Globalization and women in southeast Asian higher education management

This paper draws on data from a group case study of women in higher education management in Hong Kong, Singapore, Malaysia, and Thailand. I investigate culture-specific dimensions of what the Western literature has conceptualized as glass ceiling impediments to women's career advancement in higher education. I frame my argument within recent debates about globalization and glocalization to show how the push-pull and disjunctive dynamics of globalization are experienced in local sites by social actors who traverse global flows and yet remain tethered to local discourses, values, and practices. All of the women in this study were trained in Western universities and are fluent English speakers, world-class experts in their fields, well versed with equity discourses, and globally connected on international nongovernment organization (NGO) and academic circuits. They are indeed global cosmopolitans. And yet their testimonies indicate that so-called Asian values and religious-cultural ideologies demand the enactment of a specific construct of Asian femininity that militates against meritocratic equality and academic career aspirations to senior management levels. Despite the global nature of the University and increasing global flows of academics, students, and knowledge, the politics of academic glass ceilings are not universal but always locally inflected with cultural values and norms. As such, the politics of disadvantage for women in higher education require local and situated analyses in the context of global patterns of the educational status Of women and the changing nature of higher education.

A review of guidelines and standards for telemedicine

We conducted a review to establish the range and scope of current telemedicine guidelines and standards. Published guidelines were identified by searching the Medline and Telemedicine Information Exchange (TIE) databases, and by performing a Google search using the term 'telemedicine guidelines'. Three types of guidelines were identified, namely clinical, operational and technical. Clinical guidelines included those for teleradiology, telepsychiatry, home telenursing, minor injuries telemedicine, surgical telemedicine, teledermatology and telepathology. Operational guidelines included those for email communication, Internet access and videoconferencing. Technical guidelines included those from the American Telemedicine Association and the US Office for the Advancement of Telehealth. The main standards relevant to telemedicine include those of the International Telecommunication Union and the DICOM standard. The scarcity of guidelines and standards suggests that telemedicine is not yet near to routine use. If an international telemedicine organization were to take responsibility for defining guidelines, under the direction of clinicians with appropriate telemedicine experience, this might speed up their development.

Fatores de risco no patrulhamento da GNR em ambiente operacional

In the mid-twentieth century, Portugal took the first big step towards social awareness of the Safety and Health at Work. Still later, the International Labour Organization and the World Health Organization were responsible for setting global guidelines that clarified the States for the way forward in inguito of safeguarding the common interests of workers, businesses and the state. All workers should be covered by the rules governing matters relating to Safety, imperative requirements established in the Constitution of the Portuguese Republic. These also include those soldiers from National Guard who, in contemporary social conjecture face in their everyday life situations worthy of heightened risk aquidade. Ensure the identification of risk factors to which they are exposed, is, first, a big boost in the way of preserving the safety of these employees, who daily selflessly and under the most adverse working conditions fulfill the mission of the Guarda Nacional Republicana. Adverse weather conditions, and violence at work are two examples of risk factors to which the military Guard are daily exposed, and hence arise many days of absence from the workplace. The purpose of this study is to identify the main risk factors to which the military from GNR are exposed during dismounted patrols, and also provide solutions on ways to mitigate and manage the risks presented. The cognitive distance traveled, throughout this study led us to demonstrate that it has been done by the GNR chain of Command, a huge effort to ensure through various forms (including emphasize the new Regulation of Uniforms), the resolution of the main factors that may jeopardize the integrity of the patrolmen, betting this Institution in the protection of the military that compose it, and the prevention of accidents at work through training and systematic monitoring that superiors expend with its employees.

Fatores de risco no patrolhamento da GNR em ambiente operacional

In the mid-twentieth century, Portugal took the first big step towards social awareness of the Safety and Health at Work. Still later, the International Labour Organization and the World Health Organization were responsible for setting global guidelines that clarified the States for the way forward in inguito of safeguarding the common interests of workers, businesses and the state. All workers should be covered by the rules governing matters relating to Safety, imperative requirements established in the Constitution of the Portuguese Republic. These also include those soldiers from National Guard who, in contemporary social conjecture face in their everyday life situations worthy of heightened risk aquidade. Ensure the identification of risk factors to which they are exposed, is, first, a big boost in the way of preserving the safety of these employees, who daily selflessly and under the most adverse working conditions fulfill the mission of the Guarda Nacional Republicana. Adverse weather conditions, and violence at work are two examples of risk factors to which the military Guard are daily exposed, and hence arise many days of absence from the workplace. The purpose of this study is to identify the main risk factors to which the military from GNR are exposed during dismounted patrols, and also provide solutions on ways to mitigate and manage the risks presented. The cognitive distance traveled, throughout this study led us to demonstrate that it has been done by the GNR chain of Command, a huge effort to ensure through various forms (including emphasize the new Regulation of Uniforms), the resolution of the main factors that may jeopardize the integrity of the patrolmen, betting this Institution in the protection of the military that compose it, and the prevention of accidents at work through training and systematic monitoring that superiors expend with its employees.

Predictors of poor response to methotrexate in polyarticular-course juvenile idiopathic arthritis: analysis of the PRINTO methotrexate trial.

OBJECTIVES: To determine whether baseline demographic, clinical, articular and laboratory variables predict methotrexate (MTX) poor response in polyarticular-course juvenile idiopathic arthritis. METHODS: Patients newly treated for 6 months with MTX enrolled in the Paediatric Rheumatology International Trials Organization (PRINTO) MTX trial. Bivariate and logistic regression analyses were used to identify baseline predictors of poor response according to the American College of Rheumatology pediatric (ACR-ped) 30 and 70 criteria. RESULTS: In all, 405/563 (71.9%) of patients were women; median age at onset and disease duration were 4.3 and 1.4 years, respectively, with anti-nuclear antibody (ANA) detected in 259/537 (48.2%) patients. With multivariate logistic regression analysis, the most important determinants of ACR-ped 70 non-responders were: disease duration > 1.3 years (OR 1.93), ANA negativity (OR 1.77), Childhood Health Assessment Questionnaire (CHAQ) disability index > 1.125 (OR 1.65) and the presence of right and left wrist activity (OR 1.55). Predictors of ACR-ped 30 non-responders were: ANA negativity (OR 1.92), CHAQ disability index > 1.14 (OR 2.18) and a parent's evaluation of child's overall well-being < or = 4.69 (OR 2.2). CONCLUSION: The subgroup of patients with longer disease duration, ANA negativity, higher disability and presence of wrist activity were significantly associated with a poorer response to a 6-month MTX course.

ISO standars on test methods for water radioactivity monitoring

Water is vital to humans and each of us needs at least 1.5 L of safe water a day to drink. Beginning as long ago as 1958 the World Health Organization (WHO) has published guidelines to help ensure water is safe to drink. Focused from the start on monitoring radionuclides in water, and continually cooperating with WHO, the International Standardization Organization (ISO) has been publishing standards on radioactivity test methods since 1978. As reliable, comparable and"fit for purpose" results are an essential requirement for any public health decision based on radioactivity measurements, international standards of tested and validated radionuclide test methods are an important tool for production of such measurements. This paper presents the ISO standards already published that could be used as normative references by testing laboratories in charge of radioactivity monitoring of drinking water as well as those currently under drafting and the prospect of standardized fast test methods in response to a nuclear accident.

Maritime Safety in the Gulf of Finland. Review on Policy Instruments

Suomenlahden lis����ntynyt meriliikenne on her��tt��nyt huolta meriliikenteen turvallisuuden tasosta, ja erityisesti Ven��j��n ��ljyviennin kasvu on lis��nnyt ��ljyonnettomuuden todenn��k��isyytt�� Suomenlahdella. Erilaiset kansainv��liset, alueelliset ja kansalliset ohjauskeinot pyrkiv��t v��hent��m����n merionnettomuuden riski�� ja meriliikenteen muita haittavaikutuksia. T��m�� raportti k��sittelee meriturvallisuuden yhteiskunnallisia ohjauskeinoja: ohjauskeinoja yleisell�� tasolla, meriturvallisuuden keskeisimpi�� s����telij��it��, meriturvallisuuden ohjauskeinoja ja meriturvallisuuspolitiikan tulevaisuuden n��kymi��, ohjauskeinojen tehokkuutta ja nykyisen meriturvallisuuden ohjausj��rjestelm��n heikkouksia. Raportti on kirjallisuuskatsaus meriturvallisuuden yhteiskunnalliseen s����ntelyn rakenteeseen ja tilaan erityisesti Suomenlahden meriliikenteen n��k��kulmasta. Raportti on osa tutkimusprojektia ���SAFGOF - Suomenlahden meriliikenteen kasvun��kym��t 2007 - 2015 ja kasvun vaikutukset ymp��rist��lle ja kuljetusketjujen toimintaan��� ja sen ty��pakettia 6 ���Keskeisimm��t riskit ja yhteiskunnalliset vaikutuskeinot���. Yhteiskunnalliset ohjauskeinot voidaan ryhmitell�� hallinnollisiin, taloudellisiin ja tietoohjaukseen perustuviin ohjauskeinoihin. Meriturvallisuuden edist��misess�� k��ytet����n kaikkia n��it��, mutta hallinnolliset ohjauskeinot ovat t��rkeimm��ss�� asemassa. Merenkulun kansainv��lisen luonteen vuoksi meriturvallisuuden s����ntely tapahtuu p����osin kansainv��lisell�� tasolla YK:n ja erityisesti Kansainv��lisen merenkulkuj��rjest��n (IMO) toimesta. Lis��ksi my��s Euroopan Unionilla on omaa meriturvallisuuteen liittyv���� s����ntely�� ja on my��s olemassa muita alueellisia meriturvallisuuden edist��miseen liittyvi�� elimi�� kuten HELCOM. Joitakin meriturvallisuuden osa-alueita s����dell����n my��s kansallisella tasolla. Hallinnolliset meriturvallisuuden ohjauskeinot sis��lt��v��t aluksen rakenteisiin ja varustukseen, alusten kunnon valvontaan, merimiehiin ja merity��n tekemiseen sek�� navigointiin liittyvi�� ohjauskeinoja. Taloudellisiin ohjauskeinoihin kuuluvat esimerkiksi v��yl��- ja satamamaksut, merivakuutukset, P&I klubit, vastuullisuus- ja korvauskysymykset sek�� taloudelliset kannustimet. Taloudellisten ohjauskeinojen k��ytt�� meriturvallisuuden edist��miseen on melko v��h��ist�� verrattuna hallinnollisten ohjauskeinojen k��ytt����n, mutta niit�� voitaisiin varmasti k��ytt���� enemm��nkin. Ongelmana taloudellisten ohjauskeinojen k��yt��ss�� on se, ett�� ne kuuluvat pitk��lti kansallisen s����ntelyn piiriin, joten alueellisten tai kansainv��listen intressien edist��minen taloudellisilla ohjauskeinoilla voi olla hankalaa. Tieto-ohjaus perustuu toimijoiden vapaaehtoisuuteen ja yleisen tiedotuksen lis��ksi tieto-ohjaukseen sis��ltyy esimerkiksi vapaaehtoinen koulutus, sertifiointi tai meriturvallisuuden edist��miseen t��ht����v��t palkinnot. Poliittisella tasolla meriliikenteen aiheuttamat turvallisuusriskit Suomenlahdella on otettu vakavasti ja paljon ty��t�� tehd����n eri tahoilla riskien minimoimiseksi. Uutta s����ntely�� on odotettavissa etenkin liittyen meriliikenteen ymp��rist��vaikutuksiin ja meriliikenteen ohjaukseen kuten meriliikenteen s��hk��isiin seurantaj��rjestelmiin. My��s inhimilliseen tekij��n merkitykseen meriturvallisuuden kehitt��misess�� on kiinnitetty lis����ntyviss�� m����rin huomiota, mutta inhimilliseen tekij��n osalta tehokkaiden ohjauskeinojen kehitt��minen n��ytt���� olevan haasteellista. Yleisimmin l����kkeeksi esitet����n koulutuksen kehitt��mist��. Kirjallisuudessa esitettyjen kriteereiden mukaan tehokkaiden ohjauskeinojen tulisi t��ytt���� seuraavat vaatimukset: 1) tarkoituksenmukaisuus ��� ohjauskeinojen t��ytyy olla sopivia asetetun tavoitteen saavuttamiseen, 2) taloudellinen tehokkuus ��� ohjauskeinon hy��dyt vs. kustannukset tulisi olla tasapainossa, 3) hyv��ksytt��vyys ��� ohjauskeinon t��ytyy olla hyv��ksytt��v�� asianosaisten ja my��s laajemman yhteiskunnan n��k��kulmasta katsottuna, 4) toimeenpano ��� ohjauskeinon toimeenpanon pit���� olla mahdollista ja sen noudattamista t��ytyy pysty�� valvomaan, 5) lateraaliset vaikutukset ��� hyv��ll�� ohjauskeinolla on positiivisia seurannaisvaikutuksia muutoinkin kuin vain ohjauskeinon ensisijaisten tavoitteiden saavuttaminen, 6) kannustin ja uuden luominen ��� hyv�� ohjauskeino kannustaa kokeilemaan uusia ratkaisuja ja kehitt��m����n toimintaa. Meriturvallisuutta koskevaa s����ntely�� on paljon ja yleisesti ottaen merionnettomuuksien lukum����r�� on ollut laskeva viime vuosikymmenien aikana. Suuri osa s����ntelyst�� on ollut tehokasta ja parantanut turvallisuuden tasoa maailman merill��. Silti merionnettomuuksia ja muita vaarallisia tapahtumia sattuu edelleen. Nykyist�� s����ntelyj��rjestelm���� voidaan kritisoida monen asian suhteen. Kansainv��lisen s����ntelyn aikaansaaminen ei ole helppoa: prosessi on yleens�� hidas ja tuloksena voi olla kompromissien kompromissi. Kansainv��linen s����ntely on yleens�� reaktiivista eli ongelmakohtiin puututaan vasta kun jokin onnettomuus tapahtuu sen sijaan ett�� se olisi proaktiivista ja pyrkisi puuttumaan ongelmakohtiin jo ennen kuin jotain tapahtuu. IMO:n ty��skentely perustuu kansallisvaltioiden osallistumiseen ja s����ntelyn toimeenpano tapahtuu lippuvaltioiden toimesta. Kansallisvaltiot ajavat IMO:ssa p����asiallisesti omia intressej����n ja s����ntelyn toimeenpanossa on suuria eroja lippuvaltioiden v��lill��. IMO:n kyvytt��myys puuttua havaittuihin ongelmiin nopeasti ja ottaa s����ntelyss�� huomioon paikallisia olosuhteita on johtanut siihen, ett�� esimerkiksi Euroopan Unioni on alkanut itse s����dell�� meriturvallisuutta ja ett�� on olemassa sellaisia alueellisia erityisj��rjestelyj�� kuin PSSA (particularly sensitive sea area ��� erityisen herkk�� merialue). Merenkulkualalla toimii monenlaisia yrityksi��: toisaalta yrityksi��, jotka pyrkiv��t toimimaan turvallisesti ja kehitt��m����n turvallisuutta viel�� korkeammalle tasolle, ja toisaalta yrityksi��, jotka toimivat niin halvalla kuin mahdollista, eiv��t v��lit�� turvallisuusseikoista, ja joilla usein on monimutkaiset ja ep��m����r��iset omistusolosuhteet ja joita vahingon sattuessa on vaikea saada vastuuseen. Ongelma on, ett�� kansainv��lisell�� merenkulkualalla kaikkien yritysten on toimittava samoilla markkinoilla. Vastuuttomien yritysten toiminnan mahdollistavat laivaajat ja muut alan toimijat, jotka suostuvat tekem����n yhteisty��t�� niiden kanssa. V��linpit��m��t��n suhtautuminen turvallisuuteen johtuu osaksi my��s merenkulun vanhoillisesta turvallisuuskulttuurista. Verrattaessa meriturvallisuuden s����ntelyj��rjestelm���� kokonaisuutena tehokkaiden ohjauskeinoihin kriteereihin, voidaan todeta, ett�� monien kriteerien osalta nykyist�� j��rjestelm���� voidaan pit���� tehokkaana ja onnistuneena. Suurimmat ongelmat lienev��t s����ntelyn toimeenpanossa ja ohjauskeinojen kustannustehokkuudessa. Lippuvaltioiden toimeenpanoon perustuva j��rjestelm�� ei toimi toivotulla tavalla, josta mukavuuslippujen olemassa olo on selvin merkki. Ohjauskeinojen, sek�� yksitt��isten ohjauskeinojen ett�� vertailtaessa eri ohjauskeinoja kesken����n, kustannustehokkuutta on usein vaikea arvioida, mink�� seurauksena ohjauskeinojen kustannustehokkuudesta ei ole saatavissa luotettavaa tietoa ja tuloksena voi olla, ett�� ohjauskeino on k��yt��nn��ss�� pienen riskin eliminoimista korkealla kustannuksella. Kansainv��lisen tason meriturvallisuus- (ja merenkulku-) politiikan menettelytavoiksi on ehdotettu my��s muita vaihtoehtoja kuin nykyinen j��rjestelm��, esimerkiksi monitasoista tai polysentrist�� hallintoj��rjestelm����. Monitasoisella hallintoj��rjestelm��ll�� tarkoitetaan j��rjestelm����, jossa keskushallinto on hajautettu sek�� vertikaalisesti alueellisille tasoille ett�� horisontaalisesti ei-valtiollisille toimijoille. Polysentrinen hallintoj��rjestelm�� menee viel�� askeleen pidemm��lle. Polysentrinen hallintoj��rjestelm�� on hallintotapa, jonka puitteissa kaikentyyppiset toimijat, sek�� yksityiset ett�� julkiset, voivat osallistua hallintoon, siis esimerkiksi hallitukset, edunvalvontaj��rjest��t, kaupalliset yritykset jne. Kansainv��linen lains����d��nt�� m����rittelee yleiset tasot, mutta konkreettiset toimenpiteet voidaan p����tt���� paikallisella tasolla eri toimijoiden v��lisess�� yhteisty��ss��. T��m��n tyyppisiss�� hallintoj��rjestelmiss�� merenkulkualan todellinen, kansainv��linen mutta toisaalta paikallinen, toimintaymp��rist�� tulisi otetuksi paremmin huomioon kuin j��rjestelm��ss��, joka perustuu kansallisvaltioiden kesken����n yhteisty��ss�� tekem����n s����ntelyyn. T��llainen muutos meriturvallisuuden hallinnassa vaatisi kuitenkin suurta periaatteellista suunnanmuutosta, jollaisen toteutumista ei voi pit���� kovin todenn��k��isen�� ainakaan lyhyell�� t��ht��imell��.

Utilization of Incident Reporting in The Finnish Maritime Industry

Marine traffic is expected to increase rapidly in the future, both in the Baltic Sea and in the Gulf of Finland. As the number of vessels in the area increases, so does the risk of serious marine accidents. To help prevent such accidents in the future, the International Maritime Organization (IMO) has put forth the International Safety Management Code (the ISM Code), which aims to improve the safety of the vessels. The second work package of the Development of maritime safety culture (METKU) project investigates the effects of the ISM Code and potential areas of improvement in maritime safety. The first phase in the work package used a literature review to determine how maritime safety culture could be improved. Continuous improvement, management commitment and personnel empowerment and motivation were found to be essential. In the second phase, shipping companies and administrators were interviewed. It was discovered that especially incident reporting based on continuous improvement was felt to be lacking. This third phase aims to take a closer look at incident reporting and suggest improvements based on the findings. Both the IMO and national legislation encourage shipping companies in incident reporting, and on the national level a shared incident reporting system (ForeSea) is being pushed forward. The objective of this research project was to find out the IMO���s attitude towards incident reporting, to establish a theoretical framework of reference in incident reporting, and to observe how reporting is actually being employed on the seas. Existing incident reporting systems were also researched. The study was carried out using a literature review and the results previously gathered in interviews. The results of phase two were elaborated further for themes relating to incident reporting. According to the findings of this research, the theoretical background of incident reporting dates back to the early 20th century. Although some theories are widely accepted, some have also received criticism. The lack of a concise, shared terminology poses major difficulties in maritime incident reporting and in determining its efficiency. A central finding is the fact that existing incident reporting focuses mostly on information flow away from the ship, whereas the backward information flow is much less planned and monitored. In incident reporting, both nationally and internationally, stakeholders are plenty. The information produced by these parties is scattered, however, and thus not very usable. Based on this research, the centralizing of this information should be made a priority. Traditionally, the success of incident reporting has been determined statistically, from the number of reported incidents. Yet existing reporting systems have not been designed with such statistical analysis in mind, so different methodologies might yield a more comprehensive view. The previous findings of seafarers and management (including shipping companies and administration) having differing views on safety work and safety management were backed up by the results of this study. Seafarers find seamanship and storytelling important, while management wants a more systematic and broad approach on safety matters. The research project was carried out by the Centre for Maritime Studies of the University of Turku, in the Kotka unit (Maritime Logistics Research), with coordination by the Kotka Maritime Research Centre. The major financiers of the project were the European Union and the city of Kotka. The financing authority was the Regional Council of P��ij��t-H��me. Partners in the project were the shipping companies Finnlines Oyj, Kristina Cruises Oy, Meriaura Oy and VG-Shipping Oy, and the ports of Helsinki, Kotka and Hamina. The partners provided both funding for the project and information for the research.

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.

Intra-organizational knowledge transfer in a Finnish multinational company

The ability of a multinational company to effectively transfer knowledge from one unit to another can create a great source of competitive advantage and is crucial for long-term success. However, in their attempts to disseminate existent knowledge across national boundaries, organizations encounter several obstacles. Especially challenging is the transfer of tacit knowledge, the most valuable kind, as it is embedded in the minds and the behavior of people. The purpose of this study is to identify the main factors and challenges to be considered in intra-organizational knowledge transfer and consequently develop a framework that could be utilized to improve the process. The research is of qualitative nature and it adopts an exploratory approach. The study was further conducted as an intensive single-case study through studying a Finnish multinational company, and the researcher adopted a role as a participant observant in the research setting. Other data collection methods include semi-structured interviews and an online survey. The research findings show that knowledge transfer is currently challenging within the international sales organization of the case company. The majority of knowledge is currently concentrated in the company headquarters, and it is not always systematically distributed to the regional offices abroad. The main factor affecting knowledge transfer seems to be the organizational culture, which does not support or encourage knowledge sharing. The company is struggling in having a common place for information and employees that lack proper social networks have difficulties accessing relevant knowledge. Some recommended improvement suggestions include the institutionalization of knowledge transfer by turning it into an articulated organizational goal, and the implementation of a reward system that includes soft factors, such as teamwork and knowledge sharing behavior. Furthermore, the organizational culture should be more open and supportive in order to reinforce trust. Individuals in regional offices should be given better support by offering them dedicated mentors and increasing the amount of expatriation. Finally, knowledge should actively be codified and stored in commonly shared platforms where it is easily accessible by all employees.

UV-LED -lamppujen soveltuminen laivojen painolastivesien k��sittelyyn

Painolastivesien mukana kulkeutuvien lajien levi��minen on yksi vakavimmista globaaleista ymp��rist��uhkista. Kansainv��linen merenkulkuj��rjest�� IMO m����ritteli vuonna 2004 kansainv��lisen painolastivesiyleissopimuksen, jonka tarkoituksena on ehk��ist�� laivojen painolastivesien mukana kulkeutuvien lajien levi��mist��. Sopimus velvoittaa aluksia k��sittelem����n niiden painolastivedet ja se sis��lt���� my��s k��sittelyj��rjestelmilt�� edellytetyt vaatimukset. Vaikka sopimus ei ole viel�� astunut voimaan, painolastivesien k��sittelyyn l��ytyy markkinoilta jo useita kymmeni�� IMO:n hyv��ksymi�� k��sittelyj��rjestelmi��, jotka hy��dynt��v��t erilaisia mekaanisia, fysikaalisia ja kemiallisia menetelmi��. Yksi yleisimmin k��ytetyist�� menetelmist�� on UV-s��teilytys. UV-s��teily tuotetaan elohopealampuilla, jotka kuitenkin kuluttavat paljon energiaa ja sis��lt��v��t myrkyllist�� elohopeaa. T��m��n ty��n tarkoituksena oli selvitt����, voisiko elohopealamput korvata l��hitulevaisuudessa UV-LED -lampuilla. UV-LED ���lamppujen etuja ovat muun muassa energiatehokkuus, kest��v�� rakenne ja myrkytt��myys. Ty��n t��rkeimp��n�� tavoitteena oli tutkia laboratoriomittausten avulla, millainen UV-annosm����r�� 10-50 ��m kokoisten kasviplanktonien inaktivoimiseen tarvitaan. Mittausj��rjestelyt vastasivat suurelta osin IMO:n vaatimuksia. Laboratoriomittauksissa k��ytettiin 265 nm:n aallonpituudella toimivia UV-LED -lamppuja. N��ytteiden analysoinnissa k��ytettiin sek�� PAM-fluorometri�� ett�� virtaussytometri��. Saatujen tulosten perusteella tutkimuksessa k��ytettyjen lajien Asterionellopsis glacialis ja Thalassiosira sp. t��ydelliseen inaktivoitumiseen tarvittiin noin 600 mJ/cm2 suuruinen UV-annos. Tulos vastasi ennakko-odotuksia ja se oli vertailukelpoinen muiden aiheesta tehtyjen tutkimusten kanssa. Koska nykyisten UV-LED ���lamppujen teho on hyvin alhainen, ne eiv��t viel�� sovellu painolastivesien k��sittelyyn. UV-LED ���lamppujen kehitysty�� on kuitenkin k��ynniss�� ja on arvioitu, ett�� niit�� voitaisiin k��ytt���� suurten virtaamien k��sittelyss�� 5-10 vuoden kuluttua.

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.

L���effectivit�� des Conventions 29, 138 et 182 de l���Organisation internationale du travail sur l�����radication du travail des enfants en Mauritanie

L���objectif de cette ��tude consiste �� d��terminer si les conventions de l���Organisation internationale du travail (OIT) sont effectives en ce qui concerne l�����radication du travail des enfants en Mauritanie. Cette effectivit�� est appr��ci��e en mesurant la r��ception juridique et la r��ception sociale en Mauritanie de la Convention 29 sur le travail forc��, de la Convention 138 sur l�����ge minimum d���admission �� l���emploi et de la Convention 182 sur les pires formes de travail des enfants. La r��ception juridique des conventions est mesur��e par un examen de l���int��gration de leurs dispositions dans le droit national mauritanien. La r��ception juridique comprend ��galement l���appr��ciation du contr��le du respect des conventions en territoire mauritanien. La r��ception sociale fait r��f��rence, quant �� elle, aux strat��gies de mise en ��uvre des conventions de l���OIT par le Gouvernement mauritanien �� travers ses programmes et ses politiques. Notre analyse d��montre que l���effectivit�� des Conventions 29, 138 et 182 de l���OIT en ce qui concerne l�����radication du travail des enfants en Mauritanie est, selon nous, partielle. Dans l���ensemble, la situation tend �� s���am��liorer et le Gouvernement mauritanien tente de respecter l���esprit de ces conventions et de leur faire ��cho dans le droit national. Toutefois, il n���existe pas beaucoup d���information sur l���impact des programmes mis en place pour ��radiquer le travail des enfants.