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You can easily select the various types of Scaffolding required for your construction work. This is also helpful in creating a safer environment for construction workers. Keep yourself updated from latest article about most trending products and share your thoughts. Scaffolding is an impermanent structure that works as a platform for the workers to perform the construction works while supporting the original structure. The Scaffolding structure changes depending on the type of construction and its requirements. It is essential that the Scaffolding is made from high quality material because it provides support for construction workers and the construction material. Wood or Metal (like steel) is used to construct Scaffolding for better performance. As the name suggests, this type of Scaffolding is supported on tripod type movable ladders. This scaffolding type is used primarily in indoors, like for repairs or painting works. The usage of Trestle Scaffolding is limited to indoors as the height in this Scaffolding is up to 5 meters only. Following its name, this Scaffolding type is created using steel tubes set by couplers and it is easy to assemble as well as disintegrate. Steel Scaffolding comes with vast benefits, thus has higher cost but it does provide higher safety standards during construction. The structure provides strength, durability and is fire resistant. Despite the cost, it is one of the most popular Scaffolding today owing to its benefits. Steel Scaffolding is mainly used for outdoor construction and bigger structures. This type of Scaffolding is also made using steel however, these are readymade Scaffoldings and are fitted with special couplings and frames etc. The readymade Scaffoldings are available in market and are ready to use once bought. When using the Patented Scaffolding, the working platform is set on the brackets, these brackets can be adjusted to the required level may differ according to scaffolding type. Suspended Scaffolding is used for a variety of repair works as well as painting. Mainly used in painting as the platform is adjustable to desired length multiple times. Suspended Scaffolding is created using rope or chains tied to the platform for the construction worker, which is then hanged from the roof with the height adjusted at desired level. Also known as, Single Frame Scaffolding, Cantilever Scaffolding has limited usage and requires various checks before the installation. In this Scaffolding system, the standards are supported by a chain of needles that are pulled out from the holes in the wall. There is another type of Cantilever Scaffolding, in which instead of wall the needles are supported inside the floors through the double frame Scaffolding. One needs to be very carefully and follow all the required steps when installing the Cantilever Scaffolding. Given below are the scenarios in which this type of Scaffolding is recommended: One of the basic and oldest methods used in Construction, Single scaffolding is mainly used for brick masonry. This type of Scaffolding includes standards, putlogs, ledgers, which links to the wall at a distance of 1.2 meters approximately. In addition, Ledgers join the standards at a vertical distance of 1.2 to 1.5 meters while the distance between the standards is 2 to 2.5 meters. Putlogs fixed at a distance of 1.2 to 1.5 meters, but extracted from gap in the wall at the end of the ledger. All these technical calculations when followed by book keep the structure sturdy and offer desired support. Double Scaffolding also known as the Independent Scaffolding, is the type of Scaffolding that is used mainly for the stone masonry job. It is very difficult to make holes in the stone walls for supporting the putlogs, hence two scaffoldings together create a sturdy structure for construction work. While the first row is 20 to 30 cm away from the wall, the second one is erected 1 meter far from the first row. With the support of both frames then putlogs are positioned. Additional steps are taken to make the structure firmer by adding cross braces and rakers. The last but not the least in the list is the Kwikstage Scaffolding system. This Scaffolding is contrived from hardwearing galvanized steel and is admired for its easy installation. Effortless to assemble as well as disintegrate, it is used for both big and small construction works. Kwikstage Scaffolding can easily replace regular scaffold system and provide safer and strong platform to work. Created using a durable and safe interlocking system, the patented Kwikstage modular system is customizable to any desired height. We offer Australia Scaffolding and are one of the most admired manufactures of scaffolding. Through this article, we have tried our best to keep the definitions simple, while adding images that clarifies any remaining doubts. The variety of Scaffoldings described here are some of the most used and successful Scaffoldings used in Construction. By understanding the meaning and the use of different type of Scaffoldings, one can easily select the right Scaffolding for their construction work with complete safety.Jakob Nielsen (yes, the usability guru) confirms this in tests. Are 1% of clicks worth it for something that takes up (more than) half the page? They ran a usability study where they gave users the following task: “Does Siemens have any special deals on washing machines? Product design guru Luke Wroblweski summed it up like this: Almost all of the testing I’ve managed has proven content delivered via carousels to be missed by users. ” The information was on the most prominent slide, but the users didn’t see it—totally hit by banner blindness. Few interact with them and many comment that they look like adverts and so we’ve witnessed the banner blindness concept in full effect. Nielsen concluded that image carousels get ignored. In terms of space saving and content promotion a lot of competing messages get delivered in a single position that can lead to focus being lost. Carousels are effective at being able to tell people in Marketing/Senior Management that their latest idea is now on the Home Page. They are next to useless for users and often “skipped” because they look like advertisements. Hence they are a good technique for getting useless information on a Home Page (see first sentence of this post). In summary, use them to put content that users will ignore on your Home Page. these views are not my own, but are based upon observing thousands of tests with users. In all the testing I have done, home page carousels are completely ineffective. For one, anything beyond the initial view has a huge decrease in visitor interaction. And two, the chances that the information being displayed in the carousel matches what the visitor is looking for is slim. So in that case the carousel becomes a very large banner that gets ignored. A sudden change on the horizon could be a matter of life and death. The slider takes attention away from everything else—the stuff that actually matters, like your value proposition, the content of your site, products, etc. In test after test the first thing the visitor does when coming to a page with a large carousel is scroll right past it and start looking for triggers that will move them forward with their task. Hence, the human eye reacts to movement—including constantly moving image sliders and carousels. Image carousels fall victim to banner blindness, and most people won’t pay attention to them, but even those who can’t really get the message. They see a message on the carousel and start reading: “This fall you get to…” Bam! Often, the carousels move so fast that people can’t finish reading them, even if they want to. Here are two main reasons why carousels and sliders don’t work. Focusing on a primary message and action is always more effective.We have come a long way since ECDIS was brought into our lives. In the initial days we were just struggling to keep the ENCs updated on ECDIS. Most of us know this drill at the back of hands now. And I have covered quite a few of articles on updating and keeping the ENCs up to date. Even during the third party inspections, the inspectors are now focussing on the ECDIS in detail. As even they consider that the period for amateur questions on the ECDIS is over. One of the area that now require detailing is the passage planning on ECDIS. Well, actually there is nothing different in the passage planning on ECDIS. More or less it is same as what we used to do on paper charts. In this blog we will discuss the 7 elements which once plotted would make the passage plan on ECDIS stand out. The first element that you all may have guessed is the route. And when it comes to choosing the route, there is nothing different from what we do even when were using paper charts. We need to find the information from all the publications available. Here is an article that I had written sometime back on using the publications to find the best route to follow. And once we have all the information, we need to use that to decide the route. The route that we decide must follow all the company requirements and must be in accordance with the industry guidelines. Let us see how to go about creating the route on ECDIS (JRC ECDIS). Then it is just like drawing a route on the paper chart. Just take the cursor on the starting point and keep on clicking wherever you wish to create a waypoint. When doing that, it would be easier to zoom out and choose a little smaller scale to get the idea of where we need to head to. And then you can keep on zooming in and out as and when required while creating the route Once you have created the complete route, you can save the route. The waypoints created by the graphical editor would most likely be upto 3 decimal places. For ease of reference, you may want to change these waypoints to upto one decimal place. For that you can go to Route - table editor and open the recently saved route. For example, you can change the longitude 38 Deg 57.999′ to 39 Degrees. We now need to make sure that the route that we have drawn is not passing through any dangers. But before we do that, we need to set the safety settings on ECDIS according to our draft for the next voyage. I have written a blog on ECDIS safety settings in detail and check that out about more information on ECDIS safety settings. Now to check the route, each ECDIS has a function called “Route check” or “Safety Check”. Go to the Route - Table editor and open the route that you have created for the present voyage. In the editor, enter the value of the cross track error that you wish to have or that your company or master allows. The route check function will check if the route (along with the cross track distance) is not passing through any dangers to navigation. When we have entered the cross track distances for each leg, click on the “Safety Check”. The ECDIS will check the route and display all the errors that user need to check physically for. We need to check these error by going to that area of the passage plan on ECDIS. To do that just select the error and click on Jump. This will take the ECDIS to the area of the passage plan where this error is detected. For example, if the error is about a caution area, check the detail of the caution area. This can be done by right-clicking on the ENC and choosing “S-57/C-Map/ARCS Information” and then clicking on the “caution area” symbol. After assessing the information, Modify the route if required. After checking each error, click on that error and click “disregard”. After you have checked all errors, click on “Ok” and save the route. Parallel index distances must be marked from the fixed objects on the route. In the open sea, it is wise to choose any fixed object up to a range of 24 miles or less for marking the parallel index lines. As your radar will be in the range of less than 12 miles in coastal waters, you can choose to mark parallel index lines from any fixed objects in that range. And as we all know, the parallel indexing must not be done with floating objects like buoys. To mark the parallel index lines we use “user map” feature of the ECDIS. Go to User map - Simple Line and then take the cursor to the point (landmark) from where you want to draw the Parallel index line. Draw the first line parallel to the course line and then 90 degrees to that to join it to the course line. You can then click on the “property” on the right corner and change the line color and thickness etc. It is better to have the color of the PI-line something other than the course line so that course line can easily be recognized during the voyage by the navigators. Of course, we need to measure this distance first and write an accurate distance. Now we need to write the Parallel Index distance for the PI that we have drawn just now. Click at the location near to the PI line where you want the text to appear and then write the text such as “P. You can then click on “OK” and then “Save” on the top menu. Just enter the name that you want to give to this user map (may be the voyage number) and then click on “Save” to save the user map. This same user map will be edited for all other markings that you need to plot on the ENCs. Now finish plotting all the parallel indexing lines and distances from all the radar conspicuous fixed objects on the voyage. We are required to mark the no-go areas along our route. These are the areas that are the danger to navigation and we must not navigate into. But let us say there is a wreck (or shallow waters) about 50NM from our planned route. On a paper chart, the answer to this question was simple. And the answer was, Yes, we do need to mark it as no go area if it is on voyage chart. But the ENCs on ECDIS are seamless and the same logic does not apply on ECDIS. So what is the maximum distance that we need to mark the no-go area upto? Well, ideally this distance should be provided in the company’s navigation manual. So, in the case, a distance can be decided by the master and the same communicated to the navigating officers. If we have decided the distance of 50NM, we need to mark the No-Go areas in the range of 50NM from our route. What I commonly see that we sometimes mark the entire shallow water contour as the no go area. This is wrong because The marking for no go area needs to be done for something that the navigator could miss. Something like an isolated danger, wreck, depth area or an area like with oil rigs that vessel needs to avoid. We need to identify all such areas and mark these as “No-Go Areas”. To mark the no-go area, go to User Map - User map editor and open the user map that you have created for the present voyage. By now, you should be able to create lines, shapes and add text in the user map. To mark the user map you need to use these lines and shapes to mark the area as a No-Go area. Use your artistic skills to decide which shape or line you need to use for marking of No-Go area. Once marked, go to the property and change the line color, thickness etc. Again use the color as something other than the course line color and thickness slightly lesser than the course line. Finally, write the text as a No-Go area around the marked area. Whenever there is a large alteration of the course, we need to mark a wheel over position. This is the position on our initial course at which we need to start altering the course at a pre-planned rate of turn to arrive at the next desired course without running into the danger. Marking of wheel over position is part of the passage planning. The wheel over position depends upon the speed of the vessel and rate of turn during alteration of course. As the turning of the ship is in form of an arc of a circle, there is another element that is involved: Radius of turn. ROT = Speed of the ship/Radius of turn But what the officer on watch need to know when altering the course? They need to know at what position he should start altering the course and with what rate of turn should they alter the course. We must keep in mind that this arc is a kind of our course during the course alteration process. The arc would remain the same if the radius of turn would remain the same and we do not change that. For this reason, we need to define the value for the radius of turn and keep this same once planned. Usually, we keep the radius of turn of 1NM as constant. Now with this, ROT becomes equal to the ship speed. While passage planning on ECDIS, we need to define the value of the radius of turn and ship’s speed at each leg. To do that, go to the route – table editor and open the route you created for the voyage. Under each waypoint, enter the value of “Turn Rad” and “speed”. Once we put the rudder on one side to turn the vessel, the vessel will take some time to start turning. This would create the arc for the alteration of course for each leg in the route. We need to allow this while marking of the wheel over position. This information is provided in the maneuvering booklet and is given in terms of “distance moved as the length of the ship before vessel start turning”. It is generally between one to two lengths of the ship. The wheel over position needs to be marked at a distance by that much from the start of the course alteration arc. It may not be possible to measure that small distance but just make sure it is justifiable. And to mark that we need to edit the same user chart that we have created for the voyage. We have already discussed about editing the user chart. Here is how marking of the wheel over line would look like. If there is a fixed object near the wheel over position from which radar bearing/range or visual bearing can be taken, we need to define the wheel over position with respect to bearing/range from this object. Again, the marking of this line will be by editing the same user chart. Then we need to draw a line from the fixed object to the wheel over position and measure the bearing and distance from wheel over position to this fixed object. We can then edit the user chart further to write the text with information about bearing and distance. I have written in length about “abort point and point of no return” in a different blog. Read this blog if you wish to understand about the marking of abort point and point of no return. Marking of abort point on ECDIS is not different than marking on paper chart except here again we will use the user chart option for marking instead of pencil. I have in written in length about “position fixing and position plotting interval” too. “Position fixing interval” is the maximum interval between two position fixes. So if in a particular section of the passage, we have agreed to the PFI of 01 hours, we must plot the ship’s position at least every hour. During the passage planning, we need to decide the position plotting interval and methods. This information needs to be provided at each leg of the route.Crack Nest.com– Today we provide you Ease US Partition Master Full Version With Crack.Ease US Partition Master Crack is a world famous software. You can easily manage your disk partition by using it.