The Environmental Status of the Port of HaminaKotka

This study is a part of the Ecologically Friendly Port Ust-Luga (EFP) project. The purpose of this study is to examine the environmental status of the Finnish ports and, more specifically, the Port of HaminaKotka. An analysis of the environmental status is performed mainly as a literature review, because the Finnish ports must comply with Finnish and EU legislation and with the binding international regulations and conventions created by different organizations. The International Maritime Organisation (IMO) has done groundbreaking work in the field of maritime safety and maritime environmental protection. The MARPOL convention has a great impact on decreasing pollution from international shipping and it applies to 99% of the world’s merchant tonnage. Pollution prevention covers: Oil pollution, Chemical pollution, Air pollution and GHG Emissions, Dumping of Wasted and Other Matters, Garbage, Sewage, Port Reception Facilities, Special Areas under MARPOL and Particularly Sensitive Sea Areas. There is also Pollution Prevention for other treaties like anti-fouling systems used on ships, the transfer of alien species by ships’ ballast water and the environmentally sound recycling of ships. There are more than twenty different EU and international regulations that influence ports and port operations in Finland. In addition, there is also national legislation that has an effect on Finnish ports. For the most part, the legislation for ports is common in the EU area, but the biggest and most important difference between the legislation in Finland and other EU countries is due to the Act on Environmental Impact Assessment Procedure. The Act states that the environmental impact assessment procedure shall be applied to projects that may have significant adverse environmental impacts, due to the special features of Finland`s nature and environment. In this Act, the term environmental impact refers to the direct and indirect effects inside and outside Finnish territory of a project or operations on human health, living conditions and amenity; soil, water, air, climate, organisms, interaction between them and biodiversity; community structure, buildings, landscape, townscape and cultural heritage; utilization of natural resources. In Finland, the Environmental Permit requires that ports collect all necessary information concerning environmental effects and make required reports to the Finnish authorities, stakeholders and the public. Commonly, environmental reporting is public and environmental achievements are emphasized in reporting and in media. At the moment, the problem in environmental reporting is that it’s difficult to compare data from different ports. There is enough data concerning the environmental effects and performance, but the manner of reporting and the quality of the data varies between ports. There are differences in the units and codes used, in some cases the information is not sufficient and it can even be rather unreliable. There are also differences regarding the subjects that are emphasized in reporting.

Myynti ja toimituskanavan valinta ulkomaan kaupassa, kohdemaa Venäjä

Parissa kymmenessä vuodessa on tapahtunut paljon muutoksia. Neuvostoliitto hajosi, Suomen talousrakenne muuttui, globalisaatio kiihtyy kasvavalla vauhdilla, viennin kuljetusmuotoihin on tullut muutoksia, mutta yritystoiminta edellyttää pysymistä ajan tasalla. Tässä diplomityössä tutkitaan myynti- ja toimituskanavien valintoja EU:sta Venäjälle tapahtuvissa viennissä. Työssä käytetään Venäjältä saatavaa tietoa, sillä suurimmat lopputulokseen vaikuttavat kuljetuskustannukset kuten kuljetus, tavaran käsittely ja välivarastointi syntyvät Venäjän puolella. Vienti EU:sta Venäjälle on kasvanut koko ajan tasaisella vauhdilla ja muodostanut samalla tavanomaisesta poikkeavia kuljetusmenetelmiä. Suomessa pk-yrityksillä ei ole resursseja perehtyä aiheeseen, mutta koko ajan yhä useammat yritykset harjoittavat kauppaa ohjaamalla tavaran valmistajalta suoraan vastaanottajalle. Silloin tavara on lähetettävä esimerkiksi eurooppalaiselta keskusvarastolta Venäjälle, jolloin säästytään turhista kuljetuksista Suomen kautta. Työssä tutkitaan yleisimpiä käytössä olevia kuljetusmuotoja, rautatiekuljetuksen potentiaalia ja maantiekuljetuksen mahdollisuuksia. Siinä analysoidaan logistisen teorian pääpiirteitä, yritystoiminnan logistisia prosesseja samoin kuin EU:n vientisäädöksiä ja EU:sta lähtevien vientikuljetuksien organisointiongelmia. Käytössäni on logististen prosessien rakenteen metodologia. Työssä suoritetaan vientiprosessin tutkimus ja esitetään suoritetun tutkimuksen tulokset. Tuloksien pohjalta tehdään päätökset.

Prosessilaitteen teräsrakenteen optimointi

Diplomityön tarkoituksena oli optimoida puukentän nosturin teräsrakenteiden kustannuksia ja selvittää halvemman valmistusmaan vaikutus nosturin kokonaiskustannukseen. Tavoitteena oli saada 15 % kokonaiskustannussäästö. Työn alussa perehdytään optimoitavan nosturin rakenteeseen ja mahdollisiin rakenteen optimoitaviin osiin. Teräsrakenteen optimointi alkoi kustannusrakenteen tarkalla selvittämisellä. Näin saatiin kuva nosturin kokonaiskustannuksesta ja mahdollisista säästökohteista. Uusien ideoiden kehittämisessä käytettiin hyväksi osatoimintojen pisteytystä ja ideamatriisia. Ideamatriisin lopputuloksena uudet rakenteet tarkastettiin nosturin kuormituksien suhteen ja valittiin kustannusten kannalta paras ratkaisu. Teräsrakenteeseen tehtiin muutoksia myös merirahdin konttien asettamien rajaehtojen mukaan. Kiinassa valmistettavalle teräsrakenteelle tehtiin rahtisuunnitelma, jossa selvitettiin optimaalinen rahtimuoto ja tarvittavien konttien lukumäärä. Tarjouskilpailun avulla saatiin halvin kuljetushinta valmistavalta tehtaalta työmaalle. Lopuksi nosturin optimoidun teräsrakenteen kustannuksia verrattiin työn alussa selvitettyyn kustannusrakenteeseen. Työn lopputuloksena päästiin 12 % potentiaaliseen kustannussäästöön, joka jäi kolme prosenttiyksikköä kustannussäästötavoitteesta.

Merikonttien testilaitteiston suunnittelu

Merikonttien käyttöön rahtiliikenteessä liittyy niiden fyysisen kunnon säännöllinen tarkastaminen. Konttien tarkastaminen nykyisillä tavoilla on koettu vievän liikaa aikaa ja rahaa. Ratkaisuna tähän konttien tarkastaminen pyritään mekanisoimaan kehittämällä testilaitteisto, jolla kontin voi tarkastaa nopeasti ja edullisesti. Tässä diplomityössä perehdytään kyseiseltä laitteistolta vaadittaviin mekaanisiin ominaisuuksiin ja laitteiston suunnitteluun. Työn alussa selvitetään laitteistolta vaadittavat mekaaniset ominaisuudet. Tämän jälkeen siirrytään ideoimaan mahdollisia ratkaisuja vaadittavien ominaisuuksien toteuttamiseksi. Valittujen ideoiden pohjalta suunnitellaan testilaitteisto ja tehdään siitä valmistuspiirustukset. Työssä suoritetaan myös koemittaukset jo olemassa oleville testilaitteistojen prototyypeille ja arvioidaan näiden suorituskykyä.

Narrow Gap flux-cored arc welding of high strength shipbuilding steels

This thesis is part of the Arctic Materials Technologies Development –project. The research of the thesis was done in cooperation with Arctech Helsinki Shipyard, Lappeenranta University of Technology and Kemppi Oy. Focus of the thesis was to study narrow gap flux-cored arc welding of two high strength steels with three different groove angles of 20°, 10° and 5°. Welding of the 25 mm thick E500 TMCP and 10 mm thick EH36 steels was mechanized and Kemppi WisePenetration and WiseFusion processes were tested with E500 TMCP steel. EH36 steel test pieces were welded without Wise processes. Shielding gases chosen were carbon dioxide and a mixture of argon and carbon dioxide. Welds were tested with non-destructive and destructive testing methods. Radiographic, visual, magnetic particle and liquid penetrant testing proved that welds were free from imperfections. After non-destructive testing, welds were tested with various destructive testing methods. Impact strength, bending, tensile strength and hardess tests proved that mechanized welding and Wise processes produced quality welds with narrower gap. More inconsistent results were achieved with test pieces welded without Wise processes. Impact test results of E500 TMCP exceeded the 50 J limit on weld, set by Russian Maritime Register of Shipping. EH36 impact test results were much closer to the limiting values of 34 J on weld and 47 on HAZ. Hardness values of all test specimens were below the limiting values. Bend testing and tensile testing results fulfilled the the Register requirements. No cracking or failing occurred on bend test specimens and tensile test results exceeded the Register limits of 610 MPa for E500 TMCP and 490 MPa for EH36.

Postimerkit merisotataidon dokumentteina : Britannian ja Saksan laivastojen varustelu maailmansotien välisenä aikana

Merisodassa tapahtunut muutos – erityisesti konevoiman syrjäyttäessä purjeet ja raudan korvatessa puumateriaalin 1800-luvun loppupuolella – johti nykypäivänäkin merkittäviin merisodan teoreettisiin tarkasteluihin. Teorioihin pohjautuneet merisotataidon yleisperiaatteet saivat ensimmäisen maailmansodan aikana käytännön testauksensa. Voittajat ja häviäjät analysoivat taistelut sekä maailmalla vallinneen ripeän teknisen kehityksen, minkä seurauksena laivastojen varustelu kiihtyi uudestaan valtapolitiikan tueksi. Maailmansotien välisenä aikana pyrittiin kansainvälisin sopimuksin säätelemään suurten laivastojen, kuten Britannian, Ranskan, Italian, Japanin ja Yhdysvaltojen varustelukilpailua. Versaillesin rauhansopimus rajoitti samanaikaisesti Saksan merivoimien kokoa. Tässä työssä tutkitaan Britannian ja Saksan merivoimien varustelua ja merisotataidon kehittymistä maailmansotien välisenä aikana. Merisotataidon kehittymisen tarkastelu tapahtuu postimerkkien avulla. Postimerkki syntyi Englannissa vuonna 1840 ja sen käyttö yleistyi ympäri maailman lähes samanaikaisesti konevoimaa käyttäneiden laivojen kanssa. Postimerkkien kuva-aiheet olivat aluksi valtioiden päämiehiä, heraldiikkaa, maisemia tai abstrakteja aiheita. Vasta 1900-luvun alkupuolella kuva-aiheina saattoi olla lähes mitä vain, myös sotalaivojen kuvia. Postimerkkikokoelmastani erottuu tutkimusaiheeseen 335 merkkiä. Britannian ja Saksan kansallisarkistojen alkuperäislähteiden ja tutkimuskirjallisuuden dokumenttianalyysiin perustuvaa merisotataidon moninaista kehitystä verrataan tutkimuksessani postimerkkien kuva-aiheisiin ja niiden yksityiskohtiin 3 300 kertaa. Tällä menettelyllä pyrin selvittämään voiko postimerkkejä käyttää ja pitää merisotaidon kehityksen kattavina dokumentteina. Postimerkeissä satunnaisiksi jääneet virheet tai propaganda eivät vähennä merisotataidon kehityksen kuvaamisen dokumenttiarvoa. Postimerkkien sotalaivoihin liittyvät kuvat kattavat muutamaa laivaluokkaa lukuunottamatta molempien maiden kaikki taistelualuslajit- ja luokat. Postimerkeistä voidaan nähdä vanhat sotalaivat, niiden peruskorjaukset ja uudet luokat lentotukialuksista sukellusveneisiin. Alusten kuvat voidaan liittää Britannian kansainyhteisön muuttuneisiin strategisiin ja taktisiin tavoitteisiin niin Atlantilla kuin Kaukoidässä. Saksan merivoimien nousu Versaillesin rauhanehtojen rajoituksista ja lopulta pyrkimys Britannian kauppamerenkulun tuhoajaksi välittyy myös postimerkeistä. Yleinen sotatekninen kehitys, lentoneiden tulo merisotanäyttämölle ja aikanaan kansainvälisten tonnistorajoitusten poistuminen näkyvät postimerkeissä. Kokopostimerkin historian aikana vuoteen 2012 mennessä purjeettomien, nykyaikaisten sotalaivojen kuvia on julkaistu noin 3 350 postimerkillä, jotka on koottu Maailman suurin laivasto-osasto -postimerkkikokoelmaani noin 35 vuoden aikana

Improving Cost-Efficiency and Reducing Environmental Impacts of Intermodal Transportation with Dry Port Concept – Major Rail Transport Corridor in Baltic Sea Region

Transportation plays a major role in the gross domestic product of various nations. There are, however, many obstacles hindering the transportation sector. Cost-efficiency along with proper delivery times, high frequency and reliability are not a straightforward task. Furthermore, environmental friendliness has increased the importance of the whole transportation sector. This development will change roles inside the transportation sector. Even now, but especially in the future, decisions regarding the transportation sector will be partly based on emission levels and other externalities originating from transportation in addition to pure transportation costs. There are different factors, which could have an impact on the transportation sector. IMO’s sulphur regulation is estimated to increase the costs of short sea shipping in the Baltic Sea. Price development of energy could change the roles of different transport modes. Higher awareness of the environmental impacts originating from transportation could also have an impact on the price level of more polluting transport modes. According to earlier research, increased inland transportation, modal shift and slowsteaming can be possible results of these changes in the transportation sector. Possible changes in the transportation sector and ways to settle potential obstacles are studied in this dissertation. Furthermore, means to improve cost-efficiency and to decrease environmental impacts originating from transportation are researched. Hypothetical Finnish dry port network and Rail Baltica transport corridor are studied in this dissertation. Benefits and disadvantages are studied with different methodologies. These include gravitational models, which were optimized with linear integer programming, discrete-event and system dynamics simulation, an interview study and a case study. Geographical focus is on the Baltic Sea Region, but the results can be adapted to other geographical locations with discretion. Results indicate that the dry port concept has benefits, but optimization regarding the location and the amount of dry ports plays an important role. In addition, the utilization of dry ports for freight transportation should be carefully operated, since only a certain amount of total freight volume can be cost-efficiently transported through dry ports. If dry ports are created and located without proper planning, they could actually increase transportation costs and delivery times of the whole transportation system. With an optimized dry port network, transportation costs can be lowered in Finland with three to five dry ports. Environmental impacts can be lowered with up to nine dry ports. If more dry ports are added to the system, the benefits become very minor, i.e. payback time of investments becomes extremely long. Furthermore, dry port network could support major transport corridors such as Rail Baltica. Based on an analysis of statistics and interview study, there could be enough freight volume available for Rail Baltica, especially, if North-West Russia is part of the Northern end of the corridor. Transit traffic to and from Russia (especially through the Baltic States) plays a large role. It could be possible to increase transit traffic through Finland by connecting the potential Finnish dry port network and the studied transport corridor. Additionally, sulphur emission regulation is assumed to increase the attractiveness of Rail Baltica in the year 2015. Part of the transit traffic could be rerouted along Rail Baltica instead of the Baltic Sea, since the price level of sea transport could increase due to the sulphur regulation. Both, the hypothetical Finnish dry port network and Rail Baltica transport corridor could benefit each other. The dry port network could gain more market share from Russia, but also from Central Europe, which is the other end of Rail Baltica. In addition, further Eastern countries could also be connected to achieve higher potential freight volume by rail.

Vaikea vaikuttaminen : meriliikenteen katkeamattomuus tankkerisodassa

Vuonna 1980 Irak hyökkäsi Iraniin juuttuen nopeasti kulutussotaan. Vuonna 1984 Irak päätti pakottaa Iranin rauhanneuvotteluihin iskemällä sen öljyn merikuljetuksia vastaan ilmasta laukaistuilla Exocet-meritorjuntaohjuksilla. Iran vastasi Irakin hyökkäyksiin kostoisku-periaatteella. Vuosina 1984–1986 Iran käytti hyökkäyksiinsä pääasiassa ilmasta ammuttuja kevyitä ohjuksia. Vuosina 1987–1988 Iran siirtyi iskemään pääasiassa Vallankumouskaartin eli Pasdaranin venejoukoilla. Useat nopeat pienveneet tulittivat kauppa-aluksia konetuliaseilla, singoilla sekä raketinheittimillä. Molemmat osapuolet käyttivät myös hyökkäyksellistä miinoittamista. Näitä vuosien 1984–1988 merisotatoimia kutsutaan tankkerisodaksi. Nimensä mukaisesti kohteena olivat erityisesti kauppalaivastojen tankkerit. Irakin ja Iranin sota päättyi ratkaisemattomana neuvotteluihin vuonna 1988. Tutkimus on lähestymistavaltaan teoreettinen ja aineistopohjainen sekä otteeltaan kvalitatii-vinen. Metodologisesti tämä tutkimus on hermeneuttiseen tulkintaan perustuva kirjallisuus-tutkimus. Tärkeimmät kirjalliset lähteet ovat Martin S. Naviaksen ja E. R. Hootonin tutki-mus Tanker Wars: The assault on merchant shipping during the Iran-Iraq crisis, 1980-1988 sekä Nadia El-Sayed Shazlyn tutkimus The Gulf Tanker War: Iran and Iraq´s Maritime Swordplay. Tärkeimpinä tukevina lähteinä ovat Kansainvälisen energiajärjestön (IEA) ja Institute of Shipping Economics and Logisticsin (ISL) vuosikirjat. Lisäksi on käytetty useita muita kirjallisia ja tilastollisia lähteitä. Tutkimuksessa havaittiin, että kumpikaan osapuoli ei pyrkinyt vihollisen meriliikenteen absoluuttiseen katkaisemiseen eikä olisi siihen myöskään kyennyt. Irak pyrki riittävään vaikutukseen aiheuttaakseen strategisia taloudellisia tappioita Iranille. Iran pyrki kostoiskuillaan lopettamaan Irakin hyökkäykset merellä sekä pelottelemaan sen tukijoita. Irak saavutti tavoitteensa osittain, Iran ei. Molemmilla vaikutuksen saavuttamista heikensivät asejärjestelmien ja tilannekuvan riittämättömyys. Tutkimus osoittaa, että meriliikenne ja sen katkaiseminen ovat epämääräisiä käsitteitä, jotka tulee määritellä tapauskohtaisesti. Ilma-alus meritorjuntaohjuksen lavettina on yllätyksellinen ja ketterä. Sen kyky tilannekuvan luomiseen ja maalien tunnistamiseen on kuitenkin rajallinen eikä yksittäinen meritorjuntaohjus lähtökohtaisesti pysty tuhoamaan suurta kauppalaivaa. Heikko ilmapuolustuskyky tekee taistelualuksista käytännössä toimintakyvyttömiä. Kehittämällä luovia ja epätavanomaisia taktiikoita ja asejärjestelmiä heikossakin asemassa oleva osapuoli kykenee jatkamaan toimintaansa. Tappioiden sietäminen sekä korkea pelastusvalmius ovat myös merkittävä osa meriliikenteen suojausta.

Logistics Cost Optimization of Road Freight Shipments in a Consumer Goods Company

In the industry of the case company, transportation and warehousing costs account for more than 10% of the total cost which is more than on average. A Finnish company has an understanding that by sending larger shipments in parcels, they could save tens of thousands of euros annually in freight costs in Finland’s domestic shipments. To achieve these savings and optimize total logistics cost, company’s interest is to find out which is the cost efficient way of shipping road shipments of certain volumes; in parcel boxes or on pallets, and what should be the split volume determining the shipment type. Distribution center (DC) costs affect this decision and therefore they need to be also evaluated to determine the total logistics cost savings. Main results were achieved by executing activity-based costing-calculations including DC and road freight costs to determine the ideal split volume with which the total logistics cost is optimal. Calculations were done for Finland’s DC, separately for two main road freight destinations, Finland and Sweden, which cover 50% of road shipment spend. Data for calculations was collected both manually and automatically from various internal and external sources, such as the company ERP system and logistics service providers’ (LSP) reporting. DC processes were studied in practice and compared to model processes. Currently used freight rates were compared to existing pricing models and freight service tendering process was evaluated by participating in the process and comparing it to the models based on literature. The results show that the potential savings are not as significant as the company hoped for, mainly because of packing work increasing DC labor cost. Annual savings by setting ideal split volume per country would account for 0,4 % of the warehousing and transportation costs of shipments in scope of this thesis. Split volume should be set separately for each route, mainly because the pricing model for road freight is different in each country. For some routes bigger parcels should be sent but for some routes pallets should be used more. Next step is to do these calculations for remaining routes to determine total savings potential. Other findings show that the processes in the DC are designed well and the company could achieve savings by executing tenders more efficiently. Company should also pay more attention to parcel pricing and packing the shipments accordingly.

The feasibility of torrefaction for the co-firing of wood in pulverised-fuel boilers

Torrefaction is the partial pyrolysis of wood characterised by thermal degradation of predominantly hemicellulose under inert atmosphere. Torrefaction can be likened to coffee roasting but with wood in place of beans. This relatively new process concept makes wood more like coal. Torrefaction has attracted interest because it potentially enables higher rates of co-firing in existing pulverised-coal power plants and hence greater net CO2 emission reductions. Academic and entrepreneurial interest in torrefaction has sky rocketed in the last decade. Research output has focused on the many aspects of torrefaction – from detailed chemical changes in feedstock to globally-optimised production and supply scenarios with which to sustain EU emission-cutting directives. However, despite its seemingly simple concept, torrefaction has retained a somewhat mysterious standing. Why hasn’t torrefied pellet production become fully commercialised? The question is one of feasibility. This thesis addresses this question. Herein, the feasibility of torrefaction in co-firing applications is approached from three directions. Firstly, the natural limitations imposed by the structure of wood are assessed. Secondly, the environmental impact of production and use of torrefied fuel is evaluated and thirdly, economic feasibility is assessed based on the state of the art of pellet making. The conclusions reached in these domains are as follows. Modification of wood’s chemical structure is limited by its naturally existing constituents. Consequently, key properties of wood with regards to its potential as a co-firing fuel have a finite range. The most ideal benefits gained from wood torrefaction cannot all be realised simultaneously in a single process or product. Although torrefaction at elevated pressure may enhance some properties of torrefied wood, high-energy torrefaction yields are achieved at the expense of other key properties such as heating value, grindability, equilibrium moisture content and the ability to pelletise torrefied wood. Moreover, pelletisation of even moderately torrefied fuels is challenging and achieving a standard level of pellet durability, as required by international standards, is not trivial. Despite a reduced moisture content, brief exposure of torrefied pellets to water from rainfall or emersion results in a high level of moisture retention. Based on the above findings, torrefied pellets are an optimised product. Assessment of energy and CO2-equivalent emission balance indicates that there is no environmental barrier to production and use of torrefied pellets in co-firing. A long product transport distance, however, is necessary in order for emission benefits to exceed those of conventional pellets. Substantial CO2 emission reductions appear possible with this fuel if laboratory milling results carry over to industrial scales for direct co-firing. From demonstrated state-of-the-art pellet properties, however, the economic feasibility of torrefied pellet production falls short of conventional pellets primarily due to the larger capital investment required for production. If the capital investment for torrefied pellet production can be reduced significantly or if the pellet-making issues can be resolved, the two production processes could be economically comparable. In this scenario, however, transatlantic shipping distances and a dry fuel are likely necessary for production to be viable. Based on demonstrated pellet properties to date, environmental aspects and production economics, it is concluded that torrefied pellets do not warrant investment at this time. However, from the presented results, the course of future research in this field is clear.

Performance improvement in mediterranean operations using risk management analysis : Case study of Containerships Group Ltd

Emerging markets of Northern Africa and Turkey provide growth opportunities for logistics service companies in the middle of low growth environment of European Union. The purpose of this research is to explore and analyze the risk factors in container shipping industry and third party logistics (3PL) services. The research empirically examined the risk factors, which are related within the interaction between these two parties in emerging markets of Mediterranean area. The previous studies have provided a valuable insight into the operational risks faced by container shipping industries. However, most of these studies have focused on one or several operational risk factors from a single point of view, and no studies have inclusively examined the possible operational risks faced in the container shipping industry from dual perspective of 3PL provider and its customers. A questionnaire has been deployed to collect related data; and the impacts of the risks were then be assessed and ranked using the method of risk mapping. Respondents were located in Turkey, Algeria, Tunisia, and Libya. Research presents the most important risk factors identified, and compares them between 3PL provider and its customers. The research also provide some risk mitigation strategies for the key risk factors, and tried to figure out a common risk picture, which guides the managers in both sides to have a better decisions and as a result, improve the performance of the container shipping operations. Challenge during project execution time was that customers identified vast amount of more risks than what was the case with logistics service operator.

Analysis of Automotive Cybersecurity - Attack surfaces and users’ privacy concerns

Modern automobiles are no longer just mechanical tools. The electronics and computing services they are shipping with are making them not less than a computer. They are massive kinetic devices with sophisticated computing power. Most of the modern vehicles are made with the added connectivity in mind which may be vulnerable to outside attack. Researchers have shown that it is possible to infiltrate into a vehicle’s internal system remotely and control the physical entities such as steering and brakes. It is quite possible to experience such attacks on a moving vehicle and unable to use the controls. These massive connected computers can be life threatening as they are related to everyday lifestyle. First part of this research studied the attack surfaces in the automotive cybersecurity domain. It also illustrated the attack methods and capabilities of the damages. Online survey has been deployed as data collection tool to learn about the consumers’ usage of such vulnerable automotive services. The second part of the research portrayed the consumers’ privacy in automotive world. It has been found that almost hundred percent of modern vehicles has the capabilities to send vehicle diagnostic data as well as user generated data to their manufacturers, and almost thirty five percent automotive companies are collecting them already. Internet privacy has been studies before in many related domain but no privacy scale were matched for automotive consumers. It created the research gap and motivation for this thesis. A study has been performed to use well established consumers privacy scale – IUIPC to match with the automotive consumers’ privacy situation. Hypotheses were developed based on the IUIPC model for internet consumers’ privacy and they were studied by the finding from the data collection methods. Based on the key findings of the research, all the hypotheses were accepted and hence it is found that automotive consumers’ privacy did follow the IUIPC model under certain conditions. It is also found that a majority of automotive consumers use the services and devices that are vulnerable and prone to cyber-attacks. It is also established that there is a market for automotive cybersecurity services and consumers are willing to pay certain fees to avail that.

Finnish Maritime Personnel's Conceptions on Safety Management and Safety Culture

The purpose of this thesis is to explore Finnish maritime personnel’s conceptions of safety management and its relationship with the concept of safety culture. In addition, the aim is to evaluate the impact of the ISM Code on the prevailing safety culture in the Finnish shipping business. A total of 94 interviewees and seven Finnish shipping companies were involved in this study. Thematic interviews were applied as the main research method for the study. The results were analysed qualitatively. The results indicate that maritime safety culture can simultaneously demonstrate features of integration, differentiation and ambiguity. Basically, maritime personnel have a positive attitude towards safety management systems since they consider safety management beneficial and essential in general. However, the study also found considerable criticism among the interviewees. The interviewed maritime personnel did not criticise the ISM Code as such, yet they criticised the way the ISM Code has been applied in practise. In order to understand the multiple perspectives of safety culture more comprehensively, multiple theoretical perspectives and methodological approaches are needed. This study indicates that safety culture and the impacts of the ISM Code should not be unambiguously studied solely quantitative methods or qualitative methods. By examining safety culture from several methodological and theoretical perspectives, one may gain a more versatile and holistic overview of safety culture.

Environmental assessment and biomonitoring of the Twelve Mile Creek watershed, Niagara Peninsula, Ontario

In light of the heavy reliance of the people of the Niagara Peninsula on the T\\'elve Mile Creek (TMC) watershed for recreational activities and for municipal and industrial uses ( e.g., drinking water, shipping and discharge of effluents), it was deemed prudent to assess the envirol1tnental health of the system by analysing the sediments total and exchangeable metal, and TPH contents. The MOEE has set guidelines with limits for the protection and management of aquatic sediments, and the sediments from the headwaters of the TMC have total metal and TPH (subset of O&G) contents well below the lower provincial limits. Areas of environmental concern where total metal contents in sediments, either individually or collectively, exceed the guideline, are the south side of Lake Gibson, the Old WeIland Canal, a segment of TMC just south of the QEW and Martindale Pond. The total metal content of sediments does not in all instances identify areas of biological concern. Instead, it has been found that the exchangeable metal fraction of sediments is a better indicator of metal availability and thus potential accumulation in organisms. In some instances, the exchangeable metal fraction agrees with the total metal fraction defining areas of environmental concern, but it does vary from site to site reflecting the natural variability of the ambient environment. Overall, the exchangeable metal fraction of sediments appears to be a better indicator of anthropogenic pollution and ecosystem impact. A histochemical study of Anodon.ta sp., Elliptio sp. and zebra mussels (Dreissena polyn'101pha) was done in conjunction with passive biomonitoring of zebra and quagga mussels (Dreissena bugensis) from the Twelve Mile Creek watershed and Lake 51. Clair (Jeanette's Creek, Chatham, Ontario). The highest concentrations of divalent metals such as Cu, Ni, Cd, and Zn, and trivalent Al appear to accumulate in gill and kidney tissues. Metal contents of organ tissues in Anodonta sp. vary with size class. Organ metal content varies among size classes, thus requiring consideration of size in biomonitoring studies. Shucked zebra and quagga mussel tissues, exhibited similar size class to Al content trends. In addition they reflected the Al content trends of top (approximately 10 cm) most sediments in the Twelve Mile Creek watershed. Quagga mussels appear to have higher Al concentrations than zebra mussels, thus suggesting that quagga mussels may be better passive biomonitors of AI. Cd content in zebra mussel tissues, seemed to increase with size class trends. This was not demonstrated in the quagga mussel tissues. This suggests that Cd may be regulated by quagga mussels and not by zebra mussels, and that zebra mussels may be better passivebiomonitors of Cd than are quagga mussels. Zebra mussel, quagga mussel, Anodonta sp., and Elliptio sp. were used in a two part, active (translocated) biomonitoring study of the Twelve Mile Creek watershed. There was no statistical difference in death rates between zebra and quagga mussels after 65 days of biomonitoring. However there does appear to be a difference of death rates between sites. Unfortunately the data base did not permit us to differentiate between sites. Relative to Port Colborne Harbour (Port Colborne, Ontario), the Twelve Mile Creek watershed appears to be elevated in bioavailable AI. An area near the terminus of the Twelve Mile Creek appears to be an area of environmental concern since mussels seemed to have accumulated relatively large concentrations of Cd, Zn, and Pb. In addition to possible metal loading from a nearby outfalls, or possible upstream outfalls, road salt runoff from storm sewers may have contributed to metal accumulation through cation exchanges processes. Similar trends in cumulative quagga mussel metal concentrations during the two time periods (65 and 159 days), suggest that quagga mussels may reach equilibrium within 65 days of translocation. Differences in bioaccumulated metal concentrations of the two dreissenid species demonstrate that active biomonitoring studies must use a variety of organisms to adequately assess the environmental situation of specific waterways and/or bodies.

Scott Misener Steamships Co. Ltd. Records, 1965, 1967, 1972-1977, 1987, n.d.

Ontario Editorial Bureau (O.E.B.)