5 research outputs found
Growth and characterization of high quality LuVO3 single crystals
No full textThe floating zone method using an image furnace under reducing atmosphere has proven successful in growing high-quality LuVO 3 single crystals with the largest dimensions to date. Crystals of several mm 3 in dimension, and thus large enough for Resonant X-ray Scattering measurements have been obtained, and the growth strategy, described in detail, could be in principle easily extendable to other members of the REVO 3 perovskite class. Crystal quality was checked by Laue photographs and structural analysis of LuVO 3 was performed by single-crystal X-ray diffraction. © 2012 ElsevierB.V. All rights reserved
Launching Systematic Transport in Order to Raise Efficiency Illustrated by the Example of ACE Logistics Estonia AS
No full textKäesoleva lõputöö uurimuse eesmärgiks oli pakkuda kahepoolne lahendus Tallinna ja Vantaa terminalide vahel, et parandada terminalide vahelist kaubavoogude liikumist efektiivsuse tõstmiseks. Autor pakkus välja probleemi lahenduse lähtudes Nicholas Garberi ja Lester Hale raamatu “Traffic and Highway engineering. Fifth edition” pärit teoreetilisest mudelist. Uurimisprobleem ja lahendus on pakutud välja juhtumuuringu põhjal, kus andmekogumis meetoditena tulid kasutusele vaatlus, andmeanalüüs, küsimustikud ja intervjuud. Mille käigus kogus autor infot kauba liikumiste ja koguste kohta, selgitas välja ettevõtete nõudmised ning soovid, millest lähtudes sai panna paika kriteeriumid, millest pakutav lahendus peab lähtuma. Autor nägi vajadust vahetada välja varem kasutusel olnud allhankija, mille rakendamine tõi ettevõttele ACE Logistics Estonia AS kaasa suuna kasumlikkuse tõusu. Mõlemapoolse lahenduse pakkumiseks peab autor parimaks lahenduseks panna suunale Tallinn-Vantaa-Tallinn liikuma tagaluuk auto, mis võimaldaks kaubad Eestist Soome toimetada juba öösel, mis tõttu oleks võimalik kaupade edasine toimetamine juba järgmisel päeval järgmistesse terminalidesse ja kliendid Helsinki piirkonnas saaksid 1 tööpäevaga kauba kätte ning neil oleks võimalus ka järgmiseks päevaks kaup Tallinna toimetada. Tagaluuk auto jõuaks Vantaa terminalist tagasi Tallinna terminali juba lõuna paiku, kus on võimalik kaup suunata edasi Tallinnast igapäevaselt väljuvatele Poola ja Saksamaa autodele ning seeläbi suudetaks klientidele pakkuda väga häid tarneaegu. Hetkel kui kaupa veel ei ole piisavalt tagaluuk auto tööle panemiseks pakub autor välja 100 arvestusliku kg hinna, millele lisanduvad terminali käsitluskulud, kuid millega on võimalik Soome ettevõttel DACHSER Finland Oy oma klientide kaupa siiski Tallinna terminali saata ja Eesti ettevõtte transpordikorraldaja ülesandeks on mõne allhankijaga kaup Vantaa terminalist peale korjata ning Tallinna terminali tuua ning siis vastavalt sihtkohale edasi saata. Ettevõtetele ACE Logistics Estonia AS ja DACHSER Finland Oy pakutud lahendus aitab juba toimivat suunda Tallinn-Vantaa elavdada ja suurendada kaubamahtu, mis aitab kaasa kaupade konsolideerimisele. Samuti saab lahenduse varem puudunud Vantaa-Tallinn suund. Pakutud lahendus lepingulise allhankijaga saab parema lahenduse klientide ja müügitöötajate jaoks, saades pakkuda järgmise päeva vedu Helsingi või Tallinna piirkonda. Töö algul püstitas töö autor hüpoteesi, et kauba saatmine Soomest läbi Eesti sihtkohtadesse nagu Poola, Rumeenia, Ungari, Slovakkia ja Balti riigid on kulusäästlikum ja lühema tarneaejaga, kui läbi Saksamaa Bad Salzufleni terminali. Pakutud hüpotees osutus tõeseks vaid pooleldi. Autor arvutas kulud erinevate riikide postikoodidele nagu Saksamaa, Poola, Rumeenia, Ungari, Slovakkia, Sloveenia, Serbia, Tšehhi, Valgevene, Läti, Leedu läbi mõlema terminali. Hüpoteesis pakutud riikidest osutusid tõeseteks vaid Läti, Leedu ja Poola erinevad sihtkohad. Läti ja Leedu postikoodidele saates oli kulusääst läbi Tallinna terminal vastavalt 40-50% ja 25-30% ning tarneaeg väheneks 2-3 tööpäeva. Poola sihtkohtadesse oleks kulusääst 10-15% ning tarneaeg lühem 1-2 tööpäeva. Rumeenia ja Slovakkia kulusäästu kaasa ei tooks ning ka tarneaeg pikeneks 1 tööpäeva võrra. Ungari puhul oleks läbi Tallinna saatmine kallim isegi 8-9% ja tarneaeg pikem 1-2 tööpäeva. Positiivseteks üllatusteks tulid aga riigid angu Valgevene, Serbia, Tšehhi ja Saksamaa Berliini ümbrus, milled puhul oleks kulusääst 2-18% ning tarneaeg kas sama nagu Saksamaa kaudu või lühem. Pakutud lahenduse vajalikkuse tõestuseks tehtud analüüs võiks olla ajendiks Soome ettevõttele DACHSER Finland Oy nõustuda autori pakutud 100 arvestusliku kg hinnaga ning tagaluugi puhul laadimismeetri hinnaga ning kui mahud on kasvanud, siis vajadusel hakata korraldama ise omapoolset liiklust Tallinna suunal.At the beginning of year 2014 DACHSER GmbH & Co. KG and ACE Logistics Estonia AS started a joint venture called DACHSER Finland Oy. This opened the possibility to represent DACHSER GmbH & Co. KG transport network in Finland, as ACE Logistics Estonia AS does in Estonia. It also allowed for ACE Logistics Estonia AS to open Tallinn-Vantaa line for its clients. Vantaa-Tallinn line does not exist yet. The title of the current thesis is "Launching Systematic Transport in Order to Raise Efficiency Illustrated by the Example of ACE Logistics Estonia AS". The subject of the thesis came up with author's day-to-day work. When ACE Logistics Estonia AS needed to efficiently launch Finnish line, it was the author's task to handle that line. After three months of work, newly started line had problems with high costs because of low volume of shipments. Based on these problems, the author started looking for solutions to improve the efficiency of already working system, therefore raising company's profit. The aim of this thesis was to offer a two-way solution between Tallinn and Vantaa terminal and raise the efficiency of systematic commodity flow. Author offered a solution to this problem, based on theoretical model from the book "Traffic and Highway engineering. Fifth edition" by Nicholas Garber and Lester Hale. Research problem and solution are offered according to a case-study, where data collection methods like observation, data analysis, questionnaire and interview were used. During this study, author collected info about shipments and daily load meters, found out enterprises needs and ambitions. According to this info, author could set the criterion, from which the solution should be based on. Author saw the need to change the subcontractor, which resulted in ACE Logistics Estonia AS profitability raise for that line. For the two-way solution, author sees the need to start a tail-lift truck in Tallinn-Vantaa-Tallinn line. This change would offer the possibility to transport the commodities from Finland to Estonia during the night and to next terminals already on the next day. Clients in Helsinki area could get their goods to Tallinn area with 1 working day and vice versa. Tail-lift truck, coming from Vantaa would arrive in Tallinn terminal around mid-day, so there is an opportunity to direct the goods to daily Poland and Germany trucks, offering the clients faster delivery times. At the moment, when there aren't that many orders to support a tail-lift truck, author offers a calculated kg price 6,8 €/100ch.kgs to which terminal handling fees are added. DACHSER Finland Oy could send their clients commodities to Tallinn terminal and Estonian freight forwarder's responsibility is to find a sub-contractor that brings goods from Vantaa terminal to Tallinn terminal and then direct these goods according to destination. The solution, offered to ACE Logistics Estonia AS and DACHSER Finland Oy, improves the already working Tallinn-Vantaa line and increases the volume of goods. That helps consolidate these goods and brings down the cost per load meter. This also helps to create the new Vantaa-Tallinn line. This solution with contracted sub-contractors brings the oppurtunity for clients and salesmen to offer next day delivery to Helsinki or Tallinn area. At the beginning of the thesis, author offered a hypothesis, that sending goods from Finland through Estonia to destinations like Poland, Romania, Hungary, Slovakia, and Baltic countries is more cost efficient and faster than sending through Bad Salzuflen terminal, Germany. This hypothesis proved to be half true. Author analysed costs with postal codes to Germany, Poland, Romania, Hungary, Slovakia, Slovenia, Serbia, Czech Republic, Belarus, Latvia, Lithuania, through both terminals. Hypothesis proved to be true for Latvia, Lithuania and Poland. Sending to postal codes in Latvia and Lithuania, through Tallinn terminal, the cost efficiency was respectively 40-50% and 25-30%, with delivery time shortening by 1-2 work days. Costs efficiency, when sending to Poland would be 10-15% and delivery time shorter by 1-2 workdays. Sending to Romania and Slovakia proved no more efficient and delivery time got longer by 1 working day. Sending to Hungary would be 8-9% more costly and delivery time would increase by 1-2 workdays. Positive suprise were countries like Belarus, Serbia, Czech republic and Germany Berlin area, for which cost efficiency would improve 2-18% and delivery time shorter or the same, if sending through Germany. The analysis made for the offered solution could be the incentive for DACHSER Finland Oy to accept author's calculated 100kg chargeable weight cost and in tail-lift truck's loading meter cost. After the volumes rise, DACHER Finland Oy could start managing their line to Tallinn themselves
The pictorial wit of Domenico Tiepolo
No full textThis thesis takes a new approach to Domenico Tiepolo’s (1727-1804), Divertimento Per li Regazzi (c.1795-1804), it is arguably the artists most enigmatic graphic work, which features the commedia dell’arte character Pulcinella. The drawings have hitherto been subject to rigorous connoisseurial analysis. Indeed, in his introduction to ten of the drawings in a catalogue of Italian Eighteenth-Century Drawings in The Robert Lehman Collection at the Metropolitan Museum of Art, New York, James Byam Shaw states that this particular series of drawings has now become so famous ‘that it is hardly necessary to add to the literature of the series.’1 In my opinion it would be a great pity if future generations of scholars were discouraged by this remark, for I believe the drawings still have much to ‘tell’ the contemporary art historian and would further benefit from increasingly interpretative readings. Previously, scholars have regarded Domenico Tiepolo as an imitator of his father, Giambattista Tiepolo (1696-1770), and interpreted the re-appropriation of motifs in the Divertimento as signs of old age and fatigue. I suggest, on the contrary, that in this series of drawings in particular, Domenico was an innovator.
This project carves out new territories within the study of the series in that it focuses on the playful nature of the drawings, and how the suite can be understood in relation to contemporary theory concerning games and play, and ludic musical/improvisatory forms. Additionally, the drawings are discussed as a case history in a now popular emerging dialectic on the late works of aged artists: here I consider how these drawings, often funny, poignant, sensitive and delicate reveal how the elderly painter reconciles himself not only to the passing of his own life and the extinction of his family line but to an entire political, cultural and visual tradition
The patrimonial responsibility subsidiary of the state in the criminal proceeding and the third civil party
No full textEste estudio analiza si el tercero civil en el proceso penal es el mecanismo idóneo para garantizar el derecho de las víctimas a la reparación en los procesos por delitos cometidos por agentes del Estado en ejercicio de funciones o cargos públicos, en el contexto de los sistemas jurídicos de Colom-bia y España al margen de los mecanismos de control judicial que, como la acción de reparación directa, establece la jurisdicción de lo contencioso administrativo. El estudio determina que, aunque la figura procesal adecuada para la vinculación del Estado en esos procesos penales es el tercero civilmente responsable, por la cual aboga el autor del trabajo, en el sistema jurídico colombiano no se puede aplicar esa institución. Al final, se hace una propuesta sobre el asunto.This paper analyzes whether if the third party civil in the criminal proce-eding is the ideal mechanism to guarantee the victims’ right to reparation in the proceedings for crimes committed by agents of the State in the exer-cise of public functions or positions, in the context of the legal systems of Colombia and Spain outside the mechanisms of judicial control, like the action of direct reparation that establishes the jurisdiction of the adminis-trative contentious. The article determines that, although the appropriate procedural figure for the State’s involvement in these criminal proceedings is the third civilly responsible, like the author of this academic article de-fend, in the Colombian legal system that institution cannot be applied. In the end, a proposal is made on the matter
The patrimonial responsibility subsidiary of the state in the criminal proceeding and the third civil party
No full textEste estudio analiza si el tercero civil en el proceso penal es el mecanismo idóneo para garantizar el derecho de las víctimas a la reparación en los procesos por delitos cometidos por agentes del Estado en ejercicio de funciones o cargos públicos, en el contexto de los sistemas jurídicos de Colom-bia y España al margen de los mecanismos de control judicial que, como la acción de reparación directa, establece la jurisdicción de lo contencioso administrativo. El estudio determina que, aunque la figura procesal adecuada para la vinculación del Estado en esos procesos penales es el tercero civilmente responsable, por la cual aboga el autor del trabajo, en el sistema jurídico colombiano no se puede aplicar esa institución. Al final, se hace una propuesta sobre el asunto.This paper analyzes whether if the third party civil in the criminal proce-eding is the ideal mechanism to guarantee the victims’ right to reparation in the proceedings for crimes committed by agents of the State in the exer-cise of public functions or positions, in the context of the legal systems of Colombia and Spain outside the mechanisms of judicial control, like the action of direct reparation that establishes the jurisdiction of the adminis-trative contentious. The article determines that, although the appropriate procedural figure for the State’s involvement in these criminal proceedings is the third civilly responsible, like the author of this academic article de-fend, in the Colombian legal system that institution cannot be applied. In the end, a proposal is made on the matter
