Työssäoppimisen arki teknillisten alojen 2 asteen ammatillisissa oppilaitoksissa

Kehittämishankkeemme nimi on Työssäoppimisen arki teknillisten alojen 2 asteen ammatillisissa oppilaitoksissa. Opettajan näkökulma. Työelämän ammattitaitovaatimuksissa on viimeisten vuosien aikana tapahtunut paljon muutoksia eikä muutosnopeus näytä laantumisen merkkejä. Siksi ammatillisen koulutuksen on sopeuduttava muuttuvaan maailmaan ja se aiheuttaa paljon paineita niin koulutukselle, työpaikkaohjaajille kuin opiskelijoillekin. Opettajien on seurattava entistä tarkemmin työelämän muutoksia, ja tässä auttaa työssäoppimisalueen tunteminen sekä sen kehittämisessä mukana oleminen. Opiskelijaryhmät ovat nykyään paljon heterogeenisempiä ja siksi opettajalla täytyy olla hyvät kontaktit työelämään, jotta erilaisista lähtökohdista tuleville opiskelijoille osataan valita heille sopivat työssäoppimispaikat. Työssäoppiminen nykymuodossaan haastaa opettajan ja opettajuuden, koska opettaja joutuu toimimaan lähes yksinään laajassa työssäoppimisen kentässä, lisäksi hän joutuu opiskelemaan uudenlaisia pedagogisia taitoja selvitäkseen muuttuvassa työelämässä. Kehittämishankkeemme antaa lukijalle syvällisemmän kuvan siitä, millaista on 2 asteen opettajan arki, kun hän toimii opiskelijoiden ja työpaikan edustajien joukossa. Olemme ensin käyneet kirjallisuuden kautta läpi alan valtakunnallisia käytänteitä ja laki- ja määritelmäkirjoa. Sitten paneudumme tarkemmin siihen millaista 2 asteen am-matillisessa koulutuksessa työssäoppiminen on käytännössä

A Novel Approach to Reduce the Environmental Footprint of Maritime Shipping

Maritime shipping is a strategic sector with a strong international vocation and management. The need to define regulations valid for many different countries without generating disparities of treatment slowed down the formulation of environmental regulations, especially for atmospheric emissions. In particular, regulations pertaining to the reduction of sulphur compounds allowed two distinct approaches: the use of low-sulphur fuels or exhaust gas cleaning systems, the so-called Scrubbers. The actual implementation of these solutions presents specific concerns either related to the toxicity of atmospheric by-products and to the fuel cost or to the generation of polluting washwaters that may need treatment before discharge. In this paper we analyzed the potential environmental benefit deriving from the use of a distillate fuel, not compliant with current IMO Sulphur Regulations, together with a Scrubber. The pilot-scale experimental results indicated that a limited amount of water and/or scrubber volume is needed to reduce sulphur emissions below regulations on maritime shipping, especially with the addition of NaOH reaching a water-saving between 25%-33% compared to the use of pure seawater. Experiments indicated that scrubber washwater PAHs emissions are within the available water quality standards indicated by EU and USA guidelines. A bottom-up analysis on heavy metals concentration shed light on the prominent role of metal-parts corrosion on the washwater emissions. Taking into account for corrosion phenomena, the actual heavy metals concentration in the washwater deriving from scrubbing was normally below the water quality standards

Quantification and physical analysis of nanoparticle emissions from a marine engine using different fuels and a laboratory wet scrubber

A marine test-bed diesel engine was used to study how international fuel sulfur content (FSC) regulations and wet scrubbing can affect physical properties of submicron exhaust particles. Particle size distributions, particle number and mass emission factors as well as effective densities of particulate emissions were measured for three distillate fuels of varying FSC and a laboratory wet scrubber. While particle number concentrations were reduced by up to 9% when switching to low FSC fuels, wet scrubbing led to increased ultrafine particulate emissions (<30 nm). Exhaust processed through the scrubber was also found to have particles with greater effective densities, a result that directly contradicts the particulate characteristics of low FSC fuel emissions. The results demonstrate that alternative pathways to comply with marine FSC regulations can have opposing effects and thus may have very different implications for important atmospheric processes. The relevance for air quality, and the potential implications for cloud and climate interactions are discussed

Changes in CCN activity of ship exhaust particles induced by fuel sulfur content reduction and wet scrubbing

Maritime transport remains a large source of airborne pollutants, including exhaust particles that can act as cloud condensation nuclei (CCN). While primary diesel engine exhaust particles are generally considered hydrophobic, international regulations targeting a reduction of particulate emissions from ships may have secondary effects, and therefore influence how exhaust interacts within the atmosphere. The effect of international fuel sulfur content (FSC) regulations on the cloud forming abilities of exhaust particles was investigated using a marine test engine operating on compliant low FSC fuels, non-compliant high FSC distillate fuels and in conjunction with a marine wet scrubber (fresh- and seawater). Particle sizing and liquid droplet activation measurements reveal that compliance measures can have opposing effects on the CCN activity of exhaust particles. For a non-compliant, high FSC fuel, wet scrubbing leads to an increase in CCN activity but not to significant increases in CCN emission factors. However, switching to low FSC fuels resulted in emissions of highly hydrophobic particles, causing a significant reduction in CCN activity resulting in smaller CCN emission factors by at least one order of magnitude. Our observations are supported by chemical analysis of exhaust particles using scanning transmission X-ray microscopy and near edge X-ray absorption fine structure (STXM/NEXAFS) spectra. Potential implications of effects on ship exhaust particles for cloud and climate interactions due to different compliance measures are discussed

Model-based pattern speed estimates for 38 barred galaxies

We have modelled 38 barred galaxies by using near-IR and optical data from the Ohio State University Bright Spiral Galaxy Survey. We constructed the gravitational potentials of the galaxies from $H$-band photometry, assuming constant mass-to-light ratio. The halo component we chose corresponds to the so called universal rotation curve. In each case, we used the response of gaseous and stellar particle disc to rigidly rotating potential to determine the pattern speed. We find that the pattern speed of the bar depends roughly on the morphological type. The average value of corotation resonance radius to bar radius, $\mathcal{R}$, increases from $1.15 \pm 0.25$ in types SB0/a -- SBab to $1.44 \pm 0.29$ in SBb and $1.82\pm 0.63$ in SBbc -- SBc. Within the error estimates for the pattern speed and bar radius, all galaxies of type SBab or earlier have a fast bar ($\mathcal{R} \le 1.4$), whereas the bars in later type galaxies include both fast and slow rotators. Of 16 later type galaxies with a nominal value of $\mathcal{R} > 1.4$, there are five cases, where the fast rotating bar is ruled out by the adopted error estimates. We also study the correlation between the parameter $\mathcal{R}$ and other galactic properties. The clearest correlation is with the bar size: the slowest bars are also the shortest bars when compared to the galaxy size. A weaker correlation is seen with bar strength in a sense that slow bars tend to be weaker. These correlations leave room for a possibility that the determined pattern speed in many galaxies corresponds actually that of the spiral, which rotates more slowly than the bar. No clear correlation is seen with either the galaxy luminosity or colour.Comment: 18 pages, 13 figures, accepted for publication in MNRA

Effects of seawater scrubbing on a microplanktonic community during a summer-bloom in the Baltic Sea

The International Maritime Organization (IMO) has gradually applied stricter regulations on the maximum sulphur content permitted in marine fuels and from January 1, 2020, the global fuel sulphur limit was reduced from 3.5% to 0.5%. An attractive option for shipowners is to install exhaust gas cleaning systems, also known as scrubbers, and continue to use high sulphur fuel oil. In the scrubber, the exhausts are led through a fine spray of water, in which sulphur oxides are easily dissolved. The process results in large volumes of acidic discharge water, but while regulations are focused on sulphur oxides removal and acidification, other pollutants e.g. polycyclic aromatic hydrocarbons, metals and nitrogen oxides can be transferred from the exhausts to the washwater and discharged to the marine environment. The aim of the current study was to investigate how different treatments of scrubber discharge water (1, 3 and 10%) affect a natural Baltic Sea summer microplanktonic community. To resolve potential contribution of acidification from the total effect of the scrubber discharge water, “pH controls” were included where the pH of natural sea water was reduced to match the scrubber treatments. Biological effects (e.g. microplankton species composition, biovolume and primary productivity) and chemical parameters (e.g. pH and alkalinity) were monitored and analysed during 14 days of exposure. Significant effects were observed in the 3% scrubber treatment, with more than 20% increase in total biovolume of microplankton compared to the control group, and an even greater effect in the 10% scrubber treatment. Group-specific impacts were recorded where diatoms, flagellates incertae sedis, chlorophytes and ciliates increased in biovolume with increasing concentrations of scrubber water while no effect was recorded for cyanobacteria. In contrast, these effects was not observed in the “pH controls”, a suggestion that other parameters/stressors in the scrubber water were responsible for the observed effects

Photometric scaling relations of lenticular and spiral galaxies

Photometric scaling relations are studied for S0 galaxies and compared with those for spirals. New 2D K_s-band multi-component decompositions are presented for 122 early-type disk galaxies. Combining with our previous decompositions, the final sample consists of 175 galaxies. As a comparison sample we use the Ohio State University Bright Spiral Galaxy Survey (OSUBSGS), for which similar decompositions have previously been made by us. Our main results are: (1) Important scaling relations are present, indicating that the formative processes of bulges and disks in S0s are coupled like has been previously found for spirals. (2) We obtain median r_{eff}/h_r = 0.20, 0.15 and 0.10 for S0, S0/a-Sa and Sab-Sc galaxies: these are smaller than predicted by simulation models in which bulges are formed by galaxy mergers. (3) The properties of bulges of S0s are different from the elliptical galaxies, which is manifested in the M_K(bulge) vs r_{eff} relation, in the photometric plane, and to some extent also in the Kormendy relation. The bulges of S0s are similar to bulges of spirals with M_K(bulge) < -20 mag. Some S0s have small bulges, but their properties are not compatible with the idea that they could evolve to dwarfs by galaxy harassment. (4) The relative bulge flux B/T for S0s covers the full range found in the Hubble sequence. (5) The values and relations of the parameters of the disks of the S0 galaxies in NIRS0S are similar to those obtained for spirals in the OSUBSGS. Overall, our results support the view that spiral galaxies with bulges brighter than -20 mag in the K-band can evolve directly into S0s, due to stripping of gas followed by truncated star formation.Comment: Accepted to MNRAS, includes a big figure in electronic form, not included her

Genome-wide association and Mendelian randomisation analysis provide insights into the pathogenesis of heart failure

Heart failure (HF) is a leading cause of morbidity and mortality worldwide. A small proportion of HF cases are attributable to monogenic cardiomyopathies and existing genome-wide association studies (GWAS) have yielded only limited insights, leaving the observed heritability of HF largely unexplained. We report results from a GWAS meta-analysis of HF comprising 47,309 cases and 930,014 controls. Twelve independent variants at 11 genomic loci are associated with HF, all of which demonstrate one or more associations with coronary artery disease (CAD), atrial fibrillation, or reduced left ventricular function, suggesting shared genetic aetiology. Functional analysis of non-CAD-associated loci implicate genes involved in cardiac development (MYOZ1, SYNPO2L), protein homoeostasis (BAG3), and cellular senescence (CDKN1A). Mendelian randomisation analysis supports causal roles for several HF risk factors, and demonstrates CAD-independent effects for atrial fibrillation, body mass index, and hypertension. These findings extend our knowledge of the pathways underlying HF and may inform new therapeutic strategies

Genome-wide association and Mendelian randomisation analysis provide insights into the pathogenesis of heart failure

Heart failure (HF) is a leading cause of morbidity and mortality worldwide. A small proportion of HF cases are attributable to monogenic cardiomyopathies and existing genome-wide association studies (GWAS) have yielded only limited insights, leaving the observed heritability of HF largely unexplained. We report results from a GWAS meta-analysis of HF comprising 47,309 cases and 930,014 controls. Twelve independent variants at 11 genomic loci are associated with HF, all of which demonstrate one or more associations with coronary artery disease (CAD), atrial fibrillation, or reduced left ventricular function, suggesting shared genetic aetiology. Functional analysis of non-CAD-associated loci implicate genes involved in cardiac development (MYOZ1, SYNPO2L), protein homoeostasis (BAG3), and cellular senescence (CDKN1A). Mendelian randomisation analysis supports causal roles for several HF risk factors, and demonstrates CAD-independent effects for atrial fibrillation, body mass index, and hypertension. These findings extend our knowledge of the pathways underlying HF and may inform new therapeutic strategies