The Analysis of The Logistics Process between Finland and Russia in An EMS Company

Työn tavoitteena oli selventää Elcoteqin Suomen ja Venäjän välisten yksiköiden logistista prosessia ja erityisesti siihen liittyviä ongelmia. Työ on tehty Elcoteqin Engineering Services yksikköön, jossa ei tyypillisesti ole ollut asiaan liittyvää tietoa. Pääasiallisena työmenetelmänä olivat haastattelut sekä tutustuminen logistiseen putkeen käytännössä. Myös kirjallisuudella oli oma osansa, sekä tullaukseen että asiaan liittyvien teorioiden osalta. Teorioita ja käytännön kokemuksia yhdistäen edettiin analysointiin ja vertailuun, jonka perusteella annettiin suosituksia tulevia projekteja silmällä pitäen. Myös tulevaisuuden odotuksia on käsitelty yleisellä tasolla, lähinnä liittyen erilaisten kehitysohjelmien tarjoamiin mahdollisuuksiin. Logistiikka Suomen ja Venäjän välillä on huomattavasti monimutkaisempaa kuin ensisilmäyksellä näyttää. Ongelmia on niin rajanylityksen, tullauksen kuin lisenssiprosessinkin kanssa. Asioiden kehittämiseksi on kuitenkin paljon tehtävissä, kehityspotentiaali on valtava. Vahvaa panostusta liiketoiminnan kehittämiseksi Venäjällä on jatkettava, vaikka siihen liittyvät ongelmat välillä tuntuvatkin ylivoimaisen suurilta. Erityisen turhauttavia ovat asiat, joihin ei pystytä vaikuttamaan. Työn edetessä tuli kuitenkin esiin uusia näkökulmia, joita ei aiemmin ole otettu huomioon. Tuotteiden valintaan on jatkossa kiinnitettävä enemmän huomiota. Silti myös kuljetuksen ja rajanylityksen nopeuttamisen tutkimista on edelleen jatkettava.

The Outcry of the Periphery? An Analysis of Ticino's No to Immigration

When the popular initiative "against mass immigration" was accepted by the Swiss people and cantons on 9 February 2014, Ticino had by far the highest approval rate. The Italian-speaking canton thus once more confirmed its singular position, assumed since the 1990s, on popular votes regarding immigration and foreign policy. This seems to be indicative of wider crises and changes in both the economic and political spheres that have favoured the emergence of a political opposition between centre and periphery. The results of a survey among 1400 citizens of Ticino after the vote of 9 February confirm this. In essence, on top of the question of immigration, the vote was influenced by a fearful perception of Ticino as a "double periphery" vis-à-vis both Berne and Lombardy.

Market Potential of Northwest Russia for Telemedicine Applications

The level of health care in Russia is mostly still below the western standards, but lately it has been developing quite positively. Many ICT solutions (telemedicine applications) have been developed for health care in Finland, but since the domestic market is so small, it’s necessary to expand to foreign markets to make the Finnish R&D projects more profitable. Telemedicine applications are not yet widely used in Russia, but since the health care system is going through fast changes, leapfrog effects can be expected and new modern applications and technologies will be implemented. This will open numerous business opportunities for Finnish technology developers. This thesis aims to be the first evaluation of the market and form an outlook of the health care system and telemedicine applications already utilized in Russia. The results of this study can be used for focusing further research ultimately aiming at technology implementation. The study showed that there is potential for many types of telemedicine solutions, e.g. electronic patient records and home monitoring systems; providing that further research in this field is needed.

Externalities of Shipping in the Gulf of Finland until 2015

During the last few years, the discussion on the marginal social costs of transportation has been active. Applying the externalities as a tool to control transport would fulfil the polluter pays principle and simultaneously create a fair control method between the transport modes. This report presents the results of two calculation algorithms developed to estimate the marginal social costs based on the externalities of air pollution. The first algorithm calculates the future scenarios of sea transport traffic externalities until 2015 in the Gulf of Finland. The second algorithm calculates the externalities of Russian passenger car transit traffic via Finland by taking into account both sea and road transport. The algorithm estimates the ship-originated emissions of carbon dioxide (CO₂), nitrogen oxides (NO_x), sulphur oxides (SO_x), particulates (PM) and the externalities for each year from 2007 to 2015. The total NOx emissions in the Gulf of Finland from the six ship types were almost 75.7 kilotons (Table 5.2) in 2007. The ship types are: passenger (including cruisers and ROPAX vessels), tanker, general cargo, Ro-Ro, container and bulk vessels. Due to the increase of traffic, the estimation for NO_x emissions for 2015 is 112 kilotons. The NO_x emission estimation for the whole Baltic Sea shipping is 370 kilotons in 2006 (Stipa & al, 2007). The total marginal social costs due to ship-originated CO₂, NO_x, SO_x and PM emissions in the GOF were calculated to almost 175 million Euros in 2007. The costs will increase to nearly 214 million Euros in 2015 due to the traffic growth. The major part of the externalities is due to CO₂ emissions. If we neglect the CO2 emissions by extracting the CO₂ externalities from the results, we get the total externalities of 57 million Euros in 2007. After eight years (2015), the externalities would be 28 % lower, 41 million Euros (Table 8.1). This is the result of the sulphur emissions reducing regulation of marine fuels. The majority of the new car transit goes through Finland to Russia due to the lack of port capacity in Russia. The amount of cars was 339 620 vehicles (Statistics of Finnish Customs 2008) in 2005. The externalities are calculated for the transportation of passenger vehicles as follows: by ship to a Finnish port and, after that, by trucks to the Russian border checkpoint. The externalities are between 2 – 3 million Euros (year 2000 cost level) for each route. The ports included in the calculations are Hamina, Hanko, Kotka and Turku. With the Euro-3 standard trucks, the port of Hanko would be the best choice to transport the vehicles. This is because of lower emissions by new trucks and the saved transport distance of a ship. If the trucks are more polluting Euro 1 level trucks, the port of Kotka would be the best choice. This indicates that the truck emissions have a considerable effect on the externalities and that the transportation of light cargo, such as passenger cars by ship, produces considerably high emission externalities. The emission externalities approach offers a new insight for valuing the multiple traffic modes. However, the calculation of the marginal social costs based on the air emission externalities should not be regarded as a ready-made calculation system. The system is clearly in the need of some improvement but it can already be considered as a potential tool for political decision making.

Development of Russian Ports in The Gulf of Finland

Russia has been one of the fastest developing economic areas in the world. Based on the GDP, the Russian economy grew evenly since the crisis in 1998 up till 2008. The growth in the gross domestic product has annually been some 5–10%. In 2007, the growth reached 8.1%, which is the highest figure after the 10% growth in 2000. Due to the growth of the economy and wage levels, purchasing power and consumption have been strongly increasing. The growing consumption has especially increased the imports of durables, such as passenger cars, domestic appliances and electronics. The Russian ports and infrastructure have not been able to satisfy the growing needs of exports and imports, which is why quite a large share of Russian foreign trade is going through third countries as transit transports. Finnish ports play a major role in transit transports to and from Russia. About 15% of the total value of Russian imports was transported through Finland in 2008. The economic recession that started in autumn 2008 and continues to date has had an impact on the economic development of Russia. The export income has decreased, mainly due to the reduced world market prices of energy products (oil and gas) and raw minerals. Investments have been postponed, getting credit is more difficult than before, and the ruble has weakened in relation to the euro and the dollar. The imports are decreasing remarkably, and are not forecast to reach the 2008 volumes even in 2012. The economic crisis is reflected in Finland's transit traffic. The volume of goods transported through Finland to and from Russia has decreased almost in the same proportion as the imports of goods to Russia. The biggest risk threatening the development of the Russian economy over long term is its dependence on export income from oil, gas, metals, minerals and forest products, as well as the trends of the world market prices of these products. Nevertheless, it is expected that the GDP of Russia will start to grow again in the forthcoming years due to the increased demand for energy products and raw minerals in the world. At the same time, it is obvious that the world market prices of these products will go up with the increasing demand. The increased income from exports will lead to a growth of imports, especially those of consumer goods, as the living standard of Russian citizens rises. The forecasts produced by the Russian Government concerning the economic development of Russia up till 2030 also indicate a shift in exported goods from raw materials to processed products, which together with energy products will become the main export goods of Russia. As a consequence, Russia may need export routes through third countries, which can be seen as an opportunity for increased transit transports through the ports of Finland. The ports competing with the ports of Finland for Russian foreign trade traffic are the Russian Baltic Sea ports and the ports of the Baltic countries. The strongest competitors are the Baltic Sea ports handling containers. On the Russian Baltic Sea, these ports include Saint Petersburg, Kaliningrad and, in the near future, the ports of Ust-Luga and possibly Vyborg. There are plans to develop Ust-Luga and Vyborg as modern container ports, which would become serious competitors to the Finnish ports. Russia is aiming to redirect as large a share as possible of foreign trade traffic to its own ports. The ports of Russia and the infrastructure associated with them are under constant development. On the other hand, the logistic capacity of Russia is not able to satisfy the continually growing needs of the Russian foreign trade. The capacity problem is emphasized by a structural incompatibility between the exports and imports in the Russian foreign trade. Russian exports can only use a small part of the containers brought in with imports. Problems are also caused by the difficult ice conditions and narrow waterways leading to the ports. It is predicted that Finland will maintain its position as a transit route for the Russian foreign trade, at least in the near future. The Russian foreign trade is increasing, and Russia will not be able to develop its ports in proportion with the increasing foreign trade. With the development of port capacity, cargo flows through the ports of Russia will grow. Structural changes in transit traffic are already visible. Firms are more and more relocating their production to Russia, for example as regards the assembly of cars and warehousing services. Simultaneously, an increasing part of transit cargoes are sent directly to Russia without unloading and reloading in Finland. New product groups have nevertheless been transported through Finland (textile products and tools), replacing the lost cargos. The global recession that started in autumn 2008 has influenced the volume of Russian imports and, consequently, the transit volumes of Finland, but the recession is not expected to be of long duration, and will thus only have a short-term impact on transit volumes. The Finnish infrastructure and services offered by the logistic chain should also be ready to react to the changes in imported product groups as well as to the change in Russian export products in the future. If the development plans of the Russian economy are realized, export products will be more refined, and the share of energy and raw material products will decrease. The other notable factor to be taken into consideration is the extremely fast-changing business environment in Russia. Operators in the logistic chain should be flexible enough to adapt to all kinds of changes to capitalise on business opportunities offered by the Russian foreign trade for the companies and for the transit volumes of Finnish ports, also in the future.

The dawn of paraconsistency: Russia's logical thought in the turn of XX century

The paper deals with the factors which enabled N. A. Vasiliev to put forward in 1910 - 12 the idea of logics free of the laws of contradiction and excluded middle, the idea of metalogic and to construct his imaginary logic as novel non-classical system. It is shown that background of Vasiliev's ideas lies deeply in Russia's culture and particular approach to logical discourse. Several Russian scholars expressed ideas similar to Vasiliev's though not in such explicit form. This period might be called the prehistory of paraconsistency. Real history of paraconsistency starts with N.C.A. da Costa's works.

Perspectives for the production and usage of wood chips as a source of energy in the North-West of Russia

The development of bioenergy on the basis of wood fuels has received considerable attention in the last decades. The combination of large forest resources and reliance on fossil fuels makes the issue of wood chips usage in Russia an actual topic for the analysis. The main objective of this study is to disclose the current state and perspectives for the production of wood chips and their usage as a source of energy in the North-West of Russia. The study utilizes an integrated approach to explore the market of wood chips on the basis of comprehensive analysis of documentation and expert opinions. The analysis of wood chips market was performed for eight regions of the North-West district of Russia within two major dimensions: its current state and perspectives in the nearest five years. The results of the study show a comprehensive picture of the wood chips market, including the potential for wood chips production, the specific features of production and consumption and the perspectives for the market development within the regions of the North-West district of Russia. The study demonstrated that the market of wood chips is underdeveloped in the North-West of Russia. The findings of the work may be used by forest companies for the strategic planning.

Oil Transportation in the Gulf of Finland in 2020 and 2030

This study is part of the Minimizing risks of maritime oil transport by holistic safety strategies (MIMIC) project. The purpose of this study is to provide a current state analysis of oil transportation volumes in the Baltic Sea and to create scenarios for oil transportation in the Gulf of Finland for the years 2020 and 2030. Future scenarios and information about oil transportation will be utilized in the modelling of oil transportation risks, which will be carried out as part of the MIMIC project. Approximately 290 million tons of oil and oil products were transported in the Baltic Sea in 2009, of which 55% (160 million tons) via the Gulf of Finland. Oil transportation volumes in the Gulf of Finland have increased from 40 million to almost 160 million tonnes over the last ten years. In Russia and Estonia, oil transportation mainly consists of export transports of the Russian oil industry. In Finnish ports in the Gulf of Finland, the majority of oil traffic is concentrated to the port of Sköldvik, while the remainder mainly consists of different oil products for domestic use. Transit transports to/from Russia make up small volumes of oil transportation. The largest oil ports in the Gulf of Finland are Primorsk, Tallinn, St. Petersburg and Sköldvik. The basis for the scenarios for the years 2020 and 2030 is formed by national energy strategies, the EU`s climate and energy strategies as well other energy and transportation forecasts for the years 2020 and 2030. Three alternative scenarios were produced for both 2020 and 2030. The oil volumes are based on the expert estimates of nine specialists. The specialists gave three volumes for each scenario: the expected oil transport volumes, and the minimum and maximum volumes. Variations in the volumes between the scenarios are not large, but each scenario tends to have rather a large difference between the figures for minimum and maximum volumes. This variation between the minimum and maximum volumes ranges around 30 to 40 million tonnes depending on the scenario. On the basis of this study, no a dramatic increase in oil transportation volumes in the Gulf of Finland is to be expected. Most of the scenarios only forecasted a moderate growth in maritime oil transportation compared to the current levels. The effects of the European energy policy favouring renewable energy sources can be seen in the 2030 scenarios, in which the transported oil volumes are smaller than in the 2020 scenarios. In the Slow development 2020 scenario, oil transport volumes for 2020 are expected to be 170.6 Mt (million tonnes), in the Average development 2020 187.1 Mt and in the Strong development 2020 201.5 Mt. The corresponding oil volumes for the 2030 scenarios were 165 Mt for the Stagnating development 2030 scenario, 177.5 Mt for the Towards a greener society 2030 scenario and 169.5 Mt in the Decarbonising society 2030 scenario.

Deregulation’s Impact on the Railway Freight Transport Sector’s Future in the Baltic Sea Region

The European transport market has confronted several changes during the last decade. Due to European Union legislative mandates, the railway freight market was deregulated in 2007. The market followed the trend started by other transport modes as well as other previously regulated industries such as banking, telecommunications and energy. Globally, the first country to deregulate the railway freight market was the United States, with the introduction of the Staggers Rail Act in 1980. Some European countries decided to follow suit already before regulation was mandated; among the forerunners were the United Kingdom, Sweden and Germany. The previous research has concentrated only on these countries, which has provided an interesting research gap for this thesis. The Baltic Sea Region consists of countries with different kinds of liberalization paths, including Sweden and Germany, which have been on the frontline, whereas Lithuania and Finland have only one active railway undertaking, the incumbent. The transport market of the European Union is facing further challenges in the near future, due to the Sulphur Directive, oil dependency and the changing structure of European rail networks. In order to improve the accessibility of this peripheral area, further action is required. This research focuses on topics such as the progression of deregulation, barriers to entry, country-specific features, cooperation and internationalization. Based on the research results, it can be stated that the Baltic Sea Region’s railway freight market is expected to change in the future. Further private railway undertakings are anticipated, and these would change the market structure. The realization of European Union’s plans to increase the improved rail network to cover the Baltic States is strongly hoped for, and railway freight market counterparts inside and among countries are starting to enhance their level of cooperation. The Baltic Sea Region countries have several special national characteristics which influence the market and should be taken into account when companies evaluate possible market entry actions. According to thesis interviews, the Swedish market has a strong level of cooperation in the form of an old-boy network, and is supported by a positive attitude of the incumbent towards the private railway undertakings. This has facilitated the entry process of newcomers, and currently the market has numerous operating railway undertakings. A contrary example was found from Poland, where the incumbent sent old rolling stock to the scrap yard rather than sell it to private railway undertakings. The importance of personal relations is highlighted in Russia, followed by the railway market’s strong political bond with politics. Nonetheless, some barriers to entry are shared by the Baltic Sea Region, the main ones being acquisition of rolling stock, bureaucracy and needed investments. The railway freight market is internationalizing, which is perceived via several alliances as well as the increased number of mergers and acquisitions. After deregulation, markets seem to increase the number of railway undertakings at a rather fast pace, but with the passage of time, the larger operators tend to acquire smaller ones. Therefore, it is expected that in a decade’s time, the number of railway undertakings will start to decrease in the deregulation pioneer countries, while the ones coming from behind might still experience an increase. The Russian market is expected to be totally liberalized, and further alliances between the Russian Railways and European railway undertakings are expected to occur. The Baltic Sea Region’s railway freight market is anticipated to improve, and, based on the interviewees’ comments, attract more cargoes from road to rail.

Internationalization of small and medium-sized enterprises and impact of institutions on international entrepreneurship in emerging economies: the case of Russia

The doctoral study presents a comprehensive analysis of the impact of the institutional environment on the internationalization-based growth strategic choices of small and mediumsized enterprises (SMEs) in emerging economies. In responding to the calls for more research on institutions and international entrepreneurship, this dissertation extends the linkages between the two to the context of emerging economies. The study presents a comprehensive analysis of institutional challenges and their impact on the internationalization of SMEs in emerging economies, particularly in Russia. The research contributes to the adoption of the institution-based view in international entrepreneurship. The dissertation is presented through five research papers. Based on primary and secondary data, the study categorizes the possible sources of institutional influences on internationalization and empirically tests their impact by applying a method triangulation research design. The result of the conducted research is a proposed theoretical model of the institutional impact on the internationalization of SMEs in emerging economies. The model is specifically focused on the growth stage of the entrepreneurial process and considers only its internationalization facet. The research identifies and provides empirical support for the existence of a positive influence of a transparent and supportive regulatory environment, an institutionalized pool of general business knowledge, and collectivistic value orientation on the proclivity of SMEs to internationalize. A level of appreciation of entrepreneurial initiatives in home country and a greater positive institutional gap provide a positive impact on the international performance of SMEs. The research provides contextualized knowledge of the institutional impact on the internationalization of SMEs in Russia. The obtained results present theoretical value in terms of showing how the environmental conditions effect the entrepreneurial internationalization-based growth in emerging economies, providing the methodological insights into the measurement of the institutional effects, and empirically contextualizing the linkage between institutions and internationalization in the Russian business environment. The research also provides value for the business and policy making stakeholders by identifying ways of utilizing the conditions in the external institutional environment.

International Advanced Water Technologies Centre, IAWTC/LADEC and LUT 2013 : Questionnaire Responses from Russian Drinking Water and Wastewater Treatment Plants

In this report, information is published concerning Russian water and wastewater treatment plants. The information is based on a questionnaire sent to 70 water and wastewater treatment plants in 2012-2013. The questionnaire was prepared by the International Advanced Water Technologies Centre (IAWTC) and Lahti Development Company (LADEC). The questions dealt with an assessment of the present state, the need for changes, renovation, investments, and how to improve the efficiency of the operation by training and investments. A significant need to renew the old pipelines, constructions, and processes was clearly evident. The aggregated answers can be utilized in Russia as internal benchmarking in order to arrange training and plant visits, which were requested in many of the answers. Sharing this open report with the respondents can aid networking and awareness of HELCOM requirements which relate to waste water treatment plants discharging their waste water directly or indirectly into the Baltic Sea. The aim of this report is to provide information for Finnish small and medium size companies (SMEs) as regards possible water related exportation to different parts of Russia.

Legitimacy in question : elite-mass relations, constitutional reform and Canadian democracy /

During the 1980s and 1990s, Canadian political authority orientations underwent a significant transformation. Canadians are no longer deferential towards their political elites. Instead, they are autonomous, challenging, and increasingly participatory, and this continuing trend has brought the procedural legitimacy of the Canadian political process into question. The following study of elite-mass relations within Canadian democracy attempts to provide insight into the meaning of this change and how it should be addressed. An attitudinalbehavioural analysis ofthe electorate presents evidence that popular cynicism and alienation is rooted more deeply in a dissatisfaction with political institutions and traditions than with politicians. A structural analysis of the elected political elite reveals the failure of consociational traditions to provide effective representation as well as the minimal impact which the aforementioned orientation shift has had upon this elite. An event-decisional analysis, or case study, ofelite-mass relations in the arena of constitutional politics augments these complementary profiles and illustrates how the transformed electorate has significantly restricted the elected political elite's role in constitutional reform. The study concludes that the lack ofresponsiveness, representativeness, and inclusiveness ofCanada's elected political elite, political institutions, and political traditions has substantially eroded the procedural legitimacy of Canadian democracy during the 1980s and 1990s. Remedying these three deficiencies in the political system, which are the objects of increasing public demand, may restore legitimacy, but the likelihood that such reforms will be adopted is presently uncertain in the face of formidable difficulties and obstacles.

Character and professionalism in the context of developing countries – the example of mercenaries

On pense souvent que le professionnalisme moderne exige qu’on regarde comme non relevante les traditions particulières ainsi que les liens avec familiaux, tribaux et religieux. Du point de vue du professionnalisme, ce qu’est important sont des règles internes à la profession et aussi les droits universels de l’homme vu comme individu abstrait. Dans une société où l’individualisme et le commerce deviennent omniprésents, les traditions éthiques et les identités narratives pourraient pourtant constituer un cadre de motivations clé pour l’intégrité éthique professionnelle. Je prendrai comme exemple la profession militaire et en particulier l’utilisation de mercenaires. En distinguant entre les compétences et les vertus je me demanderai si oui ou non il y a une relation nécessaire entre un bon soldat et le fait d’être un citoyen. Le fait d’être est compris ici comme catégorie morale qui occasionne un certain idéal de caractère et en particulier des vertus. Je conclus que l’action de contractualisation privée d’un soldat n’est pas en général moralement digne d’éloge et ne devrait pas être encouragée dans une société éthiquement orientée.

Exploring the politics of intergroup accommodation in Kenya’s vernacular radios during the 2007/08 conflicts

Depuis des années, le Kenya avait donné l’impression d’être un pays relativement stable dans la région d’Afrique sub-saharienne, régulièrement secouée par les conflits, et un « centre » autour duquel la communauté internationale coordonne ses missions vers certains pays d’Afrique comme ceux faisant partie de la Région des Grandes Lacs (Burundi, Rwanda, Ouganda, République démocratique du Congo, Kenya et Tanzanie) et ceux de la Corne de l’Afrique (Kenya, Somalie, Éthiopie, Djibouti et Ouganda). Toutefois, les élections présidentielles très contestées en 2007 et les conflits qui se sont enchaînés ont entrainé de nombreuses préoccupations en ce qui concerne la stabilité du Kenya à l’ère de l’insécurité globale. Alors que le rétablissement de la paix continue, la coexistence entre groupes est toujours délicate car le Kenya compte au moins quarante-deux ethnies qui sont toutes distinctes les unes par rapport aux autres. Par ailleurs, l’ouverture d’une enquête judiciaire, par la Cour Pénale Internationale (CPI), contre quatre des six personnes présumées être les principaux auteurs des violences postélectorales de 2007/08, s’ajoute aux problèmes liés à la coexistence pacifique entre les différents groupes avant les prochaines élections. Cette thèse examine les politiques relatives à l’accommodation des différents groupes à travers les radios vernaculaires et comment ces politiques ont influencé les relations entre les groupes lors des conflits de 2007/08 au Kenya. Partant du constat qu’un conflit est un processus communicatif, elle intègre le concept d’encadrement médiatique à la théorie de Protracted Social Conflict (PSC) définie par Azar (1990) pour tracer non seulement les changements dans les discours d’encadrement de ces conflits, mais aussi pour illustrer les mutations des attitudes à l’égard des relations entre groupes survenues avant, durant et après ces conflits. Cette étude emploie principalement les méthodes qualitatives pour rassembler les données issues des trois régions au Kenya qui sont ethniquement et linguistiquement divergentes: Nyeri (la majorité Kikuyu), Kisumu (la majorité Luo) et Eldoret (la majorité Kalenjin). L’argument central de cette thèse est que l’encadrement des relations entre groupes, notamment lors des conflits, est soit différencié soit concerté dépendamment du stade auquel le conflit se manifeste. Alors que dans l’encadrement différencié, les discours médiatiques sont articulés de façon à ce que ceux-ci soient susceptibles d’entrainer une polarisation entre groupes, l’encadrement concerté décrit les discours médiatiques négociés de manière à ce que ceux-ci reflètent les valeurs partagées au travers des différents groupes, et donc sont susceptibles d’engendrer une coopération entre groupes. J’argumente que les changements dans le discours des radios vernaculaires prennent effet lorsque de nouveaux éléments sont ajoutés aux discours caractérisant un conflit déjà existant, et les « nouveaux significations » que ces éléments apportent à la compréhension du conflit en question. J’argumente également que le changement du l’encadrement différentiée à l’encadrement concerté (et vice-versa) dépende du degré de résonance de ces discours avec la population cible. De façon générale, cette étude suggère que le langage de diffusion et la proximité culturelle induisent l’encadrement entre groupes à travers les radios vernaculaires au Kenya. La force de cette thèse se trouve donc dans les perspectives analytiques qu’elle propose pour localiser les discours changeants lors des conflits, plus particulièrement dans les états multiethniques où les politiques d’accommodation entre les différents groupes demeurent toujours fragiles et conditionnelles.

La paix adjar

On assiste en Géorgie, entre 1989 et 1994, à deux conflits civils couplés d’une violence politique majeure. L’Ossétie du Sud et l’Abkhazie, soit deux des trois régions dotées d’un statut autonome à l’intérieur de la Géorgie pendant la période soviétique, sont le théâtre de ces conflits. Les affrontements violents sont par ailleurs évités dans le cas de l’Adjarie, cette troisième région dotée d’un statut autonome. Les raisons de cette relative paix adjar ne sont pas évidentes à saisir à prime abord, surtout lorsqu’on observe la situation chaotique dans laquelle se trouve la Géorgie au moment de la chute de l’URSS. Il apparaît ainsi adéquat de se pencher plus spécifiquement sur l’Adjarie, en tant que région de la Géorgie, qui a certes entretenu de fortes tensions avec l’État géorgien nouvellement indépendant, mais sans pour autant que ces tensions politiques ne basculent en un conflit ouvert. Étant donné la similarité qui caractérise les territoires de l’Abkhazie et de l’Adjarie, les arguments géopolitiques ou encore les arguments concernant les structures institutionnelles n’apportent qu’une explication partielle. C’est plutôt un argument identitaire mettant de l’avant la relation entre les groupes qui apparaît déterminant pour expliquer l’absence de conflit en Adjarie.