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Bradman the captain

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by Neville Jayaweera

(Continued from last week)

A great deal has been said about Bradman the batting genius and the records and statistics place his prowess beyond cavil and debate. However, there is Bradman the captain and Bradman the man to consider and here it is not to statistics that we turn to so much, as the opinions of men. In order to sketch out the fairest possible profile of the great man I have conflated the views of W.J. O’Reilly and Jack Fingleton, both of whom played with him, of two outstanding cricketing journalists of his time, John Arlott and Arthur Mailey and of one politician connoisseur, Sir Robert Menzies, Prime Minister of Australia .

As a captain, Bradman emerges with some very distinctive characteristics. In an age when computer statistics and video replays were not even a distant dream, Bradman’s extraordinary brain was more than a substitute. Before he took the field he had already retrieved from his prodigious memory the strengths and weaknesses of every player in the opposing side, data which he had stored away for future use. He worked to a strategy and was never ruffled even when his set plan seemed in disarray. He stayed absolutely cool under fire, and even on the rare occasions when he had to retreat, he regrouped quickly and regained the initiative. As a captain he was always taciturn on the field and rarely interfered with his bowlers preferring to let them get on with it. He was also rarely known to reprimand players for errant fielding, but his very presence on the field was such an overpowering influence that every defection soon corrected itself. On the other hand, he also rarely advised or coached his colleagues, overtly. Neil Harvey recalls that when, at the age of 19 he scored a century on debut in England and returned to the dressing room, let alone receiving a pat on the back from the great man, he did not get even a nod of the head in acknowledgement. He merely expected other members of the team to learn by watching him and there was indeed a lot to learn there.

Three driving motives provide keys to understanding the dynamics of Bradman the captain. One was the passion for excellence in every department of the game. There was nothing called second best in his vocabulary. Next, there was the desire to win. Be it a benefit match or even a festival match, he had to win. Thirdly, at least after the ill-fated Jardine tour, he seemed to be driven relentlessly by a dislike for the “Poms”. It was a dislike which developed mainly out of the bodyline series but also partly from final test at the Oval in 1938, where a mediocre Len Hutton broke his record. The bodyline series set the seal on his dislike for the English. He never fully recovered from the trauma of that series and he never forgave Jardine. Bradman post-bodyline was never the same. He no longer danced down the wicket nor improvise in mid-stroke as he used to. The total effect was to produce in him an incurable dislike for the English.

 

Bradman the man

As a man, by all accounts, Bradman emerges as unfriendly, taciturn and a recluse. He rarely fraternized even with members of his team. Upon returning to the dressing room, even on completing a big score, which was often, he would not exchange banter or hang around to receive accolades but would retire to a corner and be by himself. In the hotel where the team lodged, he would dine privately in his room and would rarely join in the fun and the banter downstairs. He hated signing autographs and often left his hotel stealthily by the back door simply to avoid being mobbed by the hundreds who were waiting outside. O’Reilly would explain Bradman’s taciturn and reclusive manner as an aspect of his desire constantly to keep his mind focused on the game. He did not want to let his concentration flag, even off the field, but kept turning over in his mind the flaws of his opponents, the lessons of the day and the plan for the morrow. Bradman neither smoked nor drank, except to propose a toast and socially, at a cocktail party or at a formal dinner. He disliked the press and rarely gave interviews but he was very sensitive to criticism and went to great lengths to clear himself, even on trivial matters, as one can gather from his autobiographical Farewell to Cricket.

 

Critics and detractors

Bradman had several critiques and detractors as well, and principal amongst them were Fingleton and O’Reilly, both of whom played with him. The former is quite adamant that at the first Test at the Gabba in 1946, Ikin caught Bradman at point and that in standing his ground without walking, Bradman cheated. However, in his Farewell to Cricket Bradman denies this vehemently and insists that the ball had bumped. O’Reilly in particular was very severe on Bradman and while conceding without reservation that he was a batting genius who would perhaps never be equaled, also thought that he was pathologically egocentric and played only for himself. On the other hand, others explain O’Reilly’s ill-concealed personal dislike for Bradman as merely a manifestation of an Irish Roman Catholic’s incurable hatred for an English Puritan!

For a more balanced view we may perhaps turn to John Arlott and Arthur Mailey. Arlott’s critique of Bradman might as well have come from the pen of a philosopher. He had this say of the great man,

“Wide-reaching as Bradman’s activities have been, they have all been on one level of consciousness. If I were faced with a task, on a materialistic plane, I would sooner have Don Bradman to work with me than any other man …. I feel he is able to achieve almost anything within his physical compass with utter competence and with an intensity rare in the human race. [However] …. upon what level of mind or soul he argues with himself about his aims I have no means of knowing. I do know however that he is capable of setting himself a semi-tangible target which is not in any record book …. how I wonder would Bradman define happiness.” – (quoted in Fingleton’s Brightly fades the Don).

What Arlott is suggesting here in a somewhat convoluted or mystical language is that Bradman was a one-dimensional man who could excel as no other man could, on a particular plane of his choosing, but that his character lacked complexity and completeness. Which I think is itself somewhat incomplete as a critique, considering that Bradman was also a model family man, a superb after dinner speaker with an ability to speak on almost any subject relevant to the occasion and a very successful administrator and financial manager as well. Admittedly he was a very private person, an introvert, even a recluse, and was clearly out of place among men who measured out their lives, when off the field, with beer mugs and shovels of wearied reminiscences. If anything, that should suggest complexity and a vertical dimension to his character, rather than a lack of it, as Arlott seems to suggest.

Arthur Mailey of the Sydney Telegraph, who had known Bradman from his days in Bowral, had this to say. ” Bradman is an enigma, a paradox; an idol of millions, yet, with a few, the most unpopular cricketer I have ever met. … There are at least two major reason why some dislike him without compromise, forgiveness or tolerance: jealousy and this great cricketer’s independence….Bradman has a very acute brain. But there are some aspects of his mental outlook which lack the benefit of finer thinking. He is dogmatic on subjects or opinions, which even an expert, or a master would treat with great care and discretion….Bradman was brought up

the hard way, the lonely way. That’s why he practised as a boy by hitting a ball up against the a brick wall, and when he felt the cold draught of antagonism within the ranks he kept counsel, remained unperturbed, and knew his greatest weapon was centuries and more centuries” (quoted in Fingleton’s Brightly fades the Don).

Finally let me quote from Robert Menzies, one time Prime Minister of Australia, an ardent admirer but an honest critic. ” Bradman is of course not without critics; he has succeeded too gigantically to escape them. He has his faults, no doubt, but they are merely the defects inherent in those positive qualities which have given him pre-eminence …. He believes in the virtue of concentrating all his mind upon the job in hand. He therefore plays to win. Once or twice I have thought that this ruthless quality might have been tempered with a little mercy; but reflection has almost always brought me back to the recognition that intense concentration IS a cardinal virtue, so rare that for its sake even much might be forgiven” (quoted in Fingleton’s Brightly fades the Don).

 

The complete Bradman

Any true assessment of Don Bradman must go beyond merely harking upon his extraordinary batting statistics and his prowess at the crease, which almost all, admirers as well as critics, consider to be unrivalled yet, and as likely to remain so forever. We may also dispose of, as wanton speculation, the question whether he was as good on wet wickets as he was on hard bouncy wickets, by pointing to his sensational feats on wet summer wickets in England. We may with equal disdain ignore suggestions that he could not cope with fast bowling, by recalling his 50 plus average against the fastest and meanest bowlers of his day. All that we can safely put away as carping, born of envy.

However, there is this other side of Bradman which cricketers, being who they are, tend to miss and which only a discerning few like John Arlott and Robert Menzies seem to have detected. I refer to Bradman the thinker, to Bradman the man with extraordinary powers of concentration, whose inerrancy of eye and co-ordination of limb were only the outworking of a particular level of consciousness. Bradman was more than just a great batsman or a successful captain of cricket. He seems to have had qualities of character, which would have won for him pre-eminence in any walk of life he chose to follow, and by any classical standards of assessing greatness Bradman was also a great man.

I haven’t read many biographies on Bradman but according to Gideon Haigh, whose excellent and well balanced article on Bradman appears in the Picador Book of Cricket, edited by Ramachandra Guha, the best Bradman biography is one written by an Englishman, Irving Rosenwater, titled, “Sir Donald Bradman”. Among other things, Haigh’s article is notable for an exceptional paragraph with which he concludes his article, (with apologies to C. L. R. James, he says) which I would like to quote here, ” What do they know of Bradman who only cricket know? Surely it is possible in writing about someone who has lived for ninety years to do something more than prattle on endlessly about the fifteen or so of them he spent in flannels- recirculating the same stories, the same banal and blinkered visions- and bring some new perspectives and insights?” Haigh goes on, ” Where are the home-grown biographies of Charlie Macartney, Warwick Armstrong, Bill Woodfull, Bill Ponsford, Lindsay Hassett, Keith Miller, Neil Harvey, Alan Davidson, Richie Benaud, Bob Simpson, even Denis Lillee, plus sundry others one could name? Such is the lava flow from the Bradman volcano, they are unlikely to see daylight.”

To wind up my own tribute to the great man, I would like to draw attention to the standards of behaviour and conduct that Bradman set for himself and his team, on and off the field. The latter day culture of sledging, which is perhaps, after Bradman, the single most noteworthy Aussie contribution to the world’s cricketing culture, would have been unthinkable under Bradman. Some of his successors, notably Ian Chappel, Mark Taylor and Steve Waugh, have sought with extraordinary disingenuousness, to justify rowdy, coarse and boorish behaviour on the field by calling it sledging and claiming it as a legitimate strategy for unsettling the opposition. By whatever name they may seek to varnish it, rowdy, coarse and boorish behaviour would never have been countenanced by Bradman, on or off the field. There was no need to have recourse to such weapons to unsettle the opposition. In Bradman’s cricket culture the only way to unsettle the opposition was through recourse to batting and bowling prowess and through intelligent field placing and skill in catching and throwing. Sledging was the invention of mediocre men. It was their way of confessing that true cricketing greatness was beyond them.



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 Can castor bean,rubber and tea seeds solve Sri Lanka’s diesel deficit?

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by Chandre Dharmawardana
chandre.dharma@yahoo.ca

According to the “Dilbert Principle“, we rarely recognise our own idiocies, yet we can clearly identify the idiocies of others. Everyone from the Aragalaya man to the “Aemathi Thumaa” has faulted others for the current crisis. And yet, although ordinary citizens can act to resolve the crisis, a culture of confrontation, nurtured by revolutionary ideologies, coupled with unrealistic demands for various “rights” or the resuscitation of ancient myths, has become second nature to Sri Lankans. The government has ground to a halt, and action via citizen groups is essential to deal with the crisis in food and fuel.

In my article in The Island commenting on Mr. Dhammika Perera’s plan to race forex (The Island 13-June-2022), I briefly stated that “Castor is a fast-growing ‘weed’ that is not attacked by pests or livestock. It can be grown among coconut trees or on infertile lands. Its seeds yield a clear oil, directly usable in most diesel engines”. I received many queries on how diesel fuel may be replaced by cheap local oils.

Diesel fuel and electricity are the main energy sources, more important than petrol, that drive the modern world. Wealthy countries produce diesel and maintain reserve stocks as a part of their national security. However, small countries are abjectly dependent on powerful countries that wage war for fossil fuels and control them.

Rudolf Diesel was a 19th century scientist-inventor, influenced by Sadi Carnot’s work in France, that led to the second law of thermodynamics. Diesel was strongly social conscious and moved to help small entrepreneurs, trampled down by wealthy conglomerates who alone controlled the giant steam engines of industry, trains and ships of the late 19th century. In 1892-1895 Diesel patented a compression-ignition engine that ran entirely on vegetable oil, ideally suited for small-farm applications using farm-produced oil. Dashing Diesel’s socialist objectives, his engine became a tool of the Western industrial and military enterprise. By the 1920s, the inexpensive distillate from petroleum crude became the main fuel for Diesel engines, replacing vegetable oil. It is this distillate that is today called “diesel fuel”.

Today, people express surprise that diesel engines may use vegetable oils, since modern engines have been adapted for the distillate from petroleum crude. We describe below how vegetable oils can be used to overcome the fuel crisis, with little or no modification of the engines.

Although coconut oil, peanut oil, etc., can be used, they are very expensive, compared to non-edible waste cooking oil, waste animal fats, castor oil, rubber or tea seed oil, or oils from Madhuka (Sinhalese mee thel) and Neem. Biodiesel is a chemically modified form of vegetable oil, compatible with diesel engines. Our interest is in directly using vegetable oils WITHOUT converting them to standard biodiesel by chemical processing. However, in the following we discus both bio-diesel and use of untransformed vegetable oils.

The 2020 world market prices of natural gas, gasoline, diesel and bio-diesel were US$ 2.18, 2.18, 2.4, and 3.33 per gallon respectively. The current prices change rapidly, but the international price of bio-diesel is irrelevant when the fuel is made locally, without forex. Untransformed vegetable oils, produced in the farm, is an unbeatable option when used for running farm machinery and generating electricity.

Lankan scientists and engineers have argued, even before independence, that unlike many countries, Sri Lanka has unique attributes to achieve self-sufficiency in food and energy, due to its rainfall, reservoirs and biodiversity. In the 1970s some of us had undertaken a study of what was then called “alternative technologies”, and the concepts evolved were presented in a BBC movie. That, too, was a time of food and forex shortages under the Sirimavo government. Today, Sri Lanka is in more dire straits. Hence a return to basic “alternative technologies” achievable within the naturally available resources of the country, is needed, irrespective of the availability of more loans and moans from the IMF.

Direct use of vegetable oils as diesel fuel.

Oil from castor seed (up to 3 tonnes/ha of which nearly 50% is oil) is a good fit to meet Sri Lanka’s urgent needs. It grows easily and rapidly on infertile soil, with few pests or enemies. Similarly, rubber seed (up to 2 tonnes/ha) and tea seed (3-4 tonnes/ha) are mostly left discarded. The main difficulty in using castor or other vegetable oils in modern diesel engine is their high viscosity. Castor oil is some 75 times more viscous than diesel fuel at 400C. Tea-seed oil and rubber-seed oil are better, being only 9-12 times more viscous. We found in our experiments that castor oil, at suitably high temperatures, achieved a viscosity matching diesel.

However, the use of elevated temperatures (above the boiling point of water) raises serious safety and insurance issues, and the method is more suited for stationary diesel engines. Stationary engines can generate electricity and charge batteries that power electric cars and farm equipment. The viscosity of the oils from rubber and tea seed, depending on quality, may be lowered to the viscosity of diesel fuel at easily accessible temperatures. Thus, the hot coolant water (radiator fluid) of the diesel engine could be re-circulated to heat the rubber-seed oil for direct use in a diesel engine. However, more research is needed to implement the hot-fluid system for which only preliminary studies are available.

A simple approach for the direct use of vegetable oils in diesel engines is to dilute the vegetable oil with compatible solvents, like ethyl acetate, that can be produced locally using alcohol and acetic acid, both being products of fermentation of biomass. Considerable work has been done in Brazil and Spain in developing such approaches, using dissolved-vegetable oils.

Indirect use of vegetable oils by converting to biodiesel by trans-esterification.

The commercialized method for using vegetable oils is to convert them to bio-diesel using “esterification”. Here the vegetable oil is treated with a substance, like sodium hydroxide and methyl alcohol (wood alcohol) or ethyl alcohol (spirits of wine), when a layer of glycerol settles to the bottom, and a lighter liquid separates to the top. The top layer is the desired “bio-diesel”. This “trans-esterification” process is highly optimized in industrial production to get optimal yields and reduced costs. However, do-it-yourself conversions of waste cooking oil to bio-diesel is a win-win situation in providing the otherwise unavailable diesel fuel to forex-poor consumers.

A “recipe” for converting castor oil or waste cooking oil (e.g., from cooking oils, like sunflower oil) can be developed using known chemical data for the fatty acids in these oils. We illustrate the method for one litre of waste cooking, giving the rough amounts of ingredients needed, noting that trial and error adjustments are needed for different waste oils.

1. One litre of moisture-free waste cooking oil, filtered to remove frying residues.

2. 3.5-4.0 g sodium hydroxide (not more than 0.1 moles). This is a corrosive substance that should be kept dry.

3. 200 ml (about 4.5 moles) of dry methyl alcohol (wood alcohol) or ethyl alcohol (~ 4.5 moles).

4. Blend (at low speed) the methyl alcohol and the sodium hydroxide until completely dissolution, to be used immediately as it absorbs moisture from the air.

5. Add the filtered cooking oil and blend at low speed for about 1/2 hour. Reaction is facilitated if the blending vessel is kept warm.

6. Let stand until the liquid separates into two layers.

7. The top layer is the bio-diesel, and the bottom layer (glycerol) is drained out.

This is a simple procedure that a cooperative of restaurants or households in a neighbourhood can use to convert their waste cooking oil into diesel fuel. This oil can also be used to fuel an oil-burning cooker or stove instead of using LNG, soot-generating charcoal or wood for cooking.

The biodiesel can be used directly (or mixed with petroleum diesel) as fuel in a standard diesel engine. If the untreated vegetable oil were used (either by using the heated oil, in an engine equipped to heat the input oil held in an auxiliary fuel tank, or by blending with a solvent like ethyl acetate), then (a) the expense for sodium hydroxide and methyl alcohol can be avoided, (b) even the glycerol gets used as a fuel and so the full energy content of the vegetable oil is used in the diesel engine. Otherwise almost half the energy content is lost as waste glycerol. Furthermore, since glycerol is an oxygen-rich chemical, it promotes a cleaner burn in the engine; the exhaust gases contain less soot and less noxious oxides.

Undoubtedly, many owners of high-end diesel cars will hesitate to use artisanal bio-fuels in their cars unless rigorous quality controls are imposed. Private companies, estates, and small entrepreneurs should lead in producing and using bio-diesel or vegetable oils, in diesel engines, without waiting for government action.

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Fishing without gas-guzzling

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Towards fuel-efficient fishing for food and nutritional security

by Prof. Oscar Amarasinghe

Chancellor / Ocean University of Sri Lanka
President / Sri Lanka Forum or Small-Scale Fisheries (SLFSSF)

The present economic crisis, and the associated energy crisis, has mightily affected the fisheries sector, reducing the number of boats at sea, dwindling market supply, soaring fish prices, all affecting food and nutritional security of the people in Sri Lanka. Being a highly fuel-dependent sector, there is a pressing need for the sector to find means of economising on fuel and continue to provide the most important animal protein to the people-the Fish. Yet, the tale of woe of fishers is that they have neither the physical nor economic access to fuel. Time has come to reexamine ways and means of improving the fuel use efficiency of fishing vessels to meet the escalating food crisis which has already hit the people with a monstrous force.

Fishing is among the most energy-intensive food production methods globally, and the world’s fishing fleet consumes about 1.2% of the total global fuel consumption, which is equal to 0.67 liters of fuel for each Kg of live fish and shellfish landed. In dealing with the issue of fuel efficiency in fisheries, it is imperative to understand how energy is expended in a fishing vessel and what means are available to minimize energy use without any fall in the efficiency of productive operations and incomes. It may also be necessary to understand how energy use can be influenced by the operator, boat-builder or mechanic, etc. Apart from improving the fuel use efficiency, various parties have been trying out the potential for using alternative sources of energy such as solar energy and wind energy. Yet, information on various issues related to the use of solar energy, use of sail on motorised fishing boats, the diverse benefits and costs associated with such innovations, etc., are quite scanty.

Giving due consideration to the significance and urgency of the above issues, the SLFSSF (Sri Lanka Forum for Small Scale Fisheries) organized an Interactive Platform on “Improving the energy use efficiency in fisheries” on the 17th of June. This platform brought together representatives of the Department of Fisheries, Boat yards, companies producing solar power, marine engineers (consultants), civil society organisations, fishing leaders, academics and researchers of the SLFSSF, etc., who deliberated on their knowledge and experience on various aspects of energy use in fishing crafts and proposed certain recommendations by common consent. The aim of this article is to bring to the attention of the fisheries authoritie, and other relevant parties, the results of these deliberations, which have very important implications for immediate, short term and medium-term measures that could be adopted to improve the fuel use efficiency in fishing vessels.

Immediate measures

It was disclosed that only about a third of the energy generated in a fishing vessel is expended to turn the propeller, while the rest is used to overcome resistance offered by a diversity of factors: 27 percent to overcome wave resistance; 18 percent to overcome skin friction; 17 percent to overcome resistance from the wake and propeller wash against the hull; and three percent to overcome air resistance. This information has already been published by the FAO more than 20 years ago, although they have evaded the attention of fisheries authorities in this country. In overcoming resistance offered by waves, hull fouling, wake and propeller wash, etc. ,a number of strategies were proposed to be adopted, which included, slowing down (reduced speeds), proper hull designs, regular engine and hull maintenance, capacity building of operators, etc.

Speed was one factor which was discussed in detail. Generally, fishers like high speeds and try to reach fishing grounds within the shortest time possible which will allow them to return with the catch early. Thus engines are often run to maximum speeds. It was revealed during deliberations that fuel requirement for increase in speed increases exponentially. To double the speed, one needs more than double the amount of fuel. Thus a reduction of the speed appears to be an effective means of increasing fuel use efficiency. It has been estimated that 10-20 reduction in the speed could result in 35-61 percent savings on fuel. The FAO has published optimum speed recommendations for fishing vessels by the size of the vessel, and they were accepted as applicable to fishing vessels used in the country at present. For example, for boats with a waterline length of 13 meters, the recommended speeds are 8.5 and 7.1, knots, respectively for long thin vessels and short fat vessels. The same for boats with a 15 m water line are 9.1 and 7.7 knots, respectively. Of course, reduced speeds will result in longer fishing trips, short periods of shore leave and/or lesser number of trips annually. The use of fish finding devices, information from NARA to locate fish resources and reach fishing grounds early, etc., are important strategies to surmount loss of fishing time and to reduce the amount of fuel required to travel one nautical mile. Fuel wastage could also be minimized by reducing the number of zero catch days which is quite common in fisheries, often emerging from resource and weather uncertainties. In this regard, too, information on fishing grounds and weather would be of great value. Such information show where and what opportunities exist to improve energy use efficiency.

Another short term measure would be to minimize energy expended to cope with hull fouling. There is accumulation of marine growth on the boat hull, resulting in reduced speed. It was revealed that about 18 – 20 percent of the energy is expended to counteract hull fouling. The most appropriate measure to reduce resistance offered by hull fouling is to clean the hull below the water line during servicing, at regular intervals. It was also noted that by using a good anti-foul paint, which could last three year or longer, would be beneficial, economically, even if the investment cost could be high.

A complain that is often heard is that there is too much of fishing pressure in Sri Lanka’s waters, especially in inshore waters: too many crafts and too many fishers. In such a context, the higher the fishing pressure, the higher would be the fuel consumption and degradation of resources, and the lesser would be the income per fisher. Therefore, there is an urgent need to stop building small crafts such as fiber glass boats with outboard engine. One way to do this is to put an end to the process of registration of such crafts.

Short-term measures

Recognising the fact that search for resource areas is a huge cost, needing the multiday boat crews to carry 12-14,000 liters of diesel on board, improvement of fish finding information, provided by the National Aquatic Resources Research and Development Agency, by strengthening the relevant process, would be of utmost importance in reducing search costs. Moreover, low-cost fish detection systems available in the world, could be tried out locally to find out their applicability and adoptability. If this is found to be successful, fuel savings from this measure would be colossal.

Quite often, due to the high cost of cleaning boat hulls below water line, boat owners ignore anti-fouling measures. Facilities for treating hull fouling, such as cranes and hoists, could be installed at harbours and they can be offered to fishers at concessionary rates.

Another short term measure could be the training and capacity building of boat crew on fuel efficient fishing and maintenance of engine and hull. The Department of Fisheries could organise awareness building workshops for boat owners and crews, with the participation of other experts, on the subject of energy use efficiency in boats. It was also stated that potential fuel savings gained from running at recommended speeds (reduced speeds) could be worked out and shown to the fishers.

Use of wind energy to charge batteries was also discussed. It was shown that this technology is already in use in some multiday boats, revealing the potential of adopting this technology with suitable modifications. Thus, installation of devices that use wind energy was recommended, which was also shown to be a good safety measure against the risk of engine failure which will make the GPS non-functional.

Medium and long term measures

An array of medium term measures were proposed, which included, solar panels for boats, sail assisted propulsion, engine and hull maintenance and two-day fishing trips for fiber glass boats with outboard motor.

The potential for using solar panels on fishing boats was discussed in detail. Experts, on the production and installation of solar panel systems, showed that the area required to provide a fishing boat with the requisite energy was too large, compared to the surface available for solar panel installation on boats. This was true for both small and large fishing boats in use. Moreover, the decks of multiday boats are tightly packed with extra fuel barrels, fishing gear, various sticks and poles and space is hardly available to accommodate installation of solar panels. However, there might exist some possibility of using a hybrid system (solar + fuel) in boats, but this needs to be researched.

Sail- assisted propulsion could also be a possibility. Of course, the use of sail as auxiliary propulsion, could result in very large fuel savings (up to 80 percent with small vessels on longer journeys) but the applicability of sail to motorized fishing is, however by no means universally popular. Sri Lanka too does not possess much experience in using sail-assisted propulsion in motor boats, although there is some scanty evidence of using such hybrid systems. Undoubtedly, sails fixed on motorised crafts, with inboard or outboard motor, are likely to tamper with fishing operations on the deck, while requiring additional ballast for balancing of the crafts. This warrants further research on this technology. Very specific circumstances are required for this to be a viable technology, for motorised fishing crafts in the country, in terms of weather conditions, the design of the fishing vessel as well as crew attitude and knowledge. Sailing puts additional requirements on the vessel, with respect to stability and deck layout, and sails are usually only a viable technology for use on vessels that have been specifically designed for sailing. Smaller fishing vessels may require the addition of further ballast or an external ballast keel (a weighted horizontal keel under the hull) to improve both stability and sailing performance across or towards the wind. What possibility exists in fixing sails on small FRP boats or offshore crafts is not known.

The deliberations further focused on the possibility of expanding the size and operating distance of the fleet of small fiberglass boats with outboard motors, which account for 40 percent of the fishing fleet or 24,000 crafts, operating up to a maximum distance of 24 nautical miles (up to the edge of the contiguous zone), engaged in one-day fishing trips. Following requests often made by small scale fishers and the need to improve the fuel use efficiency of fishing crafts, the possibility of modifying this craft by introducing a fish hold for icing of the catch and providing moderate accommodation facilities for crew, to allow for a two-day fishing trip was also discussed. The boat yards recognized the existence of this possibility but were of the view that further research on boat designs, and applicability and adoptability of this technology was required with the participation of technical and fisheries experts and fishing communities.

At a previous meeting on a similar subject, fuel inefficiencies arising from having about 5,000 multiday crafts with individual ownership was also noted. It was disclosed that such an organizational structure could change over to a cluster-based fleet, each cluster having its ‘mother ship’ to fish while the remaining boats could transfer the catch to the shore, minimising fuel costs to a great extent.

Expert panels and research

One of the momentous turns at deliberations was the emphasis laid on the need for an assemblage of technical experts, including engineers from boat yards, scientists (academics, researchers, consultants) fisher leaders, etc,. to guide technological change. This was especially important to design small boats with facilities to engage in two-day fishing trips, use of solar panels to assist using hybrid type of energy systems, sail assisted propulsion, use of wind power to charge batteries, etc. It was recognised that, endowed with a large array of educated and qualified experts, technicians, etc., what is required is for the Department of Fisheries to take the initiative in organizing such platforms and use them gainfully towards achieving the above goals.

Paradigm shift towards change

It is a pity that, endowed with a large conglomerate of intelligentsia and an array of experts in a large diversity of technical disciplines, the fisheries authorities still appear to work, confining themselves to their own little shells. Even with hesitation, it needs to be reminded that, by joining hand with others you will know what you know and what you don’t know, which is considered the true knowledge. It is said that, knowledge is power and knowledge shared is power squared. Therefore, it is strongly advised that the Department of Fisheries forms a Technical Expert Team, consisting of experts on marine engineering, boat design (architecture) and construction, solar power producing and system installation, sail assisted propulsion, and also of fishing leaders and boat owners, all of whom could guide them in boat designs and construction, fuel usage, minimizing energy requirements, search for alternative energy sources, etc.

As the theoretical physicist, David Bohm stated, it is the ability to perceive and think differently that will take us a long way rather than the knowledge gained.

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Mental Healing the Yoga way

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SNS:More than two years in Covid 19 pandemic the world has had cascading impact not only on the way we live but also on the mental health. These mental health and emotional issues have been among the foremost public health concerns throughout the world because of the pandemic.

World Health Organisation has been cautioning the world about the long term and short-term impact of covid 19 on mental health due to fear of infection or fear of death.Many recent government data have come out about the clinical impact of covid 19 on mental health. While the doctors have been working on the ways to minimise this impact experts are pushing for adopting Yoga’ practices in daily lives to ward off the mental health issues with the prolonged pandemic situation.

Anxiety, fear, depressive symptoms, sense of loneliness, sleep disturbances, anger etc. have been most prevalent situations during the pandemic times. According to The National Centre for Biotechnology Information Journal during COVID 19 relapse rates of all pre-existing mental health problems were seen to have increased. Quarantine has been another stressful situation which increases psychiatric morbidity through many different pathways.

How Yoga helps dealing Mental issues

Recent evidence, according to the NCBIJ, has shown promising results of yoga in various psychiatric disorders. Since Yoga is an inception of mind, body and soul. It has been significantly proven that Yoga can be significantly helpful in mental health disorders. Research shows Yoga has a positive impact on mental health such as improvement in coping and self-compassion and reduction of stress, anxiety, depression, and obsessions.

Research published in the Journal suggested yoga is being increasingly used in psychiatric disorders.According to experts, Yoga directly affects one’s mental health. Some breathing exercises ease stress, anxiety, emotions of loneliness, and sadness, while meditation and yoga therapy improve attention and confidence.

It can help us gain control of our emotions and become more aware of them. Additionally, yoga therapy and physical activity release dopamine and endorphins, two positive brain chemicals. These molecules, in turn, assist us in balancing our moods and combating common mental health conditions such as depression, anxiety, mood disorders, and others.

Yoga and regular physical activity are said to improve body awareness, reduce stress, ease muscle tension, strain, and inflammation, improve focus and attention, and calm the nervous system. Yoga also lessens the symptoms of OCD (obsessive-compulsive disorder), depression, and anxiety, among many other mental health disorders.Yoga is made up of several different elements, each of which is used in a different way, such as the chanting of “om,” deep breathing, yoga positions, and exercises. For instance, while chanting “om,” certain brain regions known as limbic system grey matter that are connected to an increase in inner turmoil become quiet. Accordingly, the capacity of the brain to cause emotional turbulence tends to decline.

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