The deadly danger of trump’s naval buildup plan reader ejercicios para discopatia lumbar

When he came to, he was kneeling. His Wrangler denim shirt was on fire. The skin on his hands and legs had been stripped like corn husks, baring muscle and bone. Blood gushed from his fingertips. It was Ates’ fourth day on the job, the Friday before Thanksgiving 2009. He emerged from a medically induced coma three weeks later and learned that third-degree burns covered half his body. Four other workers aboard the Achievement also were injured in the blast. The two men Ates had tried to save were dead.

A month after the explosion, federal safety investigators still were combing through preparacion para radiografia de columna lumbosacra sanitas the charred boat at VT Halter Marine Inc.’s shipyard in Escatawpa, Mississippi, when the shipbuilder hit the jackpot: The U.S.

Navy awarded it an $87 million contract to build a hulking 350-foot ship that would gather ocean data to improve submarine warfare.

If Navy officials had waited five more months for the Occupational Safety and Health Administration to finish its investigation, they would have learned that one of their prized contractors sent its workers into what it knew was a potential death trap.

For private shipbuilders, many of whom depend on Navy and Coast Guard contracts to remain profitable, there are no long-term consequences for their safety problems, an investigation by Reveal from The Center for Investigative Reporting has found.

VT Halter stands out for its deadly accidents. But since October 2008, the Navy and Coast Guard’s seven major private shipbuilders have received more than $100 billion in public money despite citations for serious safety lapses that have endangered, injured and, in some cases, killed workers, Reveal found in its investigation, which included interviews with dozens of workers and a review of hundreds of pages of records from radiografia de columna lumbar ap y lateral 10 states.

Shipbuilding is a dangerous industry. From 2005 through 2015, a total of 76 workers in the private shipbuilding and repair industry were killed. At least a quarter of those deaths involved private shipyards that are regular recipients of federal contracts. Shipyard workers face an injury and illness rate that is roughly 80 percent higher than construction jobs, according to the most recent federal labor figures. WORKERS SUFFER, BUT NOT SHIPBUILDERS

Two of the Navy and Coast Guard’s major private shipbuilders have been cited for cases involving worker deaths. The other five have had serious safety lapses, according to OSHA citations from Oct. 1, 2008, to the present. However, these safety issues have not affected the companies’ ability to collect federal shipbuilding and repair contracts. SHIPBUILDER

“I’m signing an executive action to begin a great rebuilding of the armed services of the United States, developing a plan for new planes, new ships, new resources and new tools for our men and women in uniform, and I’m very proud to be doing that,” Trump said.

With extra business comes more risks for workers. But there is no increase in oversight. In fact, there’s nothing precluding the Navy from handing out contracts to shipbuilders with safety violations. The Navy and OSHA have no formal system for sharing information on accidents. It’s unclear whether Navy officials are even aware of the safety lapses. However, they could easily look up the information on the public database OSHA keeps on its website.

The uncomfortable truth is that the Navy has few alternatives when it comes to who builds its ships. It can work only with U.S.-based companies in large part because of national security concerns and because shipbuilding provides a large number of relatively high-paying jobs in regions where shipyards are the major employers.

But while the military and the shipyards each get something out of it, workers remain at a deadly disadvantage. Under a 90-year-old federal law, shipyard workers generally can’t sue their employers, which leaves the shipyards accountable only to OSHA.

“When the government pays federal contractors hundreds of billions of dollars a year – whether to build a giant ship for the Navy or to run a concession stand at a national park,” said Warren, a member of the Senate Committee on Health, Education, Labor and Pensions, “the jobs they create should be good, safe jobs.” An incentive to skimp on safety

The 28-year veteran of shipbuilding didn’t want to get fired. On the Gulf Coast in Mississippi, shipyard jobs pay some of the highest wages for workers without a college degree. But he also didn’t want to breathe in toxic paint fumes – so he grabbed a fan from another ship and headed to the tugboat.

Cobb had a reason not to open them, Pettey said. Top managers at VT Halter earned bonuses enfermedades lumbares if they came in under budget, several former workers said. Pettey said Cobb kept the fans, lights and other safety equipment locked up so he wouldn’t have to buy more.

OSHA ultimately placed the blame for the explosion squarely on VT Halter. Even though the company had the knowledge and equipment to protect its workers, it put them in grave danger, the agency’s director said. The company had dispatched the men into a confined space with flammable vapors without testing the air. It didn’t give them explosion-proof lights. As the men worked, toxic fumes reached more than 600 times the legal limit, according to OSHA.

Mona Dixon, the VT Halter employee who oversaw safety at the company’s three shipyards in Mississippi at the time, told investigators that she assumed air monitoring wasn’t required, documents escoliosis lumbar izquierda tratamiento show. Her qualifications for the job consisted of a safety course at Warren National University, according to her sworn deposition. The online school was a suspected diploma mill that folded in 2009 after failing to earn accreditation. Dixon didn’t respond to requests for comment.

In May 2010, in a statement announcing a $1.3 million fine against the company, Labor Secretary Hilda L. Solis said: “This was a horrific and preventable situation. The employer was aware of the hazards and knowingly and willfully sent workers into a confined space with an explosive and toxic atmosphere.”

One of them, Alexander Caballero, had come to the shipyard from Puerto Rico in the hope of eventually becoming an underwater welder. He was 25. For Dwight Monroe, the job was a shot at redemption. The 52-year-old was saving up to move into his own apartment after serving more than 25 years in prison for rape.

Just a month before the explosion, a contract worker plunged 40 feet to his death at a VT Halter shipyard in Pascagoula, Mississippi. Andre Magee Jr. slammed into the bottom of a dark, wet cargo tank on a barge that was under construction. The 23-year-old had no safety harness or handrails. He left behind 4-year-old twins. The company reached an undisclosed settlement with Magee’s family.

OSHA fined VT Halter $22,000 for allowing Williams to work without a functioning sensor, which tells crane operators how much weight their cranes are lifting, among dolor lumbar bajo other violations. The company had long known of the problem: In the six months leading up to his accident, Williams had noted the sensor was broken in weekly reports submitted to the shipbuilder. VT Halter re-installed the sensor two days before the tipover but did not test whether it was working properly, according to OSHA.

In October, a jury in Mississippi found that VT Halter bore the most responsibility for the accident. The jury’s verdict found Manitowoc Cranes LLC, the crane manufacturer, should bear 40 percent of the responsibility, and Williams, 10 percent. Manitowoc was ordered to pay $3.4 million to Williams and his wife.

Most American workers face the same limitations. In the 1920s, shipyard workers joined many others in accepting a tradeoff under federal law: In exchange for severely limiting their ability to sue their employers for work accidents, they could collect prompt, if limited, payments for injuries.

At Basic Marine Inc. in Michigan, a federal inspector found inoperable brakes on two cranes. The company used the cranes anyway. When federal inspectors visited the shipyard in 2011, Basic Marine’s president sent workers home. The investigators reported that he “kept yelling for us to get the F@#% out.” He told them he would “stick a warrant up our asses,” OSHA investigators wrote.

Part of the problem is that the Navy does not regulate workplace safety in private shipyards. The Navy’s Naval Sea Systems Command, known as NAVSEA in military circles, oversees ship construction and repair. NAVSEA stations about 1,500 staffers at and near private shipyards across the country. Their job: making sure the shipbuilders deliver quality vessels within budget and on time. They are explicitly told they do not enforce federal workplace safety laws for private employees.

When Navy officials spot major hazards, they may report them to the shipbuilders themselves and consider them when awarding contracts. But the Navy’s record of awarding lucrative contracts to companies with repeated accidents suggests it places little emphasis on these concerns.

At least one NAVSEA executive has tried to challenge the laissez-faire approach preparacion del paciente para una radiografia de columna lumbosacra. In June 2010, dozens of safety officials from private ship repairers sat down to hear a presentation from Jim Brice, then a NAVSEA safety director. He warned that NAVSEA workers and supervisors “are routinely accepting dangerous working conditions because ‘it’s always been that way.’ ”

“Managers do not give safety same level of attention as cost and schedule,” his slides state. “Work environment is poor (e.g., too many safety deficiencies, managers not correcting deficiencies, lack of consequences leads to accepting the conditions).”

The Coast Guard says its focus is on the final product. “We’re making sure that the taxpayer is getting the best asset on time and on budget that meets the requirement of the contract,” said Brian Olexy, spokesman for the Coast Guard Acquisition Directorate.

President Barack Obama had tried to address this in his second term by requiring companies seeking federal contracts of $500,000 or more to disclose labor violations from the past three years. But in October, a federal judge in Texas blocked the rules from taking effect. On Feb. 2, the House of Representatives voted to invalidate the rules and prevent future administrations from developing similar measures. The Senate is expected to take a similar vote in the coming weeks.

When the Navy follows through on Trump’s orders to expand, its options for picking and choosing shipbuilders will be limited. Since World War II, the number of shipyards in the U.S. has dwindled as commercial shipbuilders flocked to China and South Korea, where labor is cheaper. Combined with the restriction that U.S. warships be built at home, that leaves eight major shipyards for the Navy, some of which are wholly dependent on the Navy for business.

The financial pressures on shipbuilders can be intense. Shipbuilders must invest enormous capital to keep up their facilities and machinery. In general, they’re also heavily reliant on a few contracts que es rotoescoliosis lumbar each, and they may be building just a few ships a year. Several of the Navy’s major shipbuilders are one contract away from being “not viable,” Sean Stackley, now the acting secretary of the Navy, told a Senate subcommittee in 2015. Shipbuilders’ culture of speed

In January 2012, he climbed a ladder to refill a hulking pot with Black Beauty, an abrasive material workers use to clean boats. It was dirty and grueling, but Thibodeaux wanted the work and, in particular, the health benefits to care for his ailing wife. At 66, he was nearing retirement.

OSHA requires companies to have specific written procedures for working with these pressurized pots. But VT Halter had none. A manager had been explicitly warned about two broken bolts that were supposed to help keep the lid on the pot, said Roscoe Stallworth Jr., who was estenosis lumbar cirugia a sandblasting supervisor at the time.

That January morning, the aging pot’s 20-pound cast-iron lid came loose. It rocketed into Thibodeaux, shearing away his face and killing him instantly. His hard hat sailed over a high sandblasting curtain and landed 60 feet away. After Thibodeaux’s death, William Skinner, then the CEO of VT Halter, told The Mississippi Press, “We really don’t have any facts at this time.”

The next day, the shipyard’s workers resumed work. VT Halter replaced its sandblasting pots soon after, Stallworth said. OSHA imposed a $22,300 fine against the company for the accident and other problems. The agency also said Thibodeaux failed to depressurize the pot before opening the lid.