Cargo Traffic on the Helsinki-Tallinn Route

The twin-city model has found to increase economical activity and well-being. The similar economical, social and cultural background of Finland and Estonia as well as the EU integration give good preconditions to create a twin-city of Helsinki and Tallinn. The relatively long distance between Helsinki and Tallinn is challenging. Therefore, good transport infrastructure and functioning connections are required to form a twin-city of Helsinki and Tallinn. The connections between these cities can be considered also in broader perspective than only from the viewpoint of the twin-city concept. New markets areas have been emerged in Europe due to collapse of planned economy and integration of Europe. Also the transport routes to the markets are changing. The Hel-sinki-Tallinn sea route can be considered as a fast route to the new markets in the Cen-tral and Eastern Europe. The Helsinki-Tallinn sea route is also a potential route to the Western European markets. This study provides an analysis of transport and cargo flows between Finland and Esto-nia for regional and local planners. The main purpose of the study is to clarify the pre-sent situation of the seaborne cargo flows on the Helsinki-Tallinn route and how the cargo flows will develop in the future. The study focuses on the following thematic enti-ties: the Finnish and Estonian seaborne transport system and cargo flows, the structure and volume of the cargo flows on the Helsinki-Tallinn route, the hinterland cargo flows on the Helsinki-Tallinn route and the transport methods used on the Helsinki-Tallinn route. The study was carried out as a desk research, a statistical analysis and an inter-view study during the spring–autumn 2011. The study reveals that during the period 2002–2010 the volume of the seaborne cargo traffic between Finland and Estonia has increased significantly while the trend of the trade volume between Finland and Estonia has remained nearly constant. This indicates that the route via Estonia is increasingly used in the Finnish foreign trade. Because the ports of Helsinki and Tallinn are the main ports in the cargo traffic between Finland and Estonia, the role of the Helsinki-Tallinn route as a sea leg in the hinterland connections of Finland has increased. The growth of the cargo volume on the Helsinki-Tallinn route was estimated to continue on the annual level of 10 % during the next couple of years. In the long run the growth of the cargo volumes depends on the economical and indus-trial development of the former Eastern European countries. If the IMO’s sulphur regu-lations will come in force, the Helsinki-Tallinn route will become one of the main routes also to the Western European markets, besides of the route via Sweden. The study also shows that the fast and reliable connections year round on the Helsinki-Tallinn route have made it possible for service and logistics companies to reconsider their logistics strategies in a new way in the both side of the Gulf of Finland. Anyway, the ropax concept is seen as the only economical profitable solution on the Helsinki-Tallinn route because cargo and passenger traffic are supporting each other. The trucks (vehicle combinations) will remain the main mode of transport on the Helsinki-Tallinn route because general cargo is the main commodity on the route. IMO’s sulphur regula-tions and the changes in the structure of the Finnish industry may create prerequisites for rail road transport in the hinterland connections of Finland. The twin-city model has found to increase economical activity and well-being. The similar economical, social and cultural background of Finland and Estonia as well as the EU integration give good preconditions to create a twin-city of Helsinki and Tallinn. The relatively long distance between Helsinki and Tallinn is challenging. Therefore, good transport infrastructure and functioning connections are required to form a twin-city of Helsinki and Tallinn. The connections between these cities can be considered also in broader perspective than only from the viewpoint of the twin-city concept. New markets areas have been emerged in Europe due to collapse of planned economy and integration of Europe. Also the transport routes to the markets are changing. The Hel-sinki-Tallinn sea route can be considered as a fast route to the new markets in the Cen-tral and Eastern Europe. The Helsinki-Tallinn sea route is also a potential route to the Western European markets. This study provides an analysis of transport and cargo flows between Finland and Esto-nia for regional and local planners. The main purpose of the study is to clarify the pre-sent situation of the seaborne cargo flows on the Helsinki-Tallinn route and how the cargo flows will develop in the future. The study focuses on the following thematic enti-ties: the Finnish and Estonian seaborne transport system and cargo flows, the structure and volume of the cargo flows on the Helsinki-Tallinn route, the hinterland cargo flows on the Helsinki-Tallinn route and the transport methods used on the Helsinki-Tallinn route. The study was carried out as a desk research, a statistical analysis and an inter-view study during the spring–autumn 2011. The study reveals that during the period 2002–2010 the volume of the seaborne cargo traffic between Finland and Estonia has increased significantly while the trend of the trade volume between Finland and Estonia has remained nearly constant. This indicates that the route via Estonia is increasingly used in the Finnish foreign trade. Because the ports of Helsinki and Tallinn are the main ports in the cargo traffic between Finland and Estonia, the role of the Helsinki-Tallinn route as a sea leg in the hinterland connections of Finland has increased. The growth of the cargo volume on the Helsinki-Tallinn route was estimated to continue on the annual level of 10 % during the next couple of years. In the long run the growth of the cargo volumes depends on the economical and indus-trial development of the former Eastern European countries. If the IMO’s sulphur regu-lations will come in force, the Helsinki-Tallinn route will become one of the main routes also to the Western European markets, besides of the route via Sweden. The study also shows that the fast and reliable connections year round on the Helsinki-Tallinn route have made it possible for service and logistics companies to reconsider their logistics strategies in a new way in the both side of the Gulf of Finland. Anyway, the ropax concept is seen as the only economical profitable solution on the Helsinki-Tallinn route because cargo and passenger traffic are supporting each other. The trucks (vehicle combinations) will remain the main mode of transport on the Helsinki-Tallinn route because general cargo is the main commodity on the route. IMO’s sulphur regula-tions and the changes in the structure of the Finnish industry may create prerequisites for rail road transport in the hinterland connections of Finland.

Jännitteenkorotin heikkoihin jakeluverkkoihin

Sähkönkulutuksen kasvaessa jakeluverkossa syntyy yhä enemmän jännitteenalenemia, jotka ylittävät sähkön laatustandardin asettamat raja-arvot. Jännitteenalenemista kärsivät etenkin syrjäseuduilla asuvat ihmiset, joiden käyttökohteet sijaitsevat kaukana jakelumuuntajasta. Perinteinen tapa on ollut kasvattaa syöttävän jakelukaapelin poikkipinta-alaa ja vaihtaa jakelumuuntaja suurempaan ongelman ratkaisemiseksi, mutta investointi on kuitenkin kallis eikä välttämättä maksa itseään koskaan takaisin. On myös mahdollista, että aiempaa suuremman muuntajan tyhjäkäyntihäviöillä on huonontava vaikutus järjestelmän energiatehokkuuteen. Tällöin voi olla kokonaistaloudellisesti kannattavampaa liittää sähköverkkoon laite, jolla voidaan korjata jännitteenalenemia. Diplomityössä tutkitaan säästömuuntajaan perustuvaa jännitteenkorotinta, jolla voidaan vähentää jakeluverkon jännitteenalenemien aiheuttamia haittoja. Työssä tutkitaan laitteen eri kytkintopologioita sekä niiden ohjausmenetelmiä, joilla voidaan muuttaa säästömuuntajan käämikierrosmääriä sen ollessa kuormitettuna.

An overview of lignin metabolism and its effect on biomass recalcitrance

Lignin, after cellulose, is the second most abundant biopolymer on Earth, accounting for 30% of the organic carbon in the biosphere. It is considered an important evolutionary adaptation of plants during their transition from the aquatic environment to land, since it bestowed the early tracheophytes with physical support to stand upright and enabled long-distance transport of water and solutes by waterproofing the vascular tissue. Although essential for plant growth and development, lignin is the major plant cell wall component responsible for biomass recalcitrance to industrial processing. The fact that lignin is a non-linear aromatic polymer built with chemically diverse and poorly reactive linkages and a variety of monomer units precludes the ability of any single enzyme to properly recognize and degrade it. Consequently, the use of lignocellulosic feedstock as a renewable and sustainable resource for the production of biofuels and bio-based materials will depend on the identification and characterization of the factors that determine plant biomass recalcitrance, especially the highly complex phenolic polymer lignin. Here, we summarize the current knowledge regarding lignin metabolism in plants, its effect on biomass recalcitrance and the emergent strategies to modify biomass recalcitrance through metabolic engineering of the lignin pathway. In addition, the potential use of sugarcane as a second-generation biofuel crop and the advances in lignin-related studies in sugarcane are discussed.

Forecasting financial weather - can we foresee market sentiment? Quantitative analysis of nodal prices in the New Zealand Electricity Spot Market

Time series of hourly electricity spot prices have peculiar properties. Electricity is by its nature difficult to store and has to be available on demand. There are many reasons for wanting to understand correlations in price movements, e.g. risk management purposes. The entire analysis carried out in this thesis has been applied to the New Zealand nodal electricity prices: offer prices (from 29 May 2002 to 31 March 2009) and final prices (from 1 January 1999 to 31 March 2009). In this paper, such natural factors as location of the node and generation type in the node that effects the correlation between nodal prices have been reviewed. It was noticed that the geographical factor affects the correlation between nodes more than others. Therefore, the visualisation of correlated nodes was done. However, for the offer prices the clear separation of correlated and not correlated nodes was not obtained. Finally, it was concluded that location factor most strongly affects correlation of electricity nodal prices; problems in visualisation probably associated with power losses when the power is transmitted over long distance.

The effect of an aerobic training program on the electrical remodeling of the heart: high-frequency components of the signal-averaged electrocardiogram are predictors of the maximal aerobic power

Increased heart rate variability (HRV) and high-frequency content of the terminal region of the ventricular activation of signal-averaged ECG (SAECG) have been reported in athletes. The present study investigates HRV and SAECG parameters as predictors of maximal aerobic power (VO2max) in athletes. HRV, SAECG and VO2max were determined in 18 high-performance long-distance (25 ± 6 years; 17 males) runners 24 h after a training session. Clinical visits, ECG and VO2max determination were scheduled for all athletes during thew training period. A group of 18 untrained healthy volunteers matched for age, gender, and body surface area was included as controls. SAECG was acquired in the resting supine position for 15 min and processed to extract average RR interval (Mean-RR) and root mean squared standard deviation (RMSSD) of the difference of two consecutive normal RR intervals. SAECG variables analyzed in the vector magnitude with 40-250 Hz band-pass bi-directional filtering were: total and 40-µV terminal (LAS40) duration of ventricular activation, RMS voltage of total (RMST) and of the 40-ms terminal region of ventricular activation. Linear and multivariate stepwise logistic regressions oriented by inter-group comparisons were adjusted in significant variables in order to predict VO2max, with a P < 0.05 considered to be significant. VO2max correlated significantly (P < 0.05) with RMST (r = 0.77), Mean-RR (r = 0.62), RMSSD (r = 0.47), and LAS40 (r = -0.39). RMST was the independent predictor of VO2max. In athletes, HRV and high-frequency components of the SAECG correlate with VO2max and the high-frequency content of SAECG is an independent predictor of VO2max.

Energy system contribution in a maximal incremental test: correlations with pacing and overall performance in a 10-km running trial

This study aimed to verify the association between the contribution of energy systems during an incremental exercise test (IET), pacing, and performance during a 10-km running time trial. Thirteen male recreational runners completed an incremental exercise test on a treadmill to determine the respiratory compensation point (RCP), maximal oxygen uptake (V˙O2max), peak treadmill speed (PTS), and energy systems contribution; and a 10-km running time trial (T10-km) to determine endurance performance. The fractions of the aerobic (WAER) and glycolytic (WGLYCOL) contributions were calculated for each stage based on the oxygen uptake and the oxygen energy equivalents derived by blood lactate accumulation, respectively. Total metabolic demand (WTOTAL) was the sum of these two energy systems. Endurance performance during the T10-km was moderately correlated with RCP, V˙O2maxand PTS (P<@0.05), and moderate-to-highly correlated with WAER, WGLYCOL, and WTOTAL (P<0.05). In addition, WAER, WGLYCOL, and WTOTAL were also significantly correlated with running speed in the middle (P<0.01) and final (P<0.01) sections of the T10-km. These findings suggest that the assessment of energy contribution during IET is potentially useful as an alternative variable in the evaluation of endurance runners, especially because of its relationship with specific parts of a long-distance race.

Hakkuutähteen arvoketjun analysointi ja kannattavuuden tehostaminen

Suomen tavoitteena on nostaa metsähakkeen käyttö 25 TWh:iin vuoteen 2020 mennessä. Tavoitteen saavuttaminen edellyttää, että metsähakkeen käyttö ja tuotanto on kannatta-vuudeltaan houkuttelevaa. Suuri osa Suomen energiapuusta saadaan ainespuun hakkuun yhteydessä kerättävistä hakkuutähteistä, josta valmistetaan haketta lämpölaitosten tarpee-seen. Tämän työn tavoitteena oli tarkastella suomalaisen metsäteollisuusyrityksen metsähak-keen tuottamiseen liittyvää arvoketjua ja löytää sieltä ne prosessin osat, joissa arvoa syn-tyy eniten sekä ne prosessin osat, joissa arvoa mahdollisesti menetetään. Arvoketjun tarkastelun lisäksi työn tavoitteena oli selvittää mahdollisuuksia latvusmassa-hakkeen kannattavuuden parantamiseen case yrityksessä. Arvoketju analyysiin perustuen tutkimuksessa voitiin todeta suurimman metsäenergian arvon syntyvän hakkuutähteen kuivumisen seurauksena. Liian pitkä varastointiaika sitä vastoin aiheuttaa kuiva-ainetappiosta johtuvaa arvon menetystä hankintaketjussa. Suurin vaikutus hakkuutähdehakkeen kannattavuuteen on hakkeen alhaisella kosteudella. Tutkimuksessa todettiin lisäksi kaukokuljetuskustannusten vaikuttavan erityisen suuresti haketuotannon kannattavuuteen.

The surficial geology, sedimentology and geochemistry of the late glacial sediments and Paleozoic bedrock in the Campbellford area, Ontario, with special reference to the Dummer Complex /

The Dummer Complex extends 180 km along the Precambrian - Paleozoic contact from Tamworth to Lake Simcoe. It is composed of coarse, angular Paleozoic clasts in discontinuous, pitted, hummocky deposits. Deposits are usually separated by bare or boulder strewn bedrock, but have been found in the southern drumlinized till sheet. Dummer Complex deposits show rough alignment with ice-flow. Eskers cross-cut many of the deposits. Dummer sediment subfacies are defined on the basis of dominant coarse grain size and lithology, which relate directly to the underlying Paleozoic formation. Three subglacial tills are identified based on the degree of comminution and distance of transport; the immature facies of the Dummer Complex; the mature facies of the drumlinized till sheet and; the submature facies which is transitional. Carbonate geochemistry was used for till-bedrock correlation in various grain sizes. Of the 3 Paleozoic formations underlying the Dummer Complex, the Gull River Fm. is geochemically distinctive from the Bobcaygeon and Verulam Formations using Ca, Mg, Sr, Cu, Mn, Fe and Na. The Bobcaygeon Fm. and Verulam Fm. can be differentiated using Ca and the Sr/Ca ratio. The immature facies from 1.0 phi and finer is dominated by the non-carbonate, long distance transported component which decreases slightly downice. The submature till facies contains more long distance material than the immature facies. Sr and Mn can be used to correlate the Gull River immature till facies to the underlying bedrock the other subfacies could not be distinguished from each other or their respective source formation. This method proved to be ineffective for sediments with greater than 35% non-carbonate component, due to leaching of elements by the dissolving acid.The Dummer Complex is produced subglacially , as the compressional ice encounters the permeable Paleozoic carbonates. The increased shear strength of the ice and pore pressures in the carbonates results in the basal ice zones becoming debris ladden. Cleaner ice overrides the basal debris . laden dead ice which then acts as the glacier bed. During retreat, the Simcoe lobe stagnates as flow is cut-off by the Algonquin Highlands.

Niagara Resort and Tourist Association Records, 1975-1976, 1978-1983, 1985, 1987-1989, n.d.

Ontario Editorial Bureau (O.E.B.)

Caractérisation et étude d'un élément régulateur du gène codant pour le récepteur à la vasopressine de type 2

Thèse réalisée en cotutelle avec l'Université Pierre et Marie Curie, Paris VI, France

Planification et dimensionnement des réseaux optiques de longues distances

Le projet de recherche porte sur l'étude des problèmes de conception et de planification d'un réseau optique de longue distance, aussi appelé réseau de coeur (OWAN-Optical Wide Area Network en anglais). Il s'agit d'un réseau qui transporte des flots agrégés en mode commutation de circuits. Un réseau OWAN relie différents sites à l'aide de fibres optiques connectées par des commutateurs/routeurs optiques et/ou électriques. Un réseau OWAN est maillé à l'échelle d'un pays ou d’un continent et permet le transit des données à très haut débit. Dans une première partie du projet de thèse, nous nous intéressons au problème de conception de réseaux optiques agiles. Le problème d'agilité est motivé par la croissance de la demande en bande passante et par la nature dynamique du trafic. Les équipements déployés par les opérateurs de réseaux doivent disposer d'outils de configuration plus performants et plus flexibles pour gérer au mieux la complexité des connexions entre les clients et tenir compte de la nature évolutive du trafic. Souvent, le problème de conception d'un réseau consiste à prévoir la bande passante nécessaire pour écouler un trafic donné. Ici, nous cherchons en plus à choisir la meilleure configuration nodale ayant un niveau d'agilité capable de garantir une affectation optimale des ressources du réseau. Nous étudierons également deux autres types de problèmes auxquels un opérateur de réseau est confronté. Le premier problème est l'affectation de ressources du réseau. Une fois que l'architecture du réseau en termes d'équipements est choisie, la question qui reste est de savoir : comment dimensionner et optimiser cette architecture pour qu'elle rencontre le meilleur niveau possible d'agilité pour satisfaire toute la demande. La définition de la topologie de routage est un problème d'optimisation complexe. Elle consiste à définir un ensemble de chemins optiques logiques, choisir les routes physiques suivies par ces derniers, ainsi que les longueurs d'onde qu'ils utilisent, de manière à optimiser la qualité de la solution obtenue par rapport à un ensemble de métriques pour mesurer la performance du réseau. De plus, nous devons définir la meilleure stratégie de dimensionnement du réseau de façon à ce qu'elle soit adaptée à la nature dynamique du trafic. Le second problème est celui d'optimiser les coûts d'investissement en capital(CAPEX) et d'opération (OPEX) de l'architecture de transport proposée. Dans le cas du type d'architecture de dimensionnement considérée dans cette thèse, le CAPEX inclut les coûts de routage, d'installation et de mise en service de tous les équipements de type réseau installés aux extrémités des connexions et dans les noeuds intermédiaires. Les coûts d'opération OPEX correspondent à tous les frais liés à l'exploitation du réseau de transport. Étant donné la nature symétrique et le nombre exponentiel de variables dans la plupart des formulations mathématiques développées pour ces types de problèmes, nous avons particulièrement exploré des approches de résolution de type génération de colonnes et algorithme glouton qui s'adaptent bien à la résolution des grands problèmes d'optimisation. Une étude comparative de plusieurs stratégies d'allocation de ressources et d'algorithmes de résolution, sur différents jeux de données et de réseaux de transport de type OWAN démontre que le meilleur coût réseau est obtenu dans deux cas : une stratégie de dimensionnement anticipative combinée avec une méthode de résolution de type génération de colonnes dans les cas où nous autorisons/interdisons le dérangement des connexions déjà établies. Aussi, une bonne répartition de l'utilisation des ressources du réseau est observée avec les scénarios utilisant une stratégie de dimensionnement myope combinée à une approche d'allocation de ressources avec une résolution utilisant les techniques de génération de colonnes. Les résultats obtenus à l'issue de ces travaux ont également démontré que des gains considérables sont possibles pour les coûts d'investissement en capital et d'opération. En effet, une répartition intelligente et hétérogène de ressources d’un réseau sur l'ensemble des noeuds permet de réaliser une réduction substantielle des coûts du réseau par rapport à une solution d'allocation de ressources classique qui adopte une architecture homogène utilisant la même configuration nodale dans tous les noeuds. En effet, nous avons démontré qu'il est possible de réduire le nombre de commutateurs photoniques tout en satisfaisant la demande de trafic et en gardant le coût global d'allocation de ressources de réseau inchangé par rapport à l'architecture classique. Cela implique une réduction substantielle des coûts CAPEX et OPEX. Dans nos expériences de calcul, les résultats démontrent que la réduction de coûts peut atteindre jusqu'à 65% dans certaines jeux de données et de réseau.

Les orgines historiques de la coopération économique régionale comme forme non-hégémonique de coopération

Résumé. Le mémoire s’intéresse à l’émergence historique de la coopération économique régionale comme forme non-hégémonique de coopération. Nous y proposons une approche alternative au problème de l’origine de la coopération systémique, par rapport à la conception d’origine hégémonique de la coopération systémique, propre aux théories néolibérale et néoréaliste. Plutôt que par le biais des théories du marché, l’origine de la coopération est approchée par le biais des processus caractérisant l’anarchie-même tel le processus de construction anarchique des formes de guerre. Et plus spécifiquement, des formes de guerre dont l’usage soumet la structure anarchique à des contraintes extrêmes, mettant celle-ci en crise, exemplifiée par la chute de la puissance hégémonique, la fin d’un système hégémonique et le début de coopération systémique non-hégémonique, de nature plus régionale et économique. En privilégiant l’approche historique, nous insistons notamment sur l’impact critique du commerce au loin et du crédit international dans la construction par la structure anarchique des formes de guerre que la puissance hégémonique ne peut plus supporter.

Systématique moléculaire et biogéographie de trois genres malgaches menacés d'extinction Delonix, Colvillea et Lemuropisum (Caesalpinioideae: Leguminosae)

Ce mémoire porte sur les relations phylogénétiques, géographiques et historiques du genre afro-malgache Delonix qui contient onze espèces et des genres monospécifiques et endémiques Colvillea et Lemuropisum. Les relations intergénériques et interspécifiques entre les espèces de ces trois genres ne sont pas résolues ce qui limite la vérification d’hypothèses taxonomiques, mais également biogéographiques concernant la dispersion de plantes depuis ou vers Madagascar. Une meilleure compréhension des relations évolutives et biogéographiques entre ces espèces menacées d’extinction permettrait une plus grande efficacité quant à leur conservation. L’objectif de ce mémoire est de reconstruire la phylogénie des espèces à l’aide de régions moléculaires des génomes chloroplastique et nucléaire, d’identifier les temps de divergences entre les espèces et de reconstruire l’aire géographique ancestrale pour chacun des groupes. Ce projet démontre que le genre Delonix n’est pas soutenu comme étant monophylétique et qu’une révision taxonomique s’impose. Les relations intergénériques demeurent floues quant à la position phylogénétique de Colvillea et nos résultats suggèrent de l’hybridation ou un assortiment incomplet de cette lignée. Les espèces sont apparues et se sont diversifiées au Miocène à partir d’un ancêtre commun du sud de Madagascar. La phylogénie montre deux clades associés aux aires géographiques de répartition des espèces opposant les espèces largement répandues à celles majoritairement restreintes au fourré aride. Différentes hypothèses afin d’expliquer la dispersion des Delonix africains au Miocène à partir de Madagascar sont discutées. Un point de mire sur les interactions biotiques et abiotiques, passées et présentes, dans le fourré aride de Madagascar est recommandé en terme de conservation.

A Study on the Transport and Distribution of Atmospheric Aerosols and its Influence on Regional Meteorological Parameters over the Indian Subcontinent

This doctoral thesis addresses the growing concern about the significant changes in the climatic and weather patterns due to the aerosol loading that have taken place in the Indo Gangetic Plain(IGP)which includes most of the Northern Indian region. The study region comprises of major industrial cities in India (New Delhi, Kanpur, Allahabad, Jamshedpur and Kolkata). Northern and central parts of India are one of the most thickly populated areas in the world and have the most intensely farmed areas. Rapid increase in population and urbanization has resulted in an abrupt increase in aerosol concentrations in recent years. The IGP has a major source of coal; therefore most of the industries including numerous thermal power plants that run on coal are located around this region. They inject copious amount of aerosols into the atmosphere. Moreover, the transport of dust aerosols from arid locations is prevalent during the dry months which increase the aerosol loading in theatmosphere. The topography of the place is also ideal for the congregation of aerosols. It is bounded by the Himalayas in the north, Thar Desert in the west, the Vindhyan range in the south and Brahmaputra ridge in the east. During the non‐monsoon months (October to May) the weather in the location is dry with very little rainfall. Surface winds are weak during most of the time in this dry season. The aerosols that reach the location by means of long distance transport and from regional sources get accumulated under these favourable conditions. The increase in aerosol concentration due to the complex combination of aerosol transport and anthropogenic factors mixed with the contribution from the natural sources alters the optical properties and the life time of clouds in the region. The associated perturbations in radiative balance have a significant impact on the meteorological parameters and this in turn determines the precipitation forming process. Therefore, any change in weather which disturbs the normal hydrological pattern is alarming in the socio‐economic point of view. Hence, the main focus of this work is to determine the variation in transport and distribution of aerosols in the region and to understand the interaction of these aerosols with meteorological parameters and cloud properties.

Attitudes and behaviour towards food attributes and organic food – a triangular methodological investigation of occasional organic consumers

Organic food is increasingly available in the conventional food retail, where organic products are offered alongside with various other types of products and compete mainly with conventional and the so-called conventional-plus products. The latter are conventional products displaying particular quality attributes on the product packaging, such as ‘no artificial additives’, or ‘from animal welfare husbandry’. Often, these quality attributes also apply to organic products. Occasional organic consumers might prefer such conventional-plus alternatives that are perceived to be ‘between’ organic and conventional products. The overall objective of this PhD thesis was to provide information about the segment of occasional organic consumers. In particular, the thesis focussed on consumer perceptions and attitudes towards the quality of, and preferences for, organic, conventional and conventional-plus products in two countries: Germany and Switzerland. To achieve these objectives, qualitative and quantitative consumer research was combined in order to explore occasional organic consumers’ perceptions and attitudes as well as to observe their preferences and buying behaviour regarding different types of food products: organic, conventional and conventional-plus products. The qualitative research showed that, depending on single criteria, organic production was both positively as well as negatively assessed by consumers. Consumer perception of organic food was found to be highly selective and primarily focussed on the final stage of the particular production process. A major problem is that consumers are still mostly unfamiliar with factors associated with organic production, have a lack of confidence, and often confuse organic with conventional products. Besides this, consumer expectations of organic products are different from the expectations of conventional products. The quantitative research revealed that attitudes strongly determine consumers’ preferences for organic, conventional and conventional-plus products. Consumer attitudes tended to differ more between organic and conventional choices rather than conventional-plus and conventional choices. Furthermore, occasional organic consumers are heterogeneous in their preferences. They can be grouped into two segments: the consumers in one segment were less price sensitive and preferred organic products. The consumers in the other segment were more price sensitive and rather preferred conventional-plus or conventional products. To conclude, given the selective and subjective nature of consumer perception and the strong focus of consumer perception on the final stage of the food production process, specific additional values of organic farming should be communicated in clear and catchy messages. At the same time, these messages should be particularly focussed on the final stage of organic food production. The communication of specific added values in relation with organic products to improve the perceived price-performance-ratio is important since conventional-plus products represent an interesting alternative particularly for price sensitive occasional organic consumers. Besides this, it is important to strengthen affirmative consumer attitudes towards organic production. Therefore, policy support should emphasise on long-term communication campaigns and education programmes to increase the consumer awareness and knowledge of organic food and farming. Since consumers expect that organic food is regionally or at least domestically produced while they less accept organic imports, policy support of domestic and regional producers is a crucial measure to fill the current gap between the increasing consumer demand of organic food and the stagnation of the domestic and regional organic food supply.