foliar, em relação à aplicação do mesmo material ao solo. Provavelmente, os danos causados pela aplicação do MSPFe sobre as folhas de C. hilariana, não se deve, primeiramente, à toxidez do ferro, mas sim devido aos efeitos físicos da deposição. A tolerância de C. hilariana, encontrada nesse experimento, à elevada concentração de ferro no solo e conseqüente acúmulo deste metal, fornece indícios para sua utilização em estudos com objetivos de fitoextração do ferro em ambientes contaminados.
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Souza, Anderson Lucio de. "Efeito da adição de cal hidratada na etapa de aglomeração das pelotas de minério de ferro produzidas pela Samarco S.A." Universidade Federal de Minas Gerais, 2014. http://hdl.handle.net/1843/BUOS-9KSFMD.
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Samarco is a Brazilian mining company, a high quality iron ore pellets producer for the global steel industry. The process is fully integrated and carried out in two industrial plants: the Germano unit, located in Ouro Preto and Mariana, Minas Gerais, and in Ponta Ubu unit, located in Anchieta, Espírito Santo. The mined ore is concentrated in Germano plant and transported as slurry through a pipeline to Ponta Ubu unit. In order to guarantee the necessary rheological conditions of the slurry during transportation by pipeline and avoid a possible obstruction due to sedimentation even after a shutdown, hydrated lime is added to the slurry. For the filtering process of received slurry in Ubu, lime addition in slurry before the pipeline support filtering step, since the lime acts as a coagulant and assists in raising the physical state of the slurry. To assess the lime dosage effect of iron ore slurry in the balling process, tests were done using different masses of prepared lime solutions added to a pellet feed. It was observed that the higher hydrated lime solution added to pellet feed (where the CaO content in the pellet feed increases with the mass of lime used), bigger was the green pellets average diameter obtained in the pelletizing test. Higher dosages of lime solution increased the aggregation state of the ore particles, favoring a faster growth of agglomerated iron ore, during the initial minutes of balling. The Ca2+ cations present in the pellet feed, as a function of lime dosage, interact with organic polymer binder and bentonite; reducing the ability of these agents to control the pellets growth during the pelletizing tests. Satisfactory results of the green pellets average diameter of the raw pellets were obtained only in tests in which CaO content (%) pellet feed as given by hydrated lime was equal or less than 0.08%, regardless the of agglomerating agent used in tests.A Samarco é uma empresa brasileira de mineração, produtora de pelotas de minério de ferro de alta qualidade para a indústria siderúrgica mundial. O processo produtivo é totalmente integrado e realizado em duas unidades industriais: na unidade de Germano, localizada em Mariana e Ouro Preto, em Minas Gerais, e na unidade de Ponta Ubu, localizada em Anchieta, no Espírito Santo. O minério lavrado é concentrado em Germano e transportado na forma de polpa via mineroduto até a unidade de Ponta Ubu. Para garantir as condições reológicas necessárias da polpa durante o transporte da mesma pelo mineroduto e evitar uma possível obstrução do mesmo devido a sedimentação da polpa após uma parada, é adicionada cal hidratada à polpa de minério. Para o processo de filtragem da polpa recebida em Ubu, a adição de cal na polpa antes do mineroduto favorece a etapa de filtragem, uma vez que a cal atua como um coagulante e auxilia na elevação do estado de agregação da polpa. Para avaliar o efeito da dosagem de cal na polpa de minério de ferro na etapa de pelotamento, foram realizados testes de pelotamento utilizando-se um pellet feed ao qual foram adicionadas soluções preparadas com diversas massas de cal. Observou-se que quanto maior a massa de cal hidratada usada na solução que foi misturada ao pellet feed (onde o teor de CaO do pellet feed aumenta com a massa de cal usada), maior foi o diâmetro médio das pelotas cruas obtidas nos testes de pelotamento. Maiores dosagens da solução de cal aumentaram o estado de agregação das partículas de minério, favorecendo um crescimento mais rápido do aglomerando de minério de ferro já nos minutos iniciais do pelotamento. Os cátions Ca2+ presentes no pellet feed, em função da dosagem de cal, interagem com o polímero do aglomerante orgânico e com a bentonita, reduzindo a capacidade destes agentes aglomerantes de controlar o crescimento das pelotas durante os testes de pelotamento. Resultados satisfatórios de diâmetro médio das pelotas cruas somente foram obtidos nos testes onde o teor de CaO (%) do pellet feed em função da dosagem de cal hidratada foi menor ou igual que 0,08%, independentemente do agente aglomerante utilizado durante os testes.
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Braganca, Ana Cristina Calil Ramos. "Avaliação de reagentes alternativos para substituição da cal em sistema de bombeamento de longa distância de polpa de minério de ferro." Universidade Federal de Minas Gerais, 2008. http://hdl.handle.net/1843/MAPO-7R5LBR.
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Two great concerns related to long-distance slurry pumping systems are plug formation, i.e. blockage, and sediment compaction upon shutdown. These problems are avoided in the Samarco Pipeline by adding lime. However, the presence of calcium ions generates
scaling in the storage tanks of the concentrate pumping system and in the process water pumping system in the pelletizing unit. Moreover, the filter media is degraded in the subsequent process. Some alternative reagents were tested with the objective of evaluating the possibility of lime substitution as a transport reagent. Two organic coagulants PolyDADMAC and Epi/DMA and two flocculants tapioca starch and
CMC were evaluated at dosages of 5g/t, 100g/t e 300g/t by performing rheology, settling, penetration and angle of repose tests. It was verified that a dosage of 300g/t of the organic coagulants affect the slurry rheological behavior and settling velocity, besides the water clarification after settling, in like-manner as lime, so that they can replace it at this condition. Lower dosages do not result in coagulation or do not
maintain the slurry coagulated with agitation, therefore they were considered insufficient. The changes generated by the flocculants in the slurry characteristics are not satisfactory since they do not minimize the high probability of plug formation. It was concluded that the aggregation state of the ultrafine and colloidal particles of the iron ore slurry transported by the Samarco Pipeline must be changed by the coagulation
mechanism in order to operate the system efficiently and safely.Duas grandes preocupações relacionadas a sistemas de bombeamento de polpa de longa distância são a formação de plug, ou obstrução, e a compactação do sedimento após as paradas. Estes problemas são evitados no Mineroduto Samarco através da adição de cal. Entretanto, a presença dos íons cálcio provoca incrustação dos tanques de armazenamento de polpa do sistema de bombeamento de concentrado e no circuito de água de processo na unidade de pelotização, além de degradação dos tecidos dos filtros no processo subseqüente. Alguns reagentes alternativos foram testados com o objetivo de avaliar a possibilidade de substituição da cal como reagente de bombeamento. Dois coagulantes orgânicos - PoliDADMAC e Epi/DMA - e dois floculantes - amido de mandioca e CMC- foram avaliados nas dosagens de 5g/t, 100g/t e 300g/t através de testes de reologia, sedimentação, penetração e ângulo de repouso. Verificou-se que, quando dosados a 300g/t, os coagulantes orgânicos afetam o comportamento reológico e a velocidade de sedimentação da polpa, além da clarificação da água após a sedimentação, de maneira semelhante à cal, de modo que podem substituí-la nesta condição. Dosagens mais baixas não provocam coagulação ou não mantêm a polpa coagulada com a agitação, sendo portando consideradas insuficientes. As mudanças provocadas pelos floculantes nas características da polpa não são satisfatórias, pois não minimizam a alta probabilidade de formação de 'plug'. Concluiu-se que é necessária a alteração do estado de agregação das partículas ultrafinas e coloidais através do mecanismo de coagulação da polpa de minério de ferro transportada pelo Mineroduto Samarco a fim de se operar o sistema de maneira eficiente e com segurança.
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Santos, Adriana Uehara. "Prevalência de anemia em gestantes atendidas em uma maternidade social: antes e após a fortificação das farinhas com ferro." Universidade de São Paulo, 2009. http://www.teses.usp.br/teses/disponiveis/7/7132/tde-22062009-124452/.
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Introdução: a anemia ferropriva na gestação caracteriza-se como um importante problema de Saúde Pública. A partir de junho de 2004, o governo brasileiro tornou obrigatória a fortificação das farinhas com ferro, atendendo às recomendações internacionais e com intuito de minimizar a anemia na população em geral. Objetivo: estudar a prevalência de anemia em gestantes atendidas em um serviço de pré-natal de uma maternidade social da cidade de São Paulo, antes e após a fortificação das farinhas com ferro. Método: estudo transversal retrospectivo com dados coletados de prontuários de atendimento de pré-natal de 2003 (Grupo Não Fortificado) e 2006 (Grupo Fortificado), de janeiro a maio de 2008. Das 931 gestantes selecionadas, 458 eram do Grupo Não Fortificado (Grupo NF) e 473 do Grupo Fortificado (Grupo F). A anemia foi definida pela concentração de hemoglobina (Hb) menor do que 11g/dL, segundo o critério da Organização Mundial da Saúde. Os dados foram armazenados em duas planilhas de Excel Microsoft 2003 e analisados pelos softwares EpiInfo for Windows e Statistical Package for Social Sciences 16.0. Para o tratamento estatístico, foram utilizados o teste do Qui-quadrado para as comparações entre as variáveis dos dois grupos estudados e a associação da anemia e as suas variáveis relacionadas; e a análise de variância, para a comparação entre as médias da concentração de Hb. O nível de significância adotado foi de 5% (p=0,05). Resultados: dentre aquelas variáveis que se apresentaram semelhantes em ambos os grupos, observou-se que a média da idade das gestantes foi 24 anos, um pouco mais de metade delas vivia com companheiro, menos de 40% exerciam ocupação remunerada. Houve diferença estatística significativa no nível de escolaridade (p<0,001) e na inserção precoce no cuidado de pré-natal (p<0,001), em 2006 (Grupo F). A prevalência de anemia no Grupo NF foi de 29,5% e no Grupo F, 20,9%, diferença estatística significativa (p=0,003). Em relação à época da coleta do exame de Hb, os grupos apresentaram diferença estatística significativa (p<0,001), 42,5% das gestantes do Grupo F e somente 15,9% do Grupo NF realizaram a coleta no primeiro trimestre da gestação, o que provavelmente corroborou para a diminuição de prevalência de anemia do Grupo F, além de melhor escolaridade e início precoce da assistência de pré-natal. A análise de variância mostrou que as médias de Hb não apresentaram diferença estatística significativa (p>0,05), constatando que, aparentemente, não houve efeito da fortificação na concentração de Hb entre os grupos estudados. Conclusão: a prevalência de anemia foi menor no grupo fortificado, mas não foi possível comprovar o efeito da fortificação nos níveis da concentração de hemoglobina das gestantes estudadasIntroduction: iron deficiency anemia during pregnancy is characterized as a major public health problem. Since June 2004, the Brazilian government established that flour was fortified with iron following the international recommendations in order to minimize the anemia in the general population. Objective: To study the prevalence of anemia in pregnant women in an antenatal care service in the city of São Paulo, before and after fortification of flour with iron. Method: A cross sectional study with retrospective data collection from medical records of pregnant women attended in an antenatal care service in 2003 (non-fortified group) and 2006 (fortified group). Data were collected from January to May, 2008. The sample was composed by 931 pregnant women, 458 women were from non-fortified group (Group NF) and the other 473 from fortified group (Group F). It was adopted the anemia definition of World Health Organization, hemoglobin concentration (Hb) < 11g/dl. Data were storaged in two Microsoft Excel spreadsheets, 2003 and analysed by Epi Info and Statistical Package for Social Science 16.0. For statistical treatment it was used the Chi-square test for comparisons between variables of two groups and the association of anemia and its related variables, and analysis of variance for comparison between the average concentration of Hb. The significance level was 5% (p = 0.05). Results: Among those variables that showed similar in both groups, it was observed that the average age of women was 24 years, just over half of them lived with a partner, and less than 40% had paid occupation. The difference was statistically significant higher level of education (p <0001) and greater proportion of women with early inclusion in prenatal care (p <0001) in 2006 (Group F). The prevalence of anemia in the Group NF was 29.5% and in Group F was 20.9%, statistically significant difference (p = 0003). Regarding the time of blood collection to verify the Hb, the groups showed statistically significant difference (p <0001), with 42.5% of pregnant women in Group F and only 15.9% of Group NF performed the collection in the first trimester of pregnancy, which probably confirmed for the lower prevalence of anemia in Group F, in addition to better education and early pre-natal. The analysis of variance showed that the mean Hb do not show a statistically significant difference (p> 0.05), noting that, apparently, there was no effect of fortification on the concentration of Hb between the groups. Conclusion: The prevalence of anemia was lower in the fortified group, but was unable to demonstrate the effect of fortification on hemoglobin levels in pregnant women who were recruited in the study
8
Sato, Ana Paula Sayuri. "Avaliação dos níveis de hemoglobina de gestantes brasileiras antes e após a fortificação de farinhas com ferro." Universidade de São Paulo, 2013. http://www.teses.usp.br/teses/disponiveis/7/7141/tde-03062013-101146/.
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Objetivo: Avaliar os níveis de hemoglobina de gestantes brasileiras antes e após a fortificação das farinhas de trigo e milho com ferro e investigar as variáveis associadas. Método: Estudo transversal que integra um projeto matricial desenvolvido com dados retrospectivos obtidos de prontuários de 12.119 gestantes atendidas em serviços públicos de pré-natal localizados em 13 municípios das cinco regiões geográficas do Brasil, divididas em dois grupos: Antes-fortificação das farinhas com ferro (gestantes com parto realizado antes de junho de 2004); e Após-fortificação (gestantes com data da última menstruação posterior a junho de 2005). A coleta de dados ocorreu em 2006-2008 e incluiu apenas gestantes de baixo risco, cujos prontuários continham pelo menos a data da primeira consulta de pré-natal e da última menstruação e a dosagem de hemoglobina (Hb). A variável dependente foi o nível de Hb (g/dL) e as independentes foram: grupo de fortificação, região geográfica, características sociais e demográficas, antecedentes obstétricos e características do pré-natal. Realizou-se análise descritiva, univariada e múltipla do nível de Hb para o total das gestantes, por região geográfica e por trimestre de gestação, por meio de modelos de regressão linear. Contruíram-se modelos de regressão polinomial para o ajuste das curvas de Hb por mês de gestação, que foram comparadas com referências nacional e internacional. Curvas de níveis médios e críticos (-2 desvios-padrão) de Hb de gestantes não anêmicas do grupo Após-fortificação também foram comparados às referências. O nível de significância de todos os testes foi de 5%. O estudo foi aprovado por Comitê de Ética em Pesquisa. Resultados: Não houve aumento significativo do nível de Hb para o total da amostra (p=0,325) após a fortificação, exceto em gestantes da região nordeste (p<0,001; =0,214) e em gestantes no segundo trimestre de gestação (p=0,025; =0,093). O nível de Hb foi menor entre aquelas que tinham menor idade, viviam sem companheiro, tinham menor Índice de Massa Corporal-IMC, maior idade gestacional e/ou duas ou mais gestações anteriores. Apesar da curva Após-fortificação apresentar níveis superiores em todos os meses de gestação, a regressão polinomial não mostrou efeito significativo da fortificação de farinhas (p=0,316). As curvas de Hb de ambos os grupos de fortificação mostraram-se acima dos níveis críticos das referências nacional e internacional no primeiro trimestre, com queda a seguir e estabilização no final da gestação. A curva de níveis críticos, construída com dados de gestantes não anêmicas do grupo Após-fortificação, ficou abaixo da curva de níveis críticos da referência nacional e do ponto de corte da OMS, mas semelhante à referência internacional, exceto no final da gestação. Conclusões: A fortificação de farinhas com ferro aumentou significativamente o nível de Hb apenas em gestantes da região nordeste do Brasil e no segundo trimestre de gestação. Idade, situação conjugal, IMC, idade gestacional e número de gestações anteriores mantêm-se como características importantes que devem ser consideradas na avaliação da anemia na gestação. As curvas construídas seguem os padrões das referências nacional e internacional. Propõe-se uma curva de Hb de gestantes não anêmicas para ser utilizada na avaliação da anemia em gestantes brasileiras.Objective: To evaluate the hemoglobin levels of Brazilian pregnant women before and after fortification of wheat and corn flours with iron and to investigate the associated variables. Methods: This collaborative cross-sectional study was developed with retrospective data obtained from medical records of 12,119 pregnant women who attended public prenatal care services in 13 municipalities of five Brazilians geographical regions. They were divided into two groups: Before-fortification (women who delivered before June/2004), and After-fortification (women with date of last period after June/2005). Data collection occurred between 2006-2008 and included only low risk pregnant women, whose medical records contained at least the date of the first prenatal visit, date of the last menstrual period and measurement of Hemoglobin (Hb). The dependent variable was the Hb level (g/dL) and the independent variables were: group of fortification, geography region, social and demographic characteristics, obstetric history and characteristics of prenatal care. We conducted descriptive analysis, univariate and multiple (linear regression) of the Hb level for the total of pregnant women, by geographic region and trimester of pregnancy. Polynomial regression models were used to fit the curves of Hb by month of pregnancy, which were compared with national and international references. Curve of Hb mean and critical levels (-2 standard deviations) constructed with data of non-anemic pregnant of After-fortification group were also compared to references. The significance level for all tests was 5%. This study was approved by the Research Ethics Committee. Results: There was no significant increase in Hb level for the total sample after the fortification (p=0.325), except pregnant women in the northeast region (p <0.001, =0.214) and pregnant women in the second trimester of pregnancy (p=0.025; =0.093). The Hb levels were lower on those who were younger, lived without partner, had lower body mass index-BMI, had higher gestational age and/or had two or more previous pregnancies. Although the curve of After-fortification group had presented higher levels in all months of pregnancy, the polynomial regression showed no significant effect of fortification of flour (p=0.316). The curves of Hb in both groups of fortification were higher than the national and international references critical levels in the first trimester, followed by a drop and stabilization in late pregnancy. The curve of critical levels constructed with data of non-anemic pregnant women of After-fortification group were below the curve of critical levels of national reference and the WHO cut-off point, but similar to the international reference, except in late pregnancy. Conclusions: Fortification of flour with iron significantly increased the Hb levels of pregnant women only in northeast region of Brazil and in the second trimester of pregnancy. Age, marital status, BMI, gestational age and number of previous pregnancies remain as important characteristics that should be considered in the evaluation of anemia in pregnancy. The constructed curves follow the national and international references. We propose a curve of Hb non-anemic pregnant women to be used in the evaluation of anemia in pregnant Brazilian women.
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Pizol, Helton de Bernardi. "A fabricação do ferro no começo do século XIX em Ipanema no período de Hedberg e Varnhagen." Pontifícia Universidade Católica de São Paulo, 2009. https://tede2.pucsp.br/handle/handle/13426.
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Previous issue date: 2009-05-22Secretaria da Educação do Estado de São Paulo
The present dissertation is inserted in the History of Science in Brazil , in the metalurgy field and its institutionalization in Brazil. The focus of the research is Fazenda Ipanema, located in Araçoiaba da Serra, state of São Paulo, where since the 16 th century there have been attempts, achievements and abortions in the production of iron. From the 18 th century to 19 th century, a Chemist ,John Manso Pereira , was sent to Ipanema during the first endeavor from the government to establish an ironworks factory at the place. The project was only achieved with the arrival of the swedish Hedberg, in the beginning of the 19th century,with a group of workers. Hedberg worked until 1814 when he was dismissed and replaced by the german Friedrich Ludwig Wilhelm Varnhagen. This dissertation is about the attempts to establish an iron and steel industry until Varnagen's return to Germany After this period, there were a few fruitless attempts during the 19th century and first half the 20th, with Fazenda Ipanema becoming nowadays an ambiental area preserved by IBAMA.( Brazilian Institute of Environment and Renewable Natural Resources)
A presente dissertação está inserida na História da Ciência no Brasil, na área da metalurgia e sua institucionalização no Brasil. O interesse da pesquisa é a Fazenda Ipanema,localizada em Araçoiaba da Serra, no Estado de São Paulo, onde desde o século XVI, houve tentativas, sucessos e fracassos na produção do ferro. Porém, do século XVIII para o XIX foi enviado a Ipanema um Quimico João Manso Pereira, na primeira tentativa do governo de estabelecer uma siderúrgica no local. O projeto foi realmente concretizado com a vinda do sueco Carl Gustav Hedberg no começo do século XIX com uma companhia de trabalhadores. Hedberg permaneceu na função até 1814 quando foi despedido e substituído pelo alemão Friedrich Ludwig Wilhelm Varnhagen. Este trabalho aborda as tentativas de estabelecimento de uma indústria siderúrgica até volta de Varnhagen para a Alemanha, após este período, temos algumas tentativas infrutíferas durante o século XIX e primeiro meados do século XX, se tornando Ipanema,hoje dia, um lugar de preservação ambiental do IBAMA (Instituto Brasileiro do Meio Ambiente e dos Recursos Naturais Renováveis)
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Oliveira, Fernanda Gandra de. "S?ntese e caracteriza??o do comp?sito ferro zero-valente nanoparticulado/carv?o ativado granulado (nFZV-CAG) e sua aplica??o para remo??o do f?rmaco nimesulida pelos processos adsor??o/redu??o e ozoniza??o catal?tica heterog?nea." UFVJM, 2016. http://acervo.ufvjm.edu.br/jspui/handle/1/1313.
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Coordena??o de Aperfei?oamento de Pessoal de N?vel Superior (CAPES)
Funda??o de Amparo ? Pesquisa do Estado de Minas Gerais (FAPEMIG)
O comp?sito nFZV-CAG foi empregado para a ozoniza??o catal?tica heterog?nea da NMS em meio aquoso. O oz?nio foi gerado por uma central geradora de oz?nio IPABRAS, alimentada com ar. Foram avaliados diferentes processos catal?ticos como O3, CAG, O3-CAG, O3-nFZV- CAG, e a varia??o da concentra??o das nFZV para remo??o da NMS. Os resultados mostraram que a combina??o do O3-nFZV-CAG foi muito eficiente levando ? mineraliza??o de aproximadamente 70% da NMS em 120 min de rea??o. Tal efici?ncia pode estar atribu?da ao processo de eletr?lise, em que o Fe0 origina Fe2+ levando ? produ??o do radical hidroxila que ? altamente oxidante, levando a destrui??o do contaminante. As rea??es seguiram a cin?tica pseudo-primeira ordem para remo??o do f?rmaco. Ap?s realizada a coleta as amostras foram submetidas a an?lise qu?mica, empregando-se as t?cnicas de espectrofotometria de UV-Vis, cromatografia l?quida de alta efici?ncia (CLAE) e a determina??o da demanda qu?mica de oxig?nio (DQO) tamb?m foi realizada.
As nanopart?culas de FZV imobilizadas sobre a superf?cie do carv?o ativado (nFZV-CAG) foram sintetizadas e caracterizadas para remo??o do f?rmaco Nimesulida (NMS) em sistemas aquosos. Os estudos foram realizados em bateladas com agita??o de 250 rpm durante 120 minutos, onde foram avaliadas a efici?ncia, concentra??o (20, 25 e 30% do comp?sito) e diferentes dosagens (0,1 a 10g) de nFZV-CAG. Os resultados mostraram que a dosagem de 10 g de 20%nFZV-CAG removeu cerca de 80% da NMS 50 mg L-1 em apenas 30 minutos de rea??o, e atingindo 100% em 120 minutos. Foi observada ainda uma remo??o de 80% da DQO ao final da rea??o. As velocidades de rea??o aumentaram na medida em que foram aumentadas as dosagens do comp?sito, o que seria esperado. Por?m, com o aumento da concentra??o (%) de nFZV n?o houve aumento na velocidade das rea??es. As rea??es seguiram uma cin?tica de pseudo-primeira ordem em rela??o ? remo??o da NMS. Ap?s realizada a coleta, as amostras foram submetidas a an?lise qu?mica, empregando-se as t?cnicas de espectrofotometria de UV- VIS, cromatografia l?quida de alta efici?ncia (CLAE) e a determina??o da demanda qu?mica de oxig?nio (DQO) tamb?m foi realizada. Para caracteriza??o do comp?sito foram empregadas as t?cnicas Microscopia Eletr?nica de Varredura acoplada ? Espectrometria de Energia Dispersiva de Raios-X (MEV-EDS), que mostraram claramente a presen?a da nanopart?culas sobre a superf?cie do carv?o, e analise de superf?cie do nFZV-CAG e do CAG tamb?m foram realizadas.
Disserta??o (Mestrado) ? Programa de P?s-Gradua??o em Qu?mica, Universidade Federal dos Vales do Jequitinhonha e Mucuri, 2016.
The FZV nanoparticles immobilized onto the surface of the activated charcoal (nFZV-CAG) were synthesized and characterized for the removal of the pharmaceutical Nimesulide (NMS) in aqueous systems. The studies were performed in batch mode with stirring speeds of 250 rpm during 120 minutes, so that it was possible to evaluate efficiency, concentration (20, 25 and 30% of the composite) and different dosages (0,1 to 10g) of nFZV-CAG. The results showed that the dosage of 10g of 20%nFZV-CAG removed approximately 80% of NMS 50 mg L-1 in just 30 minutes of reaction, and reaching 100% in 120 minutes. It was still observed a removal of 80% of the COD (Chemical Oxygen Demand) at the end of the reaction. The reaction rates increased with the dosage of the composite, which was expected. Though, increasing the concentration (%) of nFZV did not result in higher reaction rates. The reactions followed a pseudo-first order kinetics for the removal of NMS. After the samples were collected, they were submitted to chemical analysis, employing the techniques of UV-VIS spectroscopy, high performance liquid chromatography (HPLC) and chemical oxygen demand (COD). In order to characterize the composite, the following techniques were used: Scanning Electron Microscopy (SEM) coupled with Energy Dispersive x-Ray spectroscopy (EDS), which showed clearly the presence of nanoparticles onto the charcoal surface. Analysis of the surface of nFZV-CAG were also performed.
The composite nFZV-CAG was used for the catalytic ozonation of NMS in aqueous media. The ozone was generated by an ozone generator IPABRAS, fuelled with air. Different catalytic processes were evaluated such as O3, CAG, O3-CAG, O3-nFZV-CAG, and the variation of the nFZV concentration for the removal of NMS. The results showed that the combination of O3- nFZV-CAG was very efficient, leading to the mineralization of approximately 70% of NMS in 120 minutes of reaction. Such efficiency can be attributed to the electrolysis process, in which the Fe0 generates Fe2+ which generates hydroxyl radicals that are highly oxidant, leading to the destruction of the contaminant. The reactions followed the pseudo-first order kinetics for the removal of the pharmaceutical. After the samples were collected, they were submitted to chemical analysis such as, UV-VIS spectroscopy, high performance liquid chromatography (HPLC) and chemical oxygen demand (COD).
Books on the topic "(Car ferry)"
1
Faulkner, John. The Fishbourne car ferry: Wight connection. Colourpoint, 2004.
2
Earl, Steinbicker, ed. Daytrips Switzerland: 45 one day adventures by rail, car, bus, ferry or cable car. Hastings House, 1999.
3
Renouf, Norman. Daytrips Switzerland: 45 one day adventures by rail, car, bus, ferry or cable car. Hastings House, 1999.
4
Coal to Canada: A history of the Ontario Car Ferry Company. Steampower Pub., 2000.
5
Czapski, Waldemar. Contractual liability in the carriage of road vehicles by car ferry. International Road Transport Union, 1988.
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Rafuse, Ted. A railway to the isle: A history of the Strait of Canso railway car ferries, 1890-1955. Steampower Pub., 2005.
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Renouf, Norman. Daytrips Spain and Portugal: 50 one day adventures by car, rail or ferry including 51 maps. Hastings House, 1997.
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Daytrips Spain and Portugal: 50 one day adventures by car, rail or ferry including 51 maps. 2nd ed. Hastings House, 2001.
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Groc's candid guide to Crete and mainland ports: For the package & villa holiday-maker, backpacker & independent traveller, whether journeying by air, car, coach, ferry-boat or train. 3rd ed. Ashford, Buchan & Enright, 1990.
10
Porsche, Ferry. Ferry Porsche: Cars are my life. Stephens, 1989.
Book chapters on the topic "(Car ferry)"
1
Psaraftis, H. N. "Prospects for the Conventional Passenger/Car Ferry in the Aegean." In Advances in Spatial Science. Springer Berlin Heidelberg, 1995. http://dx.doi.org/10.1007/978-3-642-79827-6_13.
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Boyd, Colin. "The Responsibility of Individuals for a Company Disaster: The Case of the Zeebrugge Car Ferry." In Issues in Business Ethics. Springer Netherlands, 1990. http://dx.doi.org/10.1007/978-94-009-2083-5_17.
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"North Point Car Ferry." In Lotus Leaves. The Chinese University of Hong Kong Press, 2020. http://dx.doi.org/10.2307/j.ctv1cftj2n.28.
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Heijveld, Harry, and Richard Gray. "The United Kingdom passenger car ferry industry." In Ferry Services in Europe. Routledge, 2018. http://dx.doi.org/10.4324/9780429458910-4.
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Tezdogan, T., Y. Demirel, G. Mortola, A. Incecik, O. Turan, and H. Khalid. "Operability analysis of a high speed car/passenger ferry." In Developments in Maritime Transportation and Exploitation of Sea Resources. CRC Press, 2013. http://dx.doi.org/10.1201/b15813-36.
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Shimizu, Nobuyuki, Roby Kambisseri, and Yoshiho Ikeda. "An experimental study on flooding into the car deck of a RORO ferry through damaged bow door." In Contemporary Ideas on Ship Stability. Elsevier, 2000. http://dx.doi.org/10.1016/b978-008043652-4/50016-x.
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Jan, Wahl. "Did they catch the ferry?" In Carl Theodor Dreyer and Ordet. University Press of Kentucky, 2012. http://dx.doi.org/10.5810/kentucky/9780813136189.003.0013.
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Fant, Clyde E., and Mitchell G. Reddish. "Samothrace." In A Guide to Biblical Sites in Greece and Turkey. Oxford University Press, 2003. http://dx.doi.org/10.1093/oso/9780195139174.003.0023.
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Unfortunately, fascinating Samothrace does not receive the attention from foreign visitors it deserves. Except for the peak of the summer period, when many Greeks and a few others make mostly day trips to the island, Samothrace is largely ignored as a tourist destination. Weather in the winter can be harsh and windy, but otherwise the climate is inviting. Only a very few small hotels exist on the island (though there are many guest rooms available in private homes), and places to dine are limited, shopping even more so. But for an overnight visit, or perhaps a weekend, Samothrace is hard to beat for a sense of a Greek world that once was. The wild beauty that surrounds the once glorious buildings of the Sanctuary of the Great Gods, where the immortal Nike of Samothrace, now in the Louvre, once stood, is largely unmatched for a striking impression of Greek sanctuaries before they were surrounded by pavement and urban buildings. Do not miss this unique island if it is in reach of your journeys to Greece. The island of Samothrace (or Samothraki) can be reached easily by car ferry or hovercraft from Alexandroupolis, approximately 20 miles away. Although there is only one road that circles the island, an automobile or taxi is necessary to reach the site of the Great Sanctuary of the Gods, which lies 4 miles from the harbor at Kamariotissa. (Bus service is possible but infrequent.) If a taxi is used, be sure that a return is arranged; get a card from the driver with a phone number, and be aware that taxi service is not available on Sunday afternoon. The only telephone available is at the adjacent museum, and when it closes, if you are without transportation, be prepared to hike or use hitchhiking skills on the rare passing automobiles. Samothrace was known historically as the most remote of the Greek islands, which certainly is not true in modern times, when the nearby Thracian shore is a part of Greece. Likewise, the island is virtually equidistant from the Gallipoli peninsula of Turkey as well.
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Thomson, Peter. "Bad Roads Are Good for Baikal." In Sacred Sea. Oxford University Press, 2007. http://dx.doi.org/10.1093/oso/9780195170511.003.0015.
Full textAbstract:
The Barguzin River flows out of the Barguzin Mountains, through the town of Barguzin and then the coastal community of Ust-Barguzin before it finally loses itself in a broad cove of Baikal known as Barguzin Bay. The only way across the river for miles upstream from the lake is a ramshackle little wooden ferry with a tiny, corrugated steel shed with a wood stove in it and room on its deck for about half a dozen cars. The ferry slips noiselessly away from the end of the road on the south bank, and looking west toward the lake, two ghostly, rusting timber loading cranes loom on the horizon while the river spills over into a grassy marsh on its north bank. Turning back to the east, there’s a small motorboat laboring to get upstream—laboring because it’s attached to a tow rope, which is attached to the ferry. The ferry, it turns out, is just a hapless little barge, at the mercy of the river without the guidance of the motorboat pilot on the other end of the towline. Our crossing takes less than five minutes, and connected to it by nothing but that single strand, the pilot directs the barge into place perfectly on the far side. But the deckhand fails to secure it, the ferry swings wide in the current, spins ninety degrees, and slams butt-end into the dock. The pilot scowls as he turns the motorboat around and uses its blunt bow, covered in a tractor tire, to push the barge back into place, where the deckhand finally lashes it to the dock. The Barguzin is Baikal’s third largest tributary, after the Selenga to the south of here and the Upper Angara to the north. It carries about six percent of the water flowing into the lake, along with migratory fish like omul and sturgeon, born in the shallow gravel beds upriver before wandering downstream to spend most of their lives in the lake. And even though it flows through only two towns between its headwaters and the lake, the Barguzin carries a significant pollution load into Baikal, as well, especially organic chemicals from timber operations.
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Artur, Ana Paula Silva, Elaine Cristina Batista da Silva, Tuane Tayrine Mendes Cardozo, Welberth Santos Laizo, Aderjane Ferreira Lacerda, and Reimar de Oliveira Lourenço. "Análise de duas conformações de leito fluidizado 3D para minério de ferro." In Engenharia no Século XXI - Volume 14. Editora Poisson, 2020. http://dx.doi.org/10.36229/978-65-86127-45-4.cap.08.
Full textConference papers on the topic "(Car ferry)"
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Hama, Y., M. Sano, M. Kawaji, et al. "Prediction and Control of Car Ferry Superstructure Blocks Deformation Induced by Welding and Straightening." In International Conference on Computer Applications in Shipbuilding 2013. RINA, 2013. http://dx.doi.org/10.3940/rina.iccas.2013.63.
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Aalberg, A., and R. Bye. "Violation enhancing conditions: A study of Norwegian car ferry workers’ compliance of safety-related procedures." In The 2nd International Conference on Engineering Sciences and Technologies. CRC Press, 2017. http://dx.doi.org/10.1201/9781315210469-400.
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"Human Factor Risk Based Assessment For Roll On Roll Off Passenger Ferry Car Deck Fire Safety System." In Maritime Safety International Conference. Clausius Scientific Press, 2019. http://dx.doi.org/10.23977/mastic.008.
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Tuswan, Achmad Zubaydi, Agung Budipriyanto, and Septia Hardy Sujiatanti. "Comparative Study on Ferry Ro-Ro’s Car Deck Structural Strength by Means of Application of Sandwich Materials." In The 3rd International Conference on Marine Technology. SCITEPRESS - Science and Technology Publications, 2018. http://dx.doi.org/10.5220/0008542800870096.
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Morishita, Mitsue, and Shinsuke Akagi. "Transport Economy-Based Evaluation and Assessmet of the use of Fast Ships in Passenger-Car Ferry and Freighter Systems." In FAST 2001. RINA, 2001. http://dx.doi.org/10.3940/rina.ft.2001.9.
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Khaddaj-Mallat, Chadi, Jean-Luc Toularastel, Jean-Marc Rousset, and Pierre Ferrant. "Investigating the Transient Flooding and Sloshing in Internal Compartments of an ITTC Damaged Ro-Ro Passenger Ferry: Part I—Experimental Setup." In ASME 2010 29th International Conference on Ocean, Offshore and Arctic Engineering. ASMEDC, 2010. http://dx.doi.org/10.1115/omae2010-20047.
Full textAbstract:
Passenger Ro-Ro ferries have proved to be extremely vulnerable regarding their hydrostatic stability when damaged. This is not only due to the design of their car decks. After an abrupt ingress of water caused by a maritime accident, the spaces below the car deck can experience intermediate flooding stages that might be more severe than the final condition, and the ship could actually sink in these early stages. The intermediate flooding stages depend upon hosts of factors pertaining to the vessel itself, the accident that caused the damage, as well as the environment. These factors are interdependent, and some of them interact during the flooding. An experimental campaign using the midsection of the PRR02 - ITTC/SiW passenger Ro-Ro ferry was devoted to provide a thorough insight to the flooding physics by quantifying these interactions using a novel-to-ocean-engineering methodology, the so-called DOE method, and try to find and then optimize a model for the transient flooding phase of Passenger Ro-Ro ferries. The present paper presents the physical background of the problem, as well as the innovative experimental set up that have been conceived to attain the objectives and hopefully lead to sound conclusions.
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Khaddaj-Mallat, Chadi, Fabienne Vadeboin, Laurent Davoust, et al. "Investigating the Transient Flooding and Sloshing in Internal Compartments of an ITTC Damaged Ro-Ro Passenger Ferry: Part II—Experimental Analysis." In ASME 2010 29th International Conference on Ocean, Offshore and Arctic Engineering. ASMEDC, 2010. http://dx.doi.org/10.1115/omae2010-20048.
Full textAbstract:
Passenger Ro-Ro ferries have proved to be extremely vulnerable regarding their hydrostatic stability when damaged. This is not only due to the design of their car decks. After an abrupt ingress of water caused by a maritime accident, the spaces below the car deck can experience dangerous intermediate flooding stages that might lead the ship to sink. The intermediate flooding stages depend upon hosts of factors that are interdependent. Some of them eventually interact during the flooding. An experimental campaign using the midsection of the PRR02 - ITTC/SiW passenger Ro-Ro ferry was devoted to provide a thorough insight to the flooding physics and to quantify these interactions using a novel-to-ocean-engineering methodology, the so-called DOE method. The physical background and the experimental set up of this campaign are presented in the previous one (OMAE2010-20047). This paper is devoted to presenting the experimental methodology and the first findings. The flooding is found a complex phenomenon in which a strong interaction between water and air occurs, also in coupling with the hydrodynamic efforts. Model tests based on one-factor-at-a-time experiments highlights the importance of the damage area and the time of damage creation in the ship behavior during the transient phase. We advocate the use of the DOE methodology to deal with stability problems and to find a model quantifying the intermediate flooding stages.
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Guo, Jiajie, Kok-Meng Lee, Dapeng Zhu, and Yang Wang. "A Flexonic Magnetic Car for Ferro-Structural Health Monitoring." In ASME 2009 Dynamic Systems and Control Conference. ASMEDC, 2009. http://dx.doi.org/10.1115/dscc2009-2732.
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This paper presents a new magnetic car as a mobile sensor node for health monitoring and dynamic testing of large civil (ferromagnetic) structures. Unlike traditional car design where the distance between the front and rear wheel pairs is fixed, the electromagnetically driven compliant beam (connecting the front and rear axles) not only offers an effective means to negotiate corners and cross ridges of small dimensions when maneuvering on ferromagnetic surfaces, but also serves as a sensor attachment device. Specifically, this paper presents the design concept of a novel flexonic magnetic car incorporating compliant beams and permanent magnets, and a three-dimensional model for simulating the deformed shape of the compliant beam. The compliant beam that enables direct contact of the accelerometer with the measuring surface eliminating the dynamic effect of the sensor carriers has been validated with the experimental modal analysis for a frame structure. This represents a transformative change from the fixed spatial resolution provided by traditional static sensors.
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Kroushl, Dan, Amy Nesbit, Jin Kyoo Lee, et al. "Experimental Performance of a Magnetorheological Fluid Damper." In ASME 1997 Design Engineering Technical Conferences. American Society of Mechanical Engineers, 1997. http://dx.doi.org/10.1115/detc97/vib-3776.
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Abstract Magnetorheological (MR) and electrorheological (ER) fluids possess rheological or flow properties that can be controllably altered by the application of electric or magnetic fields, respectively. These fluids typically consist of dispersions of micrometer-sized dielectric or soft ferro (ferri) magnetic particles that become aligned in the presence of an external electric or electrical magnetic field, respectively. Such patterns in the material, which disappear when the field is removed, cause the material to resist mechanical deformation. This controllable property of the fluids allows them to be used in adaptive-passive actuators. This paper presents the results of a preliminary experimental investigation into the performance of the MR fluids in a linear vibration damper. A squeeze-flow MR fluid damper is used to suppress vibrations of a simply supported beam. Four different MR fluids are compared.
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Powell, J. "Future of Shipping." In International Conference on Marine Engineering and Technology Oman. IMarEST, 2019. http://dx.doi.org/10.24868/icmet.oman.2019.029.
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Technology is changing and rapidly evolving many industries including shipping. Advances in information, telecommunication, computer, robotic, Artificial Intelligence, machine/deep learning technologies together with cutting edge automation are proliferating every facet of maritime industry and changes are expected to accelerate. However, challenges of new technologies, pace of change and wide spread automation have taken many by surprise. In maritime, the regulatory framework which has often been the cornerstone and by and large the driving force for change, albeit in response to an event or market forces or political pressure, is conspicuously missing and currently engaged in a race against time to catch up and rework the applicable Conventions. Despite early success, there are indeed numerous challenges for the new technologies to bed in and gain wider acceptance and recognition before being considered as a worthy and viable replacement for tried and tested designs on a global scale. Various projects developed thus far or undergoing development, are exclusively intended for coastal waters and therefore, subject to class and Flag national requirements and in the circumstance, rules and regulatory requirements are devised and enforced at national level, as deemed fit. Successful and historical Rolls Royce-Finferries autonomous operation of car ferry Falcon, underlined the arrival of new technologies and demonstrated that it is no longer a question of if but when, wide spread use of automation and autonomous systems are implemented on board. There are of course many hurdles to overcome but with the buzz, energy and willingness of stakeholders in maritime nations and scales of investment in research and development, it is only a matter of time before unmanned, semi-autonomous, autonomous vessels join the world fleet in numbers and set the trend for a new era in shipping. With steady and continuous growth in world trade and world fleet, indications are that current shortfall for officers will be multiplied by 2025. Although, there are no reliable records for total number of qualified seafarers worldwide and perhaps seafarers available for work, there will reportedly be a substantial shortfall in the number of officers by 2025, as per (BIMCO-ICS 2015) Manpower Report. This paper attempts to examine underlying reasons for introduction of new and viable technologies for potentially unmanned, semi and fully autonomous operations and its socioeconomic impact on seafarers and affiliated workforce.