Students, educationalists and teachers were able to codesign a useable skin examination package, which merits evaluation of efficacy. In view of the logistic difficulties of teaching dermatology to the growing student population, the technology may be a useful adjunct to traditional teaching methods. Our approach may inform further developments in educational technology in dermatology.
No abstract
This paper, which was originally presented at the Fourth International Symposium on Vessel Traffic Services held in Bremen from 28 to 30 April 1981, here summarizes the results of an investigation into collisions world-wide, with particular emphasis on the circumstances of collisions associated with different types of encounter for conditions of both clear and restricted visibility.
No abstract
i. I N T R O D U C T I O N . Traffic separation was first introduced on a voluntary basis in the Dover Strait in September 1967, just over fifteen years ago. Compliance with the IMO provisions relating to traffic separation schemes has been mandatory for all ships during the last five years and for some ships for as much as ten years. It may therefore be appropriate to assess the effectiveness of routing off North West Europe by comparing collision statistics for five-year periods since 19^7.The results given in the following tables apply only to collisions involving trading vessels of over 100 g.r.t. under way and not engaged in any special activities. Collisions in harbours, rivers and congested port approaches where special circumstances apply are not included. The figures quoted for the Dover Strait have been checked against the results obtained by the National Maritime Institute but are based on different criteria, and there may be some discrepancies.The area covered is the coastal region from the south-western approaches to the Ushant TSS to the approaches to the Elbe including all parts of the English Channel and the Dover Strait, but not including waters off the East Coast of England which are well clear of the traffic separation schemes and deep-water routes.The numbers of collisions are based almost entirely on Lloyd's Weekly Casualty Reports. Information relating to encounter situations is based on voyage data supplemented wherever possible by information received from additional sources relating to the actual courses steered by each vessel. It is not claimed that the figures constitute a precise record but they should provide a good indication of changes in the incidence of collision off North West Europe.2. N O R T H SEA COLLISIONS. Table 1 shows the numbers of collisions for five-year periods since 1 January 19^7 in the southern part of the North Sea, east of 2° E., including the deep water routes and the traffic separation schemes. During the first part of the 2^-year period, before separation schemes were established, there were channels swept clear of mines for use by coastal shipping. These Nemedri routes, marked by centre-line buoys, provided a form of traffic separation but in periods of restricted visibility vessels tended to move into the wrong side of the channel and there were numerous collisions. 1 The swept channels were relatively narrow, causing vessels to overtake at close distances. 462
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