Thursday, July 23, 2009

Fire at Interstate mill damages machinery


A fire at Interstate Paper in Riceboro damaged machinery at the plant Saturday afternoon. Several fire and rescue departments from Liberty County responded.
According to Riceboro Fire and Rescue Chief Earl McGinley, the fire began shortly after 2 p.m. McGinley said as he approached the fire from South Coastal Highway, he could see heavy, dark plumes of smoke coming from the plant.
When firefighters arrived they found a conveyor belt, which is used for loading logs into a debarking machine, and the building that houses wood chips in flames. Using a ladder truck from the Eastern District and water tanks from the Midway, Lake George and Walthorville Fire and Rescue departments, crews got 95 percent of the fire contained in 45 minutes.
McGinley said it was too early to determine what caused the fire or what impact the damage to the machinery will have on the plant’s operations.

Cargo operation affected in Paradip port of Orissa due to incessant rainfall


Report by Amarnath Parida; Paradip: Many areas in the port city were reeling under rain water as heavy downpour lashed the region throwing normal life out of gear. Nearly four persons have been killed in lighting while hundreds hectors of paddy crop have been destroyed in Erasama and Balikuda areas.

The situation has been worsened in Paradip areas while residents have been staying in door since one week due to heavy rainfall. Brindban colony, Nayabazar, and other slum areas of Port city have been waterlogged so the residents are living in miserable life. With street drains overflowing due to week long rain, the situation worsened as the drainage and sewerage points failed to cope with heavy shower.

Paddy seeds which were sown for transplanting have been completely damaged in Erasama and Balikuda areas. More than 10,000 hectors of paddy crops have been damaged due to stranded of rain water in paddy since one week. Besides this, four persons have been killed in lighting while more than fifty houses have been collapsed, District emergency officer Mr Sarojakant Mohanty has expressed that despite heavy rainfall, no flood-like situation has yet been reported from any part of the district. He said that relief materials have been stocked in in-access 93 panchyats to meet any eventuality.

Incessant rain fall has affected loading and unloading of cargo in Paradip port as all ships stranded at the berths since the formation of depression in northern Bay of Bengal on Monday. Only import vessels are able to carry out the discharge operations, whereas the export of iron ore and other minerals are badly hit as the cargo berths and plots are waterlogged with a height of about 2 to 3 feet at some places. Around 50 ships are waiting at anchorage and this rain will aggravate the congestion further. The low-lying areas of Paradip are flooded with rain water damaging the thatched houses of poor and daily labourers.

District administration has geared up its machinery to bring normalcy in worst hit Paradip, Kujang and Erasama areas. Realising the situation, district collector Mr Gayanranjan Das visited Brindaban colony and other waterlogged areas in port city and directed Paradip Port Trust authority and executive officer, Paradip municipality to take steps to release rain water from affected areas.

Caterpillar Likely To Post Lower Q2 Profit: Earnings Preview


(RTTNews) - Construction and mining equipment manufacturer Caterpillar is scheduled to announce second-quarter results before the market opens on Tuesday. On average, 21 analysts polled by Thomson Reuters expect the company to earn $0.22 per share for the quarter. Analysts have a consensus revenue estimate of $8.86 billion for the period. Analysts' estimates typically exclude special items.

The Peoria, Illinois-based company also manufactures and sells diesel and natural gas engines, as well as industrial gas turbines. Its main lines of business are Machinery business, Engines business and Financial Products business.

The global recession has had a negative impact on Caterpillar, affecting customer demand and increasing inventory levels. In April, the company reported its first quarterly loss in 17 years, hurt by lower sales and charges related to job cuts. The company's net loss for the first quarter was $112 million, or $0.19 per share, compared to net income of $922 million, or $1.45 per share, in the year-ago quarter. Total sales and revenues for the quarter declined 22% to $9.23 billion.

With the construction sector seeing little activity in the U.S. in the latest period, the heavy machinery company may not be in a position to be optimistic about a recovery in its U.S. operations. However, select emerging markets like China may lift some of its sagging spirit.

The U.S. Commerce Department revealed last week that housing starts rose 3.6% to an annual rate of 582,000 units in June from a revised pace of 562,000 in the previous month. The latest numbers marked the highest level since November 2008, but are significantly lower than their peak of 2.27 million units recorded in January 2006.
The U.S. Census Bureau of the Department of Commerce said earlier in July that construction spending during May was estimated at a seasonally adjusted annual rate of $964.0 billion, 0.9% below the revised April estimate of $972.5 billion. The May figure is 11.6% below the May 2008 estimate of $1,090.7 billion.

During the first five months of 2009, construction spending amounted to $368.8 billion, down 11.7% from $417.5 billion for the same period in 2008.

Last week, Credit Suisse reduced its estimates on the company to reflect deteriorating conditions overseas and concerns that ''we could be at the bottom for some time in the U.S.'' However, on July 20, analysts at Bank of America upgraded Caterpillar stock to "Buy" from "Neutral" stating that the construction machinery sales reached a cyclical bottom during the second quarter. In reaction, the stock gained close to 8% and was the biggest advancer among the Dow components in Monday's session.

Heavy machinery flies into Kabul


July 23 - Two members of the Worldwide Project Consortium, a leading global franchise network for project cargo forwarders, have worked together to move three trucks and three telescopic handlers from Turkey to Afghanistan.

With a total weight of 86 tonnes, the consignments were shipped from Istanbul to Afghanistan onboard an Antonov 124, which was chartered by the WWPC's Canadian member, Albacor Shipping. Airport Handling in Istanbul was undertaken by WWPC's Turkish member, Smart Lojistics.

Pictured, we see the AN-124-100 offloading cargo in Afghanistan.

Feature: An investment called mining


People are fascinated by mines and mining landscapes, whether the operations are on the surface as open cast mines, or the operations take place underground. I have been underground in various mines six times, but as a permanently curious person, I am still waiting for my seventh chance to have another go.

The fascination of going underground seems to arise not from the chance of meeting mine workers six or ten kilometers into the bowels of the earth, but rather arises from the “I survived it factor”. It is indeed a matter of pride and a life achievement factor to be able to tell others, 'I have been underground six times!” The usual reaction of your listeners would be questions and exclamations:”Hey! How's it like down there?”, or “Did you see gold/ what did you see there?” etc.

With surface or open cast mines, the experience is an entirely different proposition. Here, it seems that the fascination is generated by the huge open cast landscapes, the tall tailings ridges and mountains, and even more importantly, the monstrously huge machinery, both mobile and stationary. Mines are so fascinating that several years ago some of us decided that it was high time to open up the mines in Ghana to enable Ghanaians to visit to have their curiosity satisfied.

visiting mines
We began with a survey to determine whether Ghanaians and tourists would actually buy the idea of visiting mines. The initial research and subsequent ones into possibilities of introducing mines tourism remarkably revealed very interesting results. The fact was that about 80% of people in Ghana would be delighted to tour or visit a mine operation.

Of this high percentage, we also found out that 75% of that number would be willing to make a modest payment for the chance to tour a mine and to see how gold or some other precious metal is produced, manufactured or its ore extracted. Ghanaians are a curious, enquiring lot.

A visit to a mine also, in my personal estimation, enables us to come to terms with our basic humanity, to know how tiny and insignificant we are as human beings in the vast openness of the surface mine against the backdrop of huge and heavy machinery.

One fact, however, that may be easily lost on a visitor in the excitement of the tour of a mine, is the monstrously large investment that a mine represents.

To satisfy my curiosity in this regard, and wanting to know how much a mining operation costs, I made arrangements and managed to tour the Gold Fields operations in Tarkwa and Darmang. I was not disappointed with my layman tour of a huge mining operation. I had for example seen tipping trucks before, but I was quite unprepared for the spectacle of machinery that confronted my eyes.

For the first time in my varied life, I was seeing 25-foot tall dumpsters of tipping trucks whose tyres have a diameter of over six feet. Wanting to know how it might feel to sit twenty feet above the ground behind the wheel and drive such a brute, my guide and protector laughed and explained that the operators of those machines are specially trained in South Africa in simulators to begin with, the same way that people are trained to pilot commercial airplanes.

In spite of the size of these trucks which would not fit on our normal roads [30 in all], I was still astonished to be told that the trucks, technically called Caterpillar785 Dump Trucks weigh 150 tonnes each, the weight of a moon-bound spacecraft! The trucks gave me my first indication of how much the Gold Fields Company has invested by way of heavy machinery at its operations.

In fact, Gold Fields belongs to the global Gold Fields family, a multi-national precious metal producer with its headquarters in Johannesburg, South Africa. The Gold Fields family has four operating mines in South Africa, with two in Australia and two in Ghana. I was also informed that the company has projects at various stages of development in neighbouring Burkina Faso, and far away Peru in South America. Gold Fields is not a new name in global mining circles.

Far from that, the company is considered to be one of the first global mining conglomerates in the world, and its contact with Ghana had its genesis in 1990 when it acquired the right to operate the then existing underground mine in Tarkwa. Since then, Gold Fields has never looked back. In 1996, after reviewing the large surface deposits of ore near the existing underground operation, Gold Fields developed a heap leach surface mining operation which increased the mine life by more than two decades.

expansion programme
This began the expansion programme of Gold Fields in the Western Region. In 2000, the Company purchased a portion of the Teberebie mine south of the existing open cast mining operation.

Two years later, Gold Fields acquired the Aboso Goldfields Darmang mine, an action which the same year led to the declaration of Gold Fields as the second largest gold producer in Ghana. Presently, however, the company is the largest gold producer in Ghana with an annual production in excess of 900,000 ounces from its operating mines at Tarkwa and Darmang, engaging over 4,000 Ghanaians in direct employment.

My visit to the Tarkwa mine also brought me into contact with another record-holding piece of machinery. After 2004, Gold Fields successfully commissioned the largest single stage SAG mill in the world! From a distance, these two rotating mills looked large enough to confound your mind on how they were transported from China to Tarkwa.

Bulldozing businesses stopped in their tracks


In the absence of work, hundreds of heavy equipment machinery used in the construction sector have ground to a halt in the country.
From backhoes to flatbeds, dump trucks to bulldozers, many of the construction-related vehicles have been parked in the Industrial Area since January.
“The beginning (of 2009) simply didn’t look right. As of today work has dropped by as much as 40%, with May and June being the worst. And it continues to dip,” an industry leader with close to 300 small and heavy construction vehicles of all types for rental, yesterday told Gulf Times on condition of anonymity.
Those with short- or long-term contracts for up to 2011 are comfortably hedged against losses though they fear the trend will eventually hit them as well.
The smaller businesses, meanwhile, have already started working at loss.
“There is simply no work. For example a Caterpillar 320C (excavator) could earlier make us QR120-130 an hour (including the driver) but currently we are letting it out for even QR85 per hour,” said another entrepreneur, who owns 60 machines.
“Because of high expectations with the Qatari market, giant companies from neighbouring countries and as far as Turkey entered here making it highly competitive for the local operators over the past four years,” he explained.
“It’s just that they can face the slowdown, while we can’t.”
For the sake of gauging the magnitude of the investments involved, a brand new Caterpillar 320C excavator usually costs around QR450,000.
“But that was during 2008 when the local dealerships of heavy-equipment vehicles had backorders running into months. Today, we are even offering in-house financing to dump the ballooned inventories,” a salesman for an Asian-manufactured machinery’s Qatar distributors said.
That also means less income for the owners. “I was making QR21,000 a month with my forklifts in December 2008. This year’s average has been QR4,000 a month,” an operator who has been a resident of Qatar for three years conceded.
“I have even tried to sell some of my industrial vehicles but who would buy at such a stage.”
Their only hope, industry sources say, is the resumption of state-backed infrastructure projects and continuation of industrial work at Ras Laffan Industrial City and Mesaieed.
“Work is expected to pick up in Qatar after September but until then everyone has their fingers crossed,” an industry veteran maintained.

Robo-Ethicists Want to Revamp Asimov’s 3 Laws


Two years ago, a military robot used in the South African army

after a malfunction. Earlier this year, a Swedish factory was fined after a robot machine injured one of the workers (though part of the blame was assigned to the worker). Robots have been found guilty of other smaller offenses such as an incorrectly responding to a request.

So how do you prevent problems like this from happening? Stop making psychopathic robots, say robot experts.

“If you build artificial intelligence but don’t think about its moral sense or create a conscious sense that feels regret for doing something wrong, then technically it is a psychopath,” says Josh Hall, a scientist who wrote the book Beyond AI: Creating the Conscience of a Machine.

For years, science fiction author Issac Asimov’s Three Laws of Robotics were regarded as sufficient for robotics enthusiasts. The laws, as first laid out in the short story

were simple: A robot may not injure a human being or allow one to come to harm; a robot must obey orders given by human beings; and a robot must protect its own existence. Each of the laws takes precedence over the ones following it, so that under Asimov’s rules, a robot cannot be ordered to kill a human, and it must obey orders even if that would result in its own destruction.

But as robots have become more sophisticated and more integrated into human lives, Asimov’s laws are just too simplistic, says Chien Hsun Chen, coauthor of a paper published in the International Journal of Social Robotics last month. The paper has sparked off a discussion among robot experts who say it is time for humans to get to work on these ethical dilemmas.

Accordingly, robo-ethicists want to develop a set of guidelines that could outline how to punish a robot, decide who regulates them and even create a ”legal machine language” that could help police the next generation of intelligent automated devices.

Even if robots are not entirely autonomous, there needs to be a clear path of responsibility laid out for their actions, says Leila Katayama, research scientist at open-source robotics developer Willow Garage. “We have to know who takes credit when the system does well and when it doesn’t,” she says. “That needs to be very transparent.”

A human-robot co-existence society could emerge by 2030, says Chen in his paper. Already iRobot’s Roomba robotic vacuum cleaner and Scooba floor cleaner are a part of more than 3 million American households. The next generation robots will be more sophisticated and are expected to provide services such as nursing, security, housework and education.

These machines will have the ability to make independent decisions and work reasonably unsupervised. That’s why, says Chen, it may be time to decide who regulates robots.

The rules for this new world will have to cover how humans should interact with robots and how robots should behave.

Responsibility for a robot’s actions is a one-way street today, says Hall. “So far, it’s always a case that if you build a machine that does something wrong it is your fault because you built the machine,” he says. “But there’s a clear day in the future that we will build machines that are complex enough to make decisions and we need to be ready for that.”

Assigning blame in case of a robot-related accident isn’t always straightforward. Earlier this year, a Swedish factory was fined after a

a factory worker who was attempting to repair the machine generally used to lift heavy rocks. Thinking he had cut off the power supply, the worker approached the robot without any hesitation but the robot came to life and grabbed the victim’s head. In that case, the prosecutor held the factory liable for poor safety conditions but also lay part of the blame on the worker.

“Machines will evolve to a point where we will have to increasingly decide whether the fault for doing something wrong lies with someone who designed the machine or the machine itself,” says Hall.

Rules also need to govern social interaction between robots and humans, says


head of robotics at Georgia Institute of Technology’s College of Computing. For instance, robotics expert

based on his likeness. “There we are getting into the issue of how you want to interact with these robots,” says Christensen. “Should you be nice to a person and rude to their likeness? Is it okay to kick a robot dog but tell your kids to not do that with a normal dog? How do you tell your children about the difference?”

Christensen says ethics around robot behavior and human interaction is not so much to protect either, but to ensure the kind of interaction we have with robots is the “right thing.”

Some of these guidelines will be hard-coded into the machines, others will become part of the software and a few will require independent monitoring agencies, say experts. That will also require creating a “legal machine language,” says Chen. That means a set of non-verbal rules, parts or all of which can be encoded in the robots. These rules would cover areas such as usability that would dictate, for instance, how close a robot can come to a human under various conditions, and safety guidelines that would conform to our current expectations of what is lawful.

Still the efforts to create a robot that can successfully interact with humans over time will likely be incomplete, say experts. “People have been trying to sum up what we mean by moral behavior in humans for thousands of years,” says Hall. “Even if we get guidelines on robo-ethics the size of the federal code it would still fall short. Morality is impossible to write in formal terms.”

 

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