Finnish Critical Industries, Maritime Transport Vulnerabilities and societal Implications

Maritime transports are very essential for Finland as over 80% of the foreign trade in the country is seaborne and possibilities to carry out these transports by are limited. Any disruption in maritime transports has negative consequences to many sectors in the Finnish economy. Maritime transport thus represents critical infrastructure for Finland. This report focuses on the importance of maritime transports on security of supply in Finland and for the so called critical industries in particular. The report summarizes the results of the Work Package 2 of the research project STOCA – “Study of cargo flows in the Gulf of Finland in emergency situations”. The aim of the research was to analyze the cargo flows and infrastructure that are vital for maintaining security of supply in Finland, as well as the consequences of disruptions in the maritime traffic for the Finnish critical industries and for the Finnish society. In the report we give a presentation of the infrastructure and transport routes which are critical for maintaining security of supply in Finland. We discuss import dependency of the critical industries, and the importance of the Gulf of Finland ports for Finland. We assess vulnerabilities associated with the critical material flows of the critical industries, and possibilities for alternative routings in case either one or several of the ports in Finland would be closed. As a concrete example of a transport disruption we analyze the consequences of the Finnish stevedore strike at public ports (4.3.–19.3.2010). The strike stopped approximately 80% of the Finnish foreign trade. As a result of the strike Finnish companies could not export their products and/or import raw materials, components and spare parts, or other essential supplies. We carried out personal interviews with representatives of the companies in Finnish critical industries to find out about the problems caused by the strike, how companies carried out they transports and how they managed to continue their operations during the strike. Discussions with the representatives of the companies gave us very practical insights about companies’ preparedness towards transport disruptions in general. Companies in the modern world are very vulnerable to transport disruptions because companies regardless of industries have tried to improve their performance by optimizing their resources and e.g. by reducing their inventory levels. At the same time they have become more and more dependent on continuous transports. Most companies involved in foreign trade have global operations and global supply chains, so any disruption anywhere in the world can have an impact on the operations of the company causing considerable financial loss. The volcanic eruption in Iceland in April 2010 stopping air traffic in the whole Northern Europe and most recently the earth quake causing a tsunami in Japan in March 2011 are examples of severe disruptions causing considerable negative impacts to companies’ supply chains. Even though the Finnish stevedore strike was a minor disruption compared to the natural catastrophes mentioned above, it showed the companies’ vulnerability to transport disruptions very concretely. The Finnish stevedore strike gave a concrete learning experience of the importance of preventive planning for all Finnish companies: it made them re-think their practical preparedness towards transport risks and how they can continue with their daily operations despite the problems. Many companies realized they need to adapt their long-term countermeasures against transport disruptions. During the strike companies did various actions to secure their supply chains. The companies raised their inventory levels before the strike began, they re-scheduled or postponed their deliveries, shifted customer orders between production plants among their company’s production network or in the extreme case bought finished products from their competitor to fulfil their customers’ order. Our results also show that possibilities to prepare against transport disruptions differ between industries. The Finnish society as a whole is very dependent on imports of energy, various raw materials and other supplies needed by the different industries. For many of the Finnish companies in the export industries and e.g. in energy production maritime transport is the only transport mode the companies can use due to large volumes of materials transported or due to other characteristics of the goods. Therefore maritime transport cannot be replaced by any other transport mode. In addition, a significant amount of transports are concentrated in certain ports. From a security of supply perspective attention should be paid to finding ways to decrease import dependency and ensuring that companies in the critical industries can ensure the continuity of their operations.

Bridging infrastructural gaps in Central America: prospects and potential for maritime transport

Includes bibliography

Transport planning and its impact on city competitiveness

The economic and productive development of a region is closely tied to its transport infrastructure. Adequate transport infrastructure enables companies to increase their production levels as a result of lowered logistical costs, inventory savings and access to larger supply and labour markets. The competitiveness of a city depends on elements of its economy and other aspects such as social disciplines. Despite being a rather broadly defined concept, it is widely used to categorise and compare cities, projecting the image of a prosperous city in the public eye. The aim of this issue of the Bulletin is to identify the role played by investments in transport in the competitiveness of a specific city and to demonstrate the need for adequate transport planning to ensure that economic development does not interfere with the quality of life of city dwellers.

Perfil de la infraestructura logística de Colombia

En el siguiente documento se presenta una caracterización detallada sobre la situación de la infraestructura logística de Colombia, partiendo del estado en el cual se encuentra a nivel nacional y luego evidenciando, en lo posible, las ventajas y retos que existen con respecto a Latino América y el mundo. Actualmente Colombia presenta un rezago en su infraestructura, sus redes viales no son suficientes ni aptas para las operaciones de las empresas, las líneas férreas son obsoletas, las zonas portuarias no logran tener interconexiones óptimas con el centro del país y la capacidad de las terminales aéreas son un factor de retraso en actividades comerciales. Así mismo, la presencia de las zonas francas y de los parques industriales es menor con respecto a la importancia que estos tienen para el comercio nacional e internacional. Se revisarán cada uno de los modos de transporte: Red vial, red ferroviaria, transporte marítimo, red fluvial y sistema aéreo, en conjunto con la infraestructura que requiere cada uno para lograr ser eficientes y competitivos. Para cada modo se exponen sus antecedentes, la infraestructura, los equipos y tipos de cargas manejados en el país, los problemas y retos que se deben enfrentar, así como los aspectos legales que lo rodean y los planes a futuro. De igual forma, es importante estudiar las zonas francas y parques industriales como modos de apoyo y facilitadores para llevar a cabo el comercio de manera más efectiva y competitiva. Se presentará, al igual que en los modos de transporte, un resumen de los antecedentes, los problemas y retos más determinantes, la normativa legal que los acoge y los planes y políticas establecidos para los próximos años. Como parte importante del tránsito de mercancías para el comercio entre naciones, la zona sur del país es caracterizada para dar un diagnóstico actual de su infraestructura y de cómo esta afecta las operaciones. Finalmente, se pretende dar un panorama del cumplimiento de los proyectos establecidos por el gobierno en su Política Nacional Logística y en las políticas relacionadas con infraestructura y transporte, completando así, el diagnóstico de la infraestructura logística de Colombia. xii Lo anterior pretende evidenciar el desfase que existe entre el crecimiento económico y la infraestructura logística colombiana, que en conjunto con los sistemas de transporte y los medios de apoyo al comercio, resulta en una pérdida de competitividad del país a nivel internacional.

A Study On The Flow Characteristics Influenced By Hydraulic Structure At A Channel Junction

Natural riversare consisting of various networks as junction andstreams. And sediment and erosion are occurred by specific stream condition. When flood season,large discharge flew in the river and river bed changed by high flow velocity. Especially junction area’s flow characteristics are very complex. The purpose of this study is to analyze the flow characteristics in channel junction, which are most influenced by large discharge like flooding and input water from tributary. We investigate the flow characteristics by using hydrodynamics and transport module in MIKE 3 FM. MIKE 3 FM model was helpful tool to analysis 3D hydrodynamics, erosion and sediment effect from channel bed. We analyze flow characteristics at channel junction. Also we consider hydraulic structures like a bridge pier which is influencing flow characteristics like a flow velocity, water level, erosion and scour depth in channel bed. In the model, we controlled discharge condition according to Froude Number and reflect various grain diameter size and flow ratio change in main stream and tributary. In the result, flow velocity, water level, erosion and sediment depth are analyzed. Additionally, we suggest a these result relationship with equations. This study will help the understand flow characteristics and influence of hydraulic structure in channel junction. Acknowledgments This research was supported by a grant (12-TI-C01) from Advanced Water Management Research Program funded by Ministry of Land, Infrastructure and Transport of Korean government.

Atuação profissional e vivência do cirurgião-dentista na estratégia do programa de saúde da família

The purpose of this research was to analyze the working profile of dentists from the Family Health Program (PSF Programa de Saúde da Família, Brasil) of some Municipal Districts of Rio Grande do Norte (Brazil) in order to understand the way they handle the experience acquired with the work developed in that Program. This discussion evolves a reflection about the perspectives of consolidation of the FHP as well as the possible advancements of the Brazilian Unified Health System (SUS - Sistema Único de Saúde). The target population was composed of dentists from the FHP of Rio Grande do Norte. Thus we performed twenty-one interviews orientated by a semi-structured guidebook with open questions and identification data. We opted for recording the speech of all the professionals in order to ensure the accuracy of the information gathered. The main results found were: predominance in the female gender; the majority of dentists has no post graduation courses; in those few cases of dentists with some post-graduation a lack of correlation with Public or Collective Health was observed; the dentists interviewed present a profile directed to clinical activities; the dentists used to develop basic restorative and periodontic treatment, simple surgeries and educative and preventive activities, even though the last two ones are carried out in an extremely traditional way (lectures and topical application of fluoride). In addition, as biggest difficulties to manage the work dentists pointed out the lack of permanent and consumer material, inadequate infrastructure, no transport to take them to distant places, no integration with the Health Family Team, technical difficulty such to perform educative and preventive activities as to provide adequate service to a repressed lawsuit. The results indicate the existence of a necessity to lead them to reflect and redirect their practices. In order to reach this aim it must be considered as initial measure the investment and encouragement toward to permanent education as well as a close follow-up and evaluation of the actions developed by them

Las demandas de inversión pública y la cohesión social. El caso de Perú

Incluye bibliografía

A influência do estado no crescimento da economia do setor mineral: o caso da CVRD de 1942 a 2010

O presente trabalho tem como tema “a influência do Estado no crescimento da economia do setor mineral: o caso da CVRD de 1942 a 2010”. Para orientar a pesquisa e a construção da tese foi estabelecido o problema: que mudanças ocorreram no plano legal e institucional, no Brasil e no Pará, a partir de 1990, que podem ser interpretadas como componentes de um novo modo de regulação e que transformações se processaram na economia, no Brasil e no Pará, que podem ser interpretadas como parte do processo de constituição de um novo regime de acumulação e de que forma essas alterações estão relacionadas com o processo de privatização e crescimento da mineração, sob a gestão da CVRD ou Vale? Como marco teórico operou-se com as categorias de análise regime de acumulação e modo de regulação, considerando as contribuições de Lipetz (1988) e Harvey (1998) da denominada escola da regulação. O objetivo era compreender as mudanças na economia e na legislação, no Brasil e no Pará, como uma transição do regime de acumulação e modo de regulação fordista-keyneiano para um novo regime denominado de acumulação flexível. Selecionou-se um conjunto de eventos para serem analisados como integrantes da transição no modo de regulação: Plano de estabilização econômica; reforma constitucional de 1995; Lei Complementar n° 87/96 - a Lei Kandir; Medida Provisória nº 2166/67 que criou o conceito de obras de utilidade pública; Resolução do Conama nº 369 sobre mineração em Área de Preservação permanente; Lei de responsabilidade Fiscal; Lei de Modernização dos Portos. Outros eventos foram selecionados e analisados como componentes de um novo regime de acumulação: Investimento público em obras de infra-estrutura de transporte e energia; privatização no Brasil, incluindo a da CVRD e sua expansão posterior, juntamente com o crescimento da economia do setor mineral. Concluiu-se que, com a influência do Estado há a estabilização de um novo regime de acumulação, que no Pará aprofunda o perfil primário-exportador da economia. Em 2010, o setor mineral contribuiu com 86% da pauta de exportação e desse total a indústria extrativa mineral participou com 77% e a indústria da transformação com 23%. No período de 2002 a 2007, a indústria extrativa mineral participava com 60% e a da transformação com 40% da exportação. A CVRD ou Vale, no Pará, a partir de 2010, priorizou a exportação de produtos primários, sobretudo minério de ferro, reduzindo sua participação na indústria de transformação, por meio do repasse à Norsk Hidro, de suas ações, na Albrás, Alunorte e Companhia de Alumina do Pará.