Screening of illegal intracorporeal containers ("body packing"): is abdominal radiography sufficiently accurate? A comparative study with low-dose CT.

PURPOSE: To evaluate the diagnostic performance of abdominal radiography in the detection of illegal intracorporeal containers (hereafter, packets), with low-dose computed tomography (CT) as the reference standard. MATERIALS AND METHODS: This study was approved by the institutional ethical review board, with written informed consent. From July 2007 to July 2010, 330 people (296 men, 34 women; mean age, 32 years [range, 18-55 years]) suspected of having ingested drug packets underwent supine abdominal radiography and low-dose CT. The presence or absence of packets at abdominal radiography was reported, with low-dose CT as the reference standard. The density and number of packets (≤ 12 or >12) at low-dose CT were recorded and analyzed to determine whether those variables influence interpretation of results at abdominal radiography. RESULTS: Packets were detected at low-dose CT in 53 (16%) suspects. Sensitivity of abdominal radiography for depiction of packets was 0.77 (41 of 53), and specificity was 0.96 (267 of 277). The packets appeared isoattenuated to the bowel contents at low-dose CT in 16 (30%) of the 53 suspects with positive results. Nineteen (36%) of the 53 suspects with positive low-dose CT results had fewer than 12 packets. Packets that were isoattenuated at low-dose CT and a low number of packets (≤12) were both significantly associated with false-negative results at abdominal radiography (P = .004 and P = .016, respectively). CONCLUSION: Abdominal radiography is mainly limited by low sensitivity when compared with low-dose CT in the screening of people suspected of carrying drug packets. Low-dose CT is an effective imaging alternative to abdominal radiography.

Application of the N-alkane molecular alloys to thermally protected containers for catering

A thermally controlled transport device was designed and tested. As hot food needs to be transported at temperatures between 60 and 70ºC in order to avoid contamination by microorganisms, the use of Molecular Alloy Phase Change Materials (MAPCM) can lead to improvements in this field of application. A heat transfer numerical simulation of the box used for transporting the food was conducted. Despite obvious simplifications, a good agreement between numerical simulation and experimental results was obtained. Furthermore, we compared our experimental results with those from other experiments related to the transport of hot food. Here, pizza is taken as the example, and it is shown that delivering time can be increased three-fold.

Roundwood shipping in the Baltic Sea region

Itämeren liikenteen on ennustettu kasvavan voimakkaasti tulevaisuudessa. Metsäteollisuus toimialana on kuitenkin syklinen. Tällä hetkellä raakapuun tuonti Suomeen on hienoisessa nousussa, kun taas Ruotsissa tuonnin alamäki jatkuu. Tämän diplomityön tavoitteena oli kuvata ja arvioida raakapuun merikuljetuksia Itämeren alueella. Tutkimuksessa esitetään keskeisimmät raakapuun materiaalivirrat Itämerellä ja kuvataan satamatekniikan ja alustyypin valinnan vaikutusta, kun tavoitteena on saavuttaa tehokas raakapuun kuljetusketju. Tutkimuksen merkittävin tulos on teoreettinen edestakaisen matkan laskentamalli, jonka on tarkoitus kuvata aluskohtaista kustannustehokkuutta sekä kapasiteettia tietyllä laivausreitillä. Malli sopii käytettäväksi varsinaisen linjaliikenteen reittisuunnittelun perustana.

Ship Leases under IAS 17, case Fortum Shipping

International accounting standards will be applied from the1st of January 2005 in accounting of member states of the EU with a view of harmonizing the accounting practices in Europe, and on the long term even more widely. The purpose of adopting IAS accounting standards is to make the financial statements and financial information received from companies more comparable and more transparent for investors and other interest groups. IAS 17 introduces the treatment of a lease agreement in the light of the new accounting standards. Finnish companies have used finance leases widely as an alternative, off-balance sheet form of financing capital investments consistently with Finnish GAAP. Along with the appliance of IAS 17 the off-balance-sheet financing possibility of leases classified as finance leases will no longer exist. IAS 17 states that finance leases are going to be recognized in the balance sheet as both assets, in form of fixed assets, and loans in liabilities classified as long and short term loans. IAS 17 will make two major changes to the income statement. Firstly, the lease payments formerly treated as variable costs are moved below the operating profit level to finance costs. Secondly, the depreciations from the leased assets are also introduced. The effects to the case company's, Fortum Shipping's, income statement and balance sheet are remarkable. Along with the appliance of IAS Fortum Shipping's net assets are somewhat going to be doubled, the amount of liabilities increases significantly and the earnings before interests and taxes increases moderately. The preceding factors have a big effect on the case company's financial key figures. So, the IAS originated effects on balance sheet and income statement have essential impacts on a company's key financial indicators. Most significant changes can be found in key ratios measuring profitability, capital structure, and efficiency. This means that when comparing the IAS calculated profits of companies with the profits calculated prior with Finnish GAAP, the analysis should be made with prudence because the figures are not comparable on straight-forward basis.

Externalities of Shipping in the Gulf of Finland until 2015

During the last few years, the discussion on the marginal social costs of transportation has been active. Applying the externalities as a tool to control transport would fulfil the polluter pays principle and simultaneously create a fair control method between the transport modes. This report presents the results of two calculation algorithms developed to estimate the marginal social costs based on the externalities of air pollution. The first algorithm calculates the future scenarios of sea transport traffic externalities until 2015 in the Gulf of Finland. The second algorithm calculates the externalities of Russian passenger car transit traffic via Finland by taking into account both sea and road transport. The algorithm estimates the ship-originated emissions of carbon dioxide (CO₂), nitrogen oxides (NO_x), sulphur oxides (SO_x), particulates (PM) and the externalities for each year from 2007 to 2015. The total NOx emissions in the Gulf of Finland from the six ship types were almost 75.7 kilotons (Table 5.2) in 2007. The ship types are: passenger (including cruisers and ROPAX vessels), tanker, general cargo, Ro-Ro, container and bulk vessels. Due to the increase of traffic, the estimation for NO_x emissions for 2015 is 112 kilotons. The NO_x emission estimation for the whole Baltic Sea shipping is 370 kilotons in 2006 (Stipa & al, 2007). The total marginal social costs due to ship-originated CO₂, NO_x, SO_x and PM emissions in the GOF were calculated to almost 175 million Euros in 2007. The costs will increase to nearly 214 million Euros in 2015 due to the traffic growth. The major part of the externalities is due to CO₂ emissions. If we neglect the CO2 emissions by extracting the CO₂ externalities from the results, we get the total externalities of 57 million Euros in 2007. After eight years (2015), the externalities would be 28 % lower, 41 million Euros (Table 8.1). This is the result of the sulphur emissions reducing regulation of marine fuels. The majority of the new car transit goes through Finland to Russia due to the lack of port capacity in Russia. The amount of cars was 339 620 vehicles (Statistics of Finnish Customs 2008) in 2005. The externalities are calculated for the transportation of passenger vehicles as follows: by ship to a Finnish port and, after that, by trucks to the Russian border checkpoint. The externalities are between 2 – 3 million Euros (year 2000 cost level) for each route. The ports included in the calculations are Hamina, Hanko, Kotka and Turku. With the Euro-3 standard trucks, the port of Hanko would be the best choice to transport the vehicles. This is because of lower emissions by new trucks and the saved transport distance of a ship. If the trucks are more polluting Euro 1 level trucks, the port of Kotka would be the best choice. This indicates that the truck emissions have a considerable effect on the externalities and that the transportation of light cargo, such as passenger cars by ship, produces considerably high emission externalities. The emission externalities approach offers a new insight for valuing the multiple traffic modes. However, the calculation of the marginal social costs based on the air emission externalities should not be regarded as a ready-made calculation system. The system is clearly in the need of some improvement but it can already be considered as a potential tool for political decision making.

Efficiency of the ISM Code in Finnish Shipping Companies

Due to increasing waterborne transportation in the Gulf of Finland, the risk of a hazardous accident increases and therefore manifold preventive actions are needed. As a main legislative authority in the maritime community, The International Maritime Organization (IMO) has set down plenary laws and recommendations which are e.g., utilised in the safe operations in ships and pollution prevention. One of these compulsory requirements, the ISM Code, requires proactive attitude both from the top management and operational workers in the shipping companies. In this study, a crosssectional approach was taken to analyse whether the ISM Code has actively enhanced maritime safety in the Gulf of Finland. The analysis included; 1) performance of the ISM Code in Finnish shipping companies, 2) statistical measurements of maritime safety, 3) influence of corporate top management to the safety culture and 4) comparing safety management practices in shipping companies and port operations of Finnish maritime and port authorities. The main results found were that maritime safety culture has developed in the right direction after the launch of the ISM Code in the 1990´s. However, this study does not exclusively prove that the improvements are the consequence of the ISM Code. Accident prone ships can be recognized due to their behaviour and there is a lesson to learn from the safety culture of some high standard safety disciplines such as, air traffic. In addition, the reporting of accidents and nearmisses should be more widely used in shipping industry. In conclusion, there is still much to be improved in the maritime safety culture of the Finnish Shipping industry, e.g., a “no blame culture” needs to be adopted.

Outplanting performace of eucalyptus clonal cuttings produced in different containers and substrates

The objective of this work was to evaluate the outplanting growth of Eucalyptus grandis e E. saligna clones, produced by cuttings in tubes (50cm³) and in pressed blocks (40x60x07cm) - 175 cm³/ seedlings, with different substrates (BT - sugarcane bagasse+sugarcane filter cake; AR - carbonized rice hull + eucalyptus bark; TF - peat). The experiment was arranged in a randomized block design, in a 2x7 factorial (2 clones and 7 treatments), with four replicates with 25 plants. Survival was evaluated two months later. Plant growth was monitored through height and ground level diameter at 20, 40, 60, 120 and 180 days after outplanting. To evaluate the effect of the containers on stem and root biomass in both clones, 180 days after outplanting, the cuttings grown in BT substrate with fertilizer were selected. One plant per plot of each clone, grown in tubes and in pressed blocks was selected. The E. grandis and E. saligna cuttings grown in pressed blocks with sugarcane bagasse+sugarcane filter cake presented greater height and diameter after out planting. Both clones presented larger root, bark, log and branch biomass production in plants produced in the block system. Cuttings of E. saligna grown in pressed blocks showed 80% most wood biomass 180 days after outplanting, compared to that grown in tubes. In E. grandis, the differences in diameter and height, in function of the cutting production system, decreased along time, while in E. saligna these differences increased along the evaluation period.

PRODUCTION OF AUSTRALIAN CEDAR SEEDLINGS INOCULATED WITH ARBUSCULAR MYCORRHIZAL FUNGI IN DIFFERENT TYPES OF CONTAINERS

ABSTRACT The present study aimed to evaluate the growth and the levels of N, P, K, Ca and Mg in Australian cedar seedlings which had been inoculated with arbuscular mycorrhizal fungi (AMF) in different types of containers. The experiment was carried out in a greenhouse and the experimental design was that of randomized complete blocks (RCB), with a 4 x 4 factorial design consisting of four inoculation treatments with AMF (Rhizophagus clarum, Gigaspora margarita, a mixed inoculation (R. clarum + G. margarita) and the control (with no AMF inoculation); four types of containers (plastic bags measuring 250 cm3, tubes of 55 and 130 cm3 and pressed blocks 440 cm3. plant-1), with four repetitions. The height, the diameter of the stem base, the aerial part dry weight (APDW), the dry weight of the root (DWR) and the total plant dry weight (DW) were measured, along with the Dickson quality index, the percentage of mycorrhizal colonization and the levels of N, P, K, Ca and Mg in the aerial part dry weight. One hundred and thirty eight days (138) days after sowing, the greatest growth and/or the highest levels of P, K and Ca could be observed in the aerial part dry weight of the Australian cedar seedlings which had been planted in the pressed block container and inoculated with a mixture of the two AMF species (G. margarita + R. clarum) or with just R. clarum. Thus it can be seen that AMF can make a significant contribution to the production of Australian cedar seedlings.

Evaluation of alternative containers to determining the working width of fertilizer spreaders

Farmers have difficult of determining the evenness of transverse distribution and the working width, due the tests with this aim require equipments and complex methodologies. So, this study evaluates some alternative containers with the aim to allow a more accessible adjustment of the full width of the solid fertilizer spreaders. Four different containers were tested: i) standard container constructed in accordance with ISO 5690/1; ii) container of polyethylene (plastic trays) with screen shading to prevent the ricochet of material; iii) containers composed by boxes of long-life milk, and iv) containers composed by flowerpots (number 3.5). Also, three different spreaders were used for the tests. Alternative containers showed greater retention of particles than the standardized containers. The full width of work obtained for the coefficients of variation of 12.5; 15; 17.5 and 20%, ranged due the containers in the different pathways. The flowerpots of polyethylene showed similar results to the standardized containers. The heights of the containers were more important for its efficiency than its area of collection.

Formation of beetroot seedlings in different protected environments, substrates and containers in Aquidauana region, State of Mato Grosso do Sul, Brazil

This study with beetroot seedlings, cultivar Top Tall Early Wonder, was carried out at the State University of Mato Grosso do Sul (UEMS/Aquidauana), from October to November 2008. Three environments of cultivation were used: greenhouse; nursery with monofilament screen of 50 % of shading; and nursery with aluminized thermal reflective screen of 50% of shading. In these environments, three polystyrene trays of 72, 128 and 200 cells, filled with four substrates, were tested: soil; Plantmax®; coconut fiber and vermiculite. There were no replication environments and then each one was considered an experiment alone. For each environment, it was adopted a completely randomized design in factorial scheme 3x4 (three trays x four substrates), with four replications, performing individual analysis of variance and joint analysis of experiments for environment comparisons. The monofilament screen is the best environment for seedlings produced in tray of 72 cells, and the greenhouse was the best environment for seedlings produced in trays of 128 cells. The best seedlings were formed in the tray of 72 cells. Vermiculite was the best substrate.

Indicent reporting in shipping. Experiences and best practices for the Baltic Sea

Incident and near miss reporting is one of the proactive tools of safety management. By analyzing incidents and near misses and by corrective actions, severe accidents can potentially be avoided. Near miss and incident reporting is widely used in many riskprone industries such as aviation or chemical industry. In shipping incident and near miss reporting is required by the mandatory safety management system International Safety Management Code (ISM Code). However, in several studies the conclusion has been that incidents are reported poorly in the shipping industry. The aim of this report is to highlight the best practices for incident reporting in shipping and to support the shipping industry in the better utilization of incident reporting information. The study consists of three parts: 1) voluntary, shared reporting systems in shipping (international experiences), 2) interview study at four shipping companies in Sweden and in Finland (best practices), 3) expert workshop on incident reporting (problems and solutions). Preconditions for a functional reporting system are an existing no blame culture, commitment of the top management, feedback, good communication, training and an easy-to-use system. Although preconditions are met, problems can still appear, for example due to psychological, interpersonal or nationality-related reasons. In order to keep the reporting system functioning, the shipping company must be committed to maintain and develop the system and to tackle the problems. The whole reporting process from compiling, handling and analyzing a report, creating corrective actions and implementing them has to be handled properly in order to gain benefits from the reporting system. In addition to avoiding accidents, the functional reporting system can also offer other benefits by increasing safety awareness, by improving the overall safety and working conditions onboard, by enhancing team work and communication onboard and between ships and the land-based organization of shipping companies. Voluntary shared reporting systems are supported in the shipping industry in principle, but their development in the Baltic Sea is still in its infancy and the potential benefits of sharing the reports have not been realized. On the basis of this study we recommend that a common reporting system be developed for the Baltic Sea area which all the ships operating in the area could use regardless of their flag. Such a wider system could prevent some of the problems related to the current national systems. There would be more incident cases available in the database and this would support anonymity and thus encourage shipping companies to report to a shared database more frequently. A shared reporting system would contribute to the sharing of experiences and to the wider use of incident information in the shipping industry.

Corporate Social Responsibility and Shipping Views of Baltic Sea Shipping Companies on the Benefits of Responsibility

The safety of shipping operations in the Baltic Sea is an extensively studied issue due to the density of traffic and the ecological sensitivity of the area. The focus has, however, mainly been on ship technology or on traffic control measures and the operative safety aspect of shipping is in a minor position in maritime safety studies and is lacking in terms of solutions. Self-regulatory and voluntary measures could be effective ways to improve the operational safety of shipping. Corporate social responsibility, or CSR, is one example of a voluntary measure that the shipping companies can take. CSR can enhance maritime safety and improve the shipping companies’ competitiveness. The aim of this study is to increase the knowledge of CSR in the maritime sector and study its applicability and benefits to the shipping companies. The research comprises of a theory part and a questionnaire study, which examine the significance of corporate social responsibility in shipping companies’ maritime safety and competitiveness. The aim of the questionnaire study is to find out how corporate social responsibility is implemented in the shipping companies. According to the literature review, responsible actions can produce financial and time costs, but due to these actions cost savings in the form of learning and increased efficiency can be achieved. Responsible actions can also produce concrete improvements and a reputation of responsibility that can lead to both cost savings and increase in the company’s income. CSR is recognised as having real business benefits in terms of attracting customers and high-quality employees. In shipping, CSR usually focuses on environmental issues. Environmental social responsibility in shipping is mainly motivated by the need to comply with existing and forthcoming regulation. Shipping companies engage in CSR to gain competitive advantage and to increase maritime safety. The social aspects of CSR take into account the well-being and skills of the employees, corporation and other stakeholders of the company. The questionnaire study revealed that the most common CSR measures in shipping companies are environmental measures, and that environmental concerns are considered to be the most important reason to engage in CSR. From the preliminary question about the concept of CSR it can also be seen that safety issues are commonly considered to be a part of CSR and safety gains are the second most important reason to engage in CSR. From the questionnaire, it can also be extrapolated that gaining a better reputation is one of the most important reasons to engage in CSR in the first place. For example, the main economic benefit was seen to be the increase of customer numbers as a result of a better reputation. Based on the study, it would seem that companies are starting to realise that they might gain competitive advantage and be favoured as shippers if they engage in sustainable, responsible operations and present themselves as “green”.

The effect of environmentally differentiated port fees to shipping companies’ environmental investments

The pressure has grown to develop cost-effective emission reduction strategies in the Baltic Sea. The forthcoming stringent regulations of the International Maritime Organization for reducing harmful emissions of shipping in the Baltic Sea are causing increasing expenses for the operators. A market-based attitude towards pricing of economic incentives could be seen as a new approach for a successful application for the additional emission reduction of nitrogen oxides (NOx). In this study the aim is to understand the phenomenon of environmentally differentiated port fees and its effects on shipping companies’ emission reduction investments. The goal is to examine empirically the real-life effects of the possible environmental differentiated port fee system and the effect of environmentally differentiated port fees on NOx reduction investments in the Baltic Sea. The research approach of this study is nomothetical. In this study research questions are answered by analyzing the broad database of the Baltic Sea fleet. Also the framework of theory is confirmed and plays an important role in analyzing the research problem. Existing investment costs of NOx emission reduction technology to ship owners are estimated and compared to investment costs with granted discounts added to the cash flows. The statistical analysis in this study is descriptive. The major statistic examination of this study is the calculation of the net present values of investments with different port fee scenarios. This is done to investigate if the NOx technology investments could be economically reasonable. Based on calculations it is clear that the effect of environmentally differentiated port fees is not adequate to compensate the total investment costs for NOx reduction. If the investment decision is made only with profitability considerations, sources will prefer to emission abatement as long as incomes from the given subsidy exceeds their abatement costs. Despite of the results, evidence was found that shipping companies are nevertheless willing to invest on voluntary emission abatement technology. In that case, investment decision could be made with criteria of, for example, sustainable strategy or brand image. Combined fairway and port fee system or governmental regulations and recommendation could also function as additional incentives to compensate the investment costs. Also, the results imply that the use of NPV is not necessarily the best method to evaluate environmental investments. If the calculations would be done with more environmental methods the results would probably be different.

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.