ANALISIS KEBUTUHAN ALAT ANGKUT TBS DI PT. BERAU KARETINDO LESTARI KECAMATAN SEGAH KABUPATEN BERAU PROVINSI KALIMANTAN TIMUR

This research is motivated by the processing of palm oil, transportation factors get special attention.The transportation of palm fruit from the garden to the factory should be as fast as possible so that thefruit harvested today can be processed directly so that free fatty acids are not high. Extensive oil palmplantations and garden conditions far from the factory, it will be more difficult to regulate the entry ofFresh Fruit Bunches (TBS) to the Palm Oil Factory (PKS), so that the company must have a goodmanagement system that can run effectively and efficiently so that it needs proper transportation forperushan so that it can transport all tbs harvested by minimizing time, cost and maintain the quality ofTBS.From the description above, the formula that can be formulated in this study is to know the time oftransportation, the needs of transport equipment and what obstacles are encountered at the time of TBStransportation. While the limitations of the problem there is tbs transport research contained in fadelingBrafo, Alfah and Delta with different distances (near, medium and farthest). The purpose of this researchis to know the process of planning the needs of TBS conveyances, as well as knowing the obstacleswhen transporting TBS.The results of research conducted at PT. Berau Karetindo Lestari shows that tbs transportationplanning includes the production of TBS per day, TBS transport time, availability of conveyance,transportation needs and constraints in transportation. In Bravo afdeling requires 2 units of tarktor, forafdeling Alfah 4 units taktor, and afdeling Delta requires 3 units of tractor. As for the needs of the truckon Loading ramp 1 as many as 10 units and Loading ramp 2 to 8 units. This is obtained after calculatingthe number of transport equipment needs to transport TBS every day. For the overall needs of thecompany, tractors are needed as many as 17 and DT as many as 18 units. As for the obstacles at thetime of tbs transportation, namely, the road conditions in TPH are not good and the distance of thefactory is so far that it takes so much time to get to the factory.

Geographical Distribution of Emergency Services Times in Traffic Accidents in Extremadura

<b><i>Objective:</i></b> To analyze the response time and transport time taken by the emergency medical services (EMS), considering their urban or rural location, to attend traffic accident casualties that occurred in the different geographical areas of Extremadura (Spain) from 2012 to 2015. <b><i>Methods:</i></b> This was a cross-sectional study of the data recorded by the Emergency Response Coordination Center 112 (ERCC-112) from traffic accidents attended by EMS. Response time was defined as the time elapsed from the request-for-care receipt until arrival of the EMS at the accident scene, and transport time as that from leaving the scene until arrival to the referral hospital. Rural EMS were those based in locations where there is no hospital, and urban EMS those located in towns or cities with a hospital. <b><i>Results:</i></b> During the 4-year period studied, 5,572 traffic accidents requested assistance through the ERCC-112. From the 2,875 accidents (51.9%) in which EMS were mobilized, 55.4% occurred in urban roads and the remaining in interurban ones. A total of 113 people (mean age 48.4 ± 19.0 years, range 15–84 years) died at the accident scene or before arrival to the hospital, 88.5% of them in interurban accidents. The average response time of urban and rural EMS was 10.7 ± 7.3 and 18.0 ± 12.6 min (<i>p</i> &#x3c; 0.001), respectively, and the average transport time was 13.2 ± 11.7 and 45.2 ± 25.0 min (<i>p</i> = 0.009). Response time was longer than the 30-min optimum only in the most peripheral areas of Extremadura, while transport time exceeded the optimum of 90 min in the eastern regions of two health areas (Cáceres and Don Benito-Villanueva). 19.1% of the victims attended by rural EMS were classified as having a serious prognosis or as having died, as compared with 11.2% (<i>p</i> = 0.048) of those attended by urban EMS. <b><i>Conclusions:</i></b> The geographical location of EMS in Extremadura (Spain) guarantees adequate response times in traffic accidents, both in rural and urban areas. However, recommended transport times were occasionally exceeded in the most peripheral areas, due to hospital location.

Entrainment and deposition of boulders in a gravel bed river

Rivers transports coarse sediment (gravel, cobbles, or boulder) as bedload. During a flood, when the discharge is high enough, the sediment grains move by rolling and bouncing on the river bed. Measuring bedload transport in the field is notoriously difficult. Here, we propose a new method to characterize bedload transport by floods. Using a drone equipped with a high resolution camera, we recorded yearly images of a bar of the Vieux-Habitants river, a gravel-bed river located on Basse-Terre Island (Guadeloupe, French West Indies). These images, combined with high frequency measurements of the river discharge, allow us to monitor the evolution of the population of boulders on the river bed. Based on this dataset, we estimate the smallest discharge that can move the boulders, and calculate the effective transport time of the river. We find that transport occurs about 10 hours per year. When plotted as a function of this effective transport time, likelihood of a given boulder remaining at the same location decreases exponentially, with an effective residence time of 17 hours. We then propose a rough estimate of the average number of boulders that the river carries every year.

Prehospital Plasma Transfusion: What Does the Literature Show?

<b><i>Background:</i></b> Early initiation of blood products transfusion after injury has been associated with improved patient outcomes following traumatic injury. The ability to transfuse patients’ plasma in the prehospital setting provides a prime opportunity to begin resuscitation with blood products earlier and with a more balanced plasma:RBC ratio than what has traditionally been done. Published studies on the use of prehospital plasma show a complex relationship between its use and improved survival. <b><i>Summary:</i></b> Examination of the literature shows that there may be a mortality benefit from the use of prehospital plasma, but that it may be limited to certain subgroups of trauma patients. The likelihood of realizing these survival benefits appears to be predicted by several factors including the type of injury, length of transport time, presence of traumatic brain injury, and total number of blood products transfused, whether the patient required only a few products or a massive transfusion. When taken as a whole the evidence appears to show that prehospital plasma may have a mortality benefit that is most clearly demonstrated in patients with blunt injuries, moderate transfusion requirements, traumatic brain injury, and/or transport time greater than 20 min, as well as those who demonstrate a certain cytokine expression profile. <b><i>Key Messages:</i></b> The evidence suggests that a targeted use of prehospital plasma will most likely maximize the benefits from the use of this limited resource. It is also possible that prehospital plasma may best be provided through whole blood as survival benefits were greatest in patients who received both prehospital plasma and RBCs.

Transport Stress Induces Skin Innate Immunity Response in Hybrid Yellow Catfish (Tachysurus fulvidraco♀ × P. vachellii♂) Through TLR/NLR Signaling Pathways and Regulation of Mucus Secretion

The transport of live fish is a necessary step for commercial production. The skin of teleost fish is the first non-specific immune barrier against exogenous stimuli, and it plays an important protective role under transport stress. Thus, the aim of this study was to explore the skin responses to transport stress in hybrid yellow catfish (Tachysurus fulvidraco♀ × Pseudobagrus vachellii♂) through transcriptome and biochemical analyses. Water samples were collected during a simulated transport treatment. Biochemical indexes and/or gene expression in blood, skin, and mucus in fish in control groups and transport-stress groups (0 h, 2 h, 4 h, 8 h, 16 h) were assayed. The levels of total ammonia–nitrogen and nitrite–nitrogen in the water increased with increasing transport time. Comparison of skin transcriptomes between the control group and the group subjected to 16 h of transport revealed 1547 differentially expressed genes (868 up-regulated and 679 down-regulated). The results of the transcriptome analysis were validated by analyses of the expression levels of selected genes by qRT-PCR. The results indicated that the toll-like receptors and nod-like receptors signaling pathways mediate the skin’s immune response to transport stress: tlr9, mfn2, and ikbke were significantly up-regulated and nfkbia and map3k7cl were significantly down-regulated under transport stress. With increasing transport time, lysozyme activity and the immunoglobulin M content in skin mucus first increased and then decreased. The number of mucous cells peaked at 8 h of transport stress, and then decreased. The mucus cells changed from types II and IV to types I, II, III, and IV. The amounts of red and white blood cells and the levels of hemoglobin and hematocrit first increased and then decreased during 16 h of transport stress. Together, the results showed that the skin responds to transport stress by activating the immune signaling pathway and regulating mucus secretion. These findings have important biological significance for selecting strains that tolerate transport, as well as economic significance for optimizing the transport conditions for scaleless fish.

Process-Dependent Solute Transport in Porous Media

Solute transport under single-phase flow conditions in porous micromodels was studied using high-resolution optical imaging. Experiments examined loading (injection of ink-water solution into a clear water-filled micromodel) and unloading (injection of clear water into an ink-water filled micromodel). Statistically homogeneous and fine-coarse porous micromodels patterns were used. It is shown that the transport time scale during unloading is larger than that under loading, even in a micromodel with a homogeneous structure, so that larger values of the dispersion coefficient were obtained for transport during unloading. The difference between the dispersion values for unloading and loading cases decreased with an increase in the flow rate. This implies that diffusion is the key factor controlling the degree of difference between loading and unloading transport time scales, in the cases considered here. Moreover, the patterned heterogeneity micromodel, containing distinct sections of fine and coarse porous media, increased the difference between the transport time scales during loading and unloading processes. These results raise the question of whether this discrepancy in transport time scales for the same hydrodynamic conditions is observable at larger length and time scales.

EXTENSION OF THE MINIMUM COST FLOW PROBLEM (MCFP OR CNF) BY CONSIDERATION OF TIME AND QUANTITY OF LOADS WITH MAXIMUM TIME

This paper extends the general problem of minimizing the total cost of transport on the road network (CNF) by considering the total time, maximum time and total amount of cargo with the longest time. In the literature available to us, models with timing and amount of cargo in the case of a standard transport task were exposed. Optimization is possible by combining 5 criteria, 2 linear and 3 nonlinear ones over the same set of linear constraints. Multicriteria optimization determines Pareto-optimal solutions. Interactive analyst-software algorithms for solving the selected models were defined. The solution of hypothetical problems was illustrated. Closed model with 5 two-way asymmetric communications using software for CNF and it is possible to use software for LP. Four one-criteria problems were solved: total costs, overall transport performance from a time standpoint, transport time (problem of the second type by time) total transport time (problem of the third type by time) and one bi-criteria problem related to the simultaneous minimization of the maximum duration of transport and total costs.

Association between emergency medical service transport time and survival in patients with traumatic cardiac arrest: a Nationwide retrospective observational study

Background Patients with traumatic cardiac arrest (TCA) are known to have poor prognoses. In 2003, the joint committee of the National Association of EMS Physicians and the American College of Surgeons Committee on Trauma proposed stopping unsuccessful cardiopulmonary resuscitation (CPR) sustained for > 15 min after TCA. However, in 2013, a specific time-limit for terminating resuscitation was dropped, due to the lack of conclusive studies or data. We aimed to define the association between emergency medical services transport time and survival to demonstrate the survival curve of TCA. Methods A retrospective review of the Japan Trauma Data Bank. Inclusion criteria were age ≥ 16, at least one trauma with Abbreviated Injury Scale score (AIS) ≥ 3, and CPR performed in a prehospital setting. Exclusion criteria were burn injury, AIS score of 6 in any region, and missing data. Estimated survival rate and risk ratio for survival were analyzed according to transport time for all patients. Analysis was also performed separately on patients with sustained TCA at arrival. Results Of 292,027 patients in the database, 5336 were included in the study with 4141 sustained TCA. Their median age was 53 years (interquartile range (IQR) 36–70), and 67.2% were male. Their median Injury Severity Score was 29 (IQR 22–41), and median transport time was 11 min (IQR 6–17). Overall survival after TCA was 4.5%; however, survival of patients with sustained TCA at arrival was only 1.2%. The estimated survival rate and risk ratio for sustained TCA rapidly decreased after 15 min of transport time, with estimated survival falling below 1%. Conclusion The chances of survival for sustained TCA declined rapidly while the patient is transported with CPR support. Time should be one reasonable factor for considering termination of resuscitation in patients with sustained TCA, although clinical signs of life, and type and severity of trauma should be taken into account clinically.