Competitive Analysis of the Northwest Russian Transport Logistics Cluster – Finnish Perspective

Tutkimus tarkastelee Luoteis-Venäjän liikennelogistiikkaklusteria. Tarkoitus on selvittää klusterin nykyinen rakenne ja kilpailukyky sekä klusterin tarjoamat liiketoimintamahdollisuudet suomalaisille logistiikkayrityksille. Työssä käsitellään neljää perusliikennemuotoa: rautatie-, maantie-, meri- ja sisävesi-, sekä ilmaliikennettä. Tutkimuksen aineisto on kerätty tutkimusta varten laadituista kyselyistä, haastatteluista sekä aiemmin julkaistusta materiaalista. Venäjä on suunnitellut kehittävänsä voimakkaasti liikenneinfrastruktuuria, mm. julkaisemalla protektionistisen liikennestrategiasuunnitelman. Ongelmana ovat olleet toteutukset, jotka ovat jääneet yleensä puutteellisiksi. Tällä hetkellä todellista kilpailukykyä löytyy ainoastaan rautatieliikenteestä, muut kolme liikennemuotoa omaavat potentiaalisen kilpailukyvyn. Venäjällä on mahdollisuus hyötyä laajasta pinta-alastaan Aasian ja Euroopan liikenteen yhdistäjänä. Yksi konkreettisimmista esimerkeistä on Trans Siperian rautatie, joka kaipaisi vielä lisäkehitystä. Suomi on toiminut Venäjän liikenteessä arvotavaran kauttakulkumaana, vuonna 2003 noin 30–40 % Venäjän tuonnin arvosta kulki Suomen kautta. Venäjälle tullaan tuomaan arvotavaraa vielä useita vuosia, mutta reittien osalta kilpailu on tiukentunut. Suomalaisten yritysten liiketoimintamahdollisuuksiin esitetään kaksi mallia: kauttakulkuliikenteen lisäarvologistiset (VAL) operaatiot Suomessa tai etabloituminen Venäjän logistisiin ketjuihin. Suomalaisten olisi syytä parantaa yhteistyötään yritysten ja yliopistojen ym. koulutuslaitosten välillä. Myös yhteistyökumppaneiden hakeminen esimerkiksi Ruotsista voisi tuoda merkittäviä etuja. Suomalaista osaamista voitaisiin hyödyntää parhaiten etabloitumalla Venäjän markkinoille, esimerkiksi keskittymällä Venäjän logististen ketjujen johtamiseen. Myös VAL palveluiden johtamiseen Venäjällä olisi erittäin hyvä tilaisuus, koska Venäjän oma tietotaito logistiikassa ei ole vielä kehittynyt kansainväliselle tasolle, mutta kustannustaso on alhaisempi kuin Suomessa.

Logistic Solutions of Imported Renovation Materials

Tämän diplomityön tavoitteena oli tutkia saneeraus- ja remontoimistuotteiden osalta maahantuontia Suomeen ja transitoliikennettä Suomen kautta Venäjälle. Lähtökohtana oli Suomen logistinen asema ja mahdolliset kilpailukykyyn vaikuttavat tekijät, joista on luotu potentiaalisia tulevaisuuden kuvia. Kaikki tulokset johdettiin LOADER/CLIENT –tutkimusprojektin yhteyksistä. Tutkimuksen tavoitteisiin päästiin empiiristä tutkimusta varten kootun teorian kautta, joka koostuu toimitusketjun hallinnasta ja tämänhetkisestä parhaimmasta käytännöstä eli ns. kolmen A:n menetelmästä. Lisäksi teoriaosuudessa tarkasteltiin toimitusketjun yritysten välisiä suhteita, kansainväliseen toimitusketjuun liittyviä tekijöitä sekä tulevaisuuden haasteita. Työn empiiristä tutkimustietoa kerättiin pääasiassa haastattelujen, mutta myös muiden tutkimuksen tuloksien kautta. Tutkimusmenetelmä oli laadullinen puolistrukturoitu teemahaastattelu, jota varten ryhmä remontoimiseen ja saneeraukseen liittyviä yrityksiä ja heidän käyttämiä logistisia operaattoreita sekä projektin johtoryhmää haastateltiin. Tutkimuksen tulosten mukaan suurin osa haastatelluista yrityksistä näkee Suomen logistisen aseman hyvänä tällä hetkellä ja lähivuosina. Etenkin arvotavaroiden transito- kuljetuksissa Suomen asema nähdään vahvana vuosien kokemuksen ansiosta. Tällä hetkellä arvotavaroiden toimitusaika ja kokonaiskustannukset varastoimisineen ja käsittelyineen ovat vastaavia tai jopa edullisempia verrattuna esimerkiksi reitteihin Baltian maiden kautta. Baltian maiden kehitys voi heikentää Suomen kilpailukykyä hetkellisesti, mutta todennäköisesti ei pidemmällä aikavälillä. Haastateltujen henkilöiden mielestä Suomen logistiseen kilpailukykyyn tulevaisuudessa vaikuttaa eniten kaksi kriittistä tekijää. Suomen tulisi ensinnäkin keskittyä ja kehittää arvotavaran transitokuljetuksia. Toiseksi, säilyttääkseen kilpailukykynsä, Suomen satamien palveluiden kuten tullin ja ahtaajien tulisi olla joustavasti käytettävissä 24 tuntia vuorokaudessa vuoden jokaisena päivänä.

Kaakkoissuomalaisten logistiikkayritysten toimintaedellytykset itäliikenteessä

Venäjän talousromahdus elokuussa 1998 vaikeutti suomalaisten logistiikkayritysten toimintaa, kun kauttakulkuliikenne ja suomalaisten yritysten vienti Venäjälle väheni huomattavasti. Tällöin syntyi uudenlainen kilpailutilanne, jossa ei enää riittänyt kuljetuksia kaikille. Suomalaiset logistiikkayritykset, etenkin kuljetusyritykset jäivät korkeamman kustannustason vuoksi kilpailussa tappiolle. Tämä on johtanut heikoimmassa asemassa olevien yritysten konkursseihin. Tutkimuksen tarkoituksena oli selvittää, miten Venäjän logistiikassa mukana olevat yritykset voivat pysyä mukana kilpailussa. Tutkimus perustuu alueen logistiikkayrityksille ja sidosryhmille tehtyyn kyselyyn ja haastatteluihin. Työn yhteydessä on perehdytty myös aiempiin tutkimuksiin ja selvityksiin. Tutkimuksen perusteella selviytymiskeinoja ovat yhteistyön lisääminen sekä kansainvälisiin että suomalaisiin logistiikkayrityksiin, venäläisten asiakkaiden saaminen ja uusien teknologioiden hyödyntäminen. Pienillä yrityksillä on kaksi mahdollisuutta, pyrkiä osaksi kokonaistoimitusketjua tai -verkostoa tai pyrkiä tarjoamaan erikoispalveluita asiakkaan tarpeiden mukaisesti.

CoDiab-VD: protocol of a prospective population-based cohort study on diabetes care in Switzerland.

BACKGROUND: Diabetes represents an increasing health burden worldwide. In 2010, the Public Health Department of the canton of Vaud (Switzerland) launched a regional diabetes programme entitled "Programme cantonal Diabète" (PcD), with the objectives to both decrease the incidence of diabetes and improve care for patients with diabetes. The cohort entitled CoDiab-VD emerged from that programme. It specifically aimed at following quality of diabetes care over time, at evaluating the coverage of the PcD within this canton and at assessing the impact of the PcD on care of patients with diabetes. METHODS/DESIGN: The cohort CoDiab-VD is a prospective population-based cohort study. Patients with diabetes were recruited in two waves (autumn 2011--summer 2012) through community pharmacies. Eligible participants were non-institutionalised adult patients (≥ 18 years) with diabetes diagnosed for at least one year, residing in the canton of Vaud and coming to a participating pharmacy with a diabetes-related prescription. Women with gestational diabetes, people with obvious cognitive impairment or insufficient command of French were not eligible. Self-reported data collected, included the following primary outcomes: processes-of-care indicators (annual checks) and outcomes of care such as HbA1C, (health-related) quality of life measures (Short Form-12 Health Survey--SF-12, Audit of Diabetes-Dependent Quality of Life 19--ADDQoL) and Patient Assessment of Chronic Illness Care (PACIC). Data on diabetes, health status, healthcare utilisation, health behaviour, self-management activities and support, knowledge of, or participation to, campaigns/activities proposed by the PcD, and socio-demographics were also obtained. For consenting participants, physicians provided few additional pieces of information about processes and laboratory results. Participants will be followed once a year, via a mailed self-report questionnaire. The core of the follow-up questionnaires will be similar to the baseline one, with the addition of thematic modules adapting to the development of the PcD. Physicians will be contacted every 2 years. DISCUSSION: CoDiab-VD will allow obtaining a broad picture of the care of patients with diabetes, as well as their needs regarding their chronic condition. The data will be used to evaluate the PcD and help prioritise targeted actions. TRIAL REGISTRATION: This study is registered with ClinicalTrials.gov, identifier NCT01902043, July 9, 2013.

Central odontogenic fibroma: retrospective study of 8 clinical cases

Introduction and Objectives: The central odontogenic fibroma (COF) is a benign odontogenic tumour derived from the dental mesenchymal tissues. It is a rare tumour and only 70 cases of it have been published. Bearing in mind the rareness of the tumour, 8 new cases of central odontogenic fibroma have been found by analyzing the clinical, radiological and histopathological characteristics of COF. Patients and Method: A retrospective study was carried out on 3011 biopsies in the Service of Oral and Maxillofacial Surgery of the Dental Clinic of Barcelona University between January 1995 and March 2008. 85 odontogenic tumours were diagnosed of which 8 were central odontogenic fibroma. The radiological study was based on orthopantomographs, periapical and occlusal radiographies and computerised tomographics. The variables collected were: sex, age, clinical characteristics of the lesion, treatment received and possible reappearances of the tumour. Results: The central odontogenic fibroma represents 9.4% of all odontogenic tumours. Of the 8 cases, 5 were diagnosed in men and 3 in women. The average age was 19.9 years with an age range of 11 to 38 years. The most common location of the tumour was in the mandible. All cases were associated with unerupted teeth. Of the 8 tumours, 3 provoked rhizolysis of the adjacent teeth and 4 cases caused cortical bone expansion. 50% of the patients complained of pain associated to the lesion. No case of recurrence was recorded up to 2 years after the treatment. Conclusions: Central odontogenic fibromas usually evolve asymptomatically although they can manifest very aggressively provoking dental displacement and rhizolysis. Radiologically, COF manifest as a uni or multilocular radiotransparent image although they can be indistinguishable from other radiotransparent lesions making diagnosis more difficult. COF treatment involves conservative surgery as well as follow-up patient checks.

Venäjälle suuntautuva tavaraliikenne ja sen ympäristöhaittojen minimointi

Tavaranvaihto Suomen itärajalla on aina ollut hyvin vilkasta. Neuvostoliiton romahtamisen jälkeen kauppaan tuli hetkellisesti erittäin syvä notkahdus, joka kääntyi voimakkaaksi nousuksi lähestyttäessä 1990-luvun puoliväliä. Pelkän vientikaupan oheen tuli välityskauppaa, sekä transitoliikennettä, jolla on ollut huomattavaa paikallista vaikutusta Kaakkois-Suomen työllisyyteen, sekä kuljetusalalle maanlaajuisestikin. Venäjän devalvaatio elokuussa 1998 romahdutti, sekä kaupan, että transitoliikenteen, mutta on sittemmin kääntynyt uuteen nousuun. Koko Venäjän tulevaisuus ja sitä kautta maamme itärajan liikennemäärät ovat varsin vaikeasti ennustettavissa, mutta todennäköisintä on Venäjän talouskasvun jatkuminen, jonka hyödyntämisessä ja tukemisessa myös Suomen tulisi olla. Liikennemäärien kasvu on aiheuttanut paikallisia ympäristöongelmia myös Suomen puolella rajaa. Ongelmat ovat kasaantuneet rajanylityspaikoille Nuijamaalle ja Vaalimaalle valtavien rekkajonojen myötä. Paikallisten asukkaiden elämän helpottamiseksi olisi valtiovallan pyrittävä kehittämään rajanylityspaikkoja, joista erityisesti Nuijamaa on käynyt jo kauan sitten liian pieneksi. Tekninen kehitys pienentää yksittäisen auton aiheuttamaa kuormitusta luonnolle, mutta liikennemäärien kasvu aiheuttaa kasaantuvia paikallisia ongelmia. Olemme toistaiseksi Suomessa EU:n itärajalla. Viron ja muiden Baltian maiden liittymiseen saakka, ja maantieteellisessä erityisasemassa koko unionin alueella. Samalla Suomen olisi muistettava, että meidän itärajalla on toistaiseksi maailman suurin elintasokuilu ja eurooppalainen vastakkain asettelu: EU vastaan Venäjä, länsi vastaan itä.

Glyoxysomal malate-dehydrogenase and malate synthase from Soybean cotyledons (Glycine max. L.): Enzyme association, antibody-production and cDNA cloning

In order to investigate a possible association between soybean malate synthase (MS; L-malate glyoxylate-lyase, CoA-acetylating, EC 4.1.3.2) and glyoxysomal malate dehydrogenase (gMDH; (S)-malate: NAD(+) oxidoreductase, EC 1.1.1.37), two consecutive enzymes in the glyoxylate cycle, their elution profiles were analyzed on Superdex 200 HR fast protein liquid chromatography columns equilibrated in low- and high-ionic-strength buffers. Starting with soluble proteins extracted from the cotyledons of 5-d-old soybean seedlings and a 45% ammonium sulfate precipitation, MS and gMDH coeluted on Superdex 200 HR (low-ionic-strength buffer) as a complex with an approximate relative molecular mass (M(r)) of 670000. Dissociation was achieved in the presence of 50 mM KCl and 5 mM MgCl2, with the elution of MS as an octamer of M, 510 000 and of gMDH as a dimer of M, 73 000. Polyclonal antibodies raised to the native copurified enzymes recognized both denatured MS and gMDH on immunoblots, and their native forms after gel filtration. When these antibodies were used to screen a lambda ZAP II expression library containing cDNA from 3-d-old soybean cotyledons, they identified seven clones encoding gMDH, whereas ten clones encoding MS were identified using an antibody to SDS-PAGE-purified MS. Of these cDNA clones a 1.8 kb clone for MS and a 1.3-kb clone for gMDH were fully sequenced. While 88% identity was found between mature soybean gMDH and watermelon gMDH, the N-terminal transit peptides showed only 37% identity. Despite this low identity, the soybean gMDH transit peptide conserves the consensus R(X(6))HL motif also found in plant and mammalian thiolases.

Impact of body tilt on the central aortic pressure pulse

Le but de cette thèse a été d'investiguer la relation entre, d'une part le temps de propagation de l'onde de pouls artérielle du coeur vers les membres inférieurs, et d'autre part le temps séparant, au niveau de l'aorte ascendante, la génération de l'onde antérograde du retour des ondes réfléchies. Le principe de la méthode employée a été de mesurer ces deux temps par deux méthodes indépendantes, ce en les faisant varier par changement rapide de la position du corps, chez sujets humains volontaires. Le facteur gravitationnel a en effet une influence majeure sur la pression transmurale des artères, dont dépend largement la vitesse de propagation des ondes de pouls, tant dans le sens antérograde que rétrograde. Vingt sujets jeunes, en bonne santé, dontIO hommes et 10 femmes, ont été examinés sur une table de tilt, dans deux positions différentes : tête vers le bas (angle de tilt : - 10°) et tête vers le haut (+45°).Dans chaque position, le temps de propagation carotido- femorale (Tcf, succédané du temps aorto-fémoral) et carotido-tibial (Tct, succédané du temps aorto-tibial) a été mesuré avec l'appareil Complior. De même, dans chaque position la pression aortique centrale a été enregistrée par tonométrie radiale en utilisant l'appareil SphygmoCor qui applique une fonction de transfert généralisé pour reconstruire la forme de l'onde de pouls aortique. L'analyse de celle-ci permet ensuite de calculer les temps d'aller-retour des ondes réfléchies atteignant l'aorte pendant la systole (début de l'onde réfléchie, sT1 r) et pendant la diastole (temps de transit moyen de l'onde diastolique réfléchie dMTT). Le changement de position de tête vers le haut à tête vers le bas, a provoqué une augmentation importante du temps de propagation Tct (chez le femmes de 130±10 à 185±18msec, P<0,001 et chez les hommes de 136±9 à 204±18msec P<0.001) ainsi que du temps moyen de transition de l'onde diastolique réfléchie dMTT (chez les femmes de 364±35 à 499±33msec P<0,001 et chez les hommes de 406±22 à 553±21msec, P<0,001). Un modèle de régression mixte montre qu'entre les deux positions, les variations de dMTT sont environ le double de celles de Tct (coefficient de régression 2.1; 95% intervalle de confiance 1.9-2,3, P<0,001). Ces résultats suggèrent que les ondes diastoliques observées dans l'onde de pouls aortique central reconstruites par tonométrie radiale, correspondent, du moins en partie, aux ondes réfléchies générées au niveau des membres inférieurs.

Association of car ownership and physical activity across the spectrum of human development : Modeling the Epidemiologic Transition Study (METS).

BACKGROUND: Variations in physical activity (PA) across nations may be driven by socioeconomic position. As national incomes increase, car ownership becomes within reach of more individuals. This report characterizes associations between car ownership and PA in African-origin populations across 5 sites at different levels of economic development and with different transportation infrastructures: US, Seychelles, Jamaica, South Africa, and Ghana. METHODS: Twenty-five hundred adults, ages 25-45, were enrolled in the study. A total of 2,101 subjects had valid accelerometer-based PA measures (reported as average daily duration of moderate to vigorous PA, MVPA) and complete socioeconomic information. Our primary exposure of interest was whether the household owned a car. We adjusted for socioeconomic position using household income and ownership of common goods. RESULTS: Overall, PA levels did not vary largely between sites, with highest levels in South Africa, lowest in the US. Across all sites, greater PA was consistently associated with male gender, fewer years of education, manual occupations, lower income, and owning fewer material goods. We found heterogeneity across sites in car ownership: after adjustment for confounders, car owners in the US had 24.3 fewer minutes of MVPA compared to non-car owners in the US (20.7 vs. 45.1 minutes/day of MVPA); in the non-US sites, car-owners had an average of 9.7 fewer minutes of MVPA than non-car owners (24.9 vs. 34.6 minutes/day of MVPA). CONCLUSIONS: PA levels are similar across all study sites except Jamaica, despite very different levels of socioeconomic development. Not owning a car in the US is associated with especially high levels of MVPA. As car ownership becomes prevalent in the developing world, strategies to promote alternative forms of active transit may become important.

Impact of body tilt on the central aortic pressure pulse.

The present work was undertaken to investigate, in young healthy volunteers, the relationships between the forward propagation times of arterial pressure waves and the timing of reflected waves observable on the aortic pulse, in the course of rapid changes in body position. 20 young healthy subjects, 10 men, and 10 women, were examined on a tilt table at two different tilt angles, -10° (Head-down) and + 45° (Head-up). In each position, carotid-femoral (Tcf) and carotid-tibial forward propagation times (Tct) were measured with the Complior device. In each position also, the central aortic pressure pulse was recorded with radial tonometry, using the SphygmoCor device and a generalized transfer function, so as to evaluate the timing of reflected waves reaching the aorta in systole (onset of systolic reflected wave, sT1r) and diastole (mean transit time of diastolic reflected wave, dMTT). The position shift from Head-up to Head-down caused a massive increase in both Tct (women from 130 ± 10 to 185 ± 18 msec P < 0.001, men from 136 ± 9 to 204 ± 18 msec P < 0.001) and dMTT (women from 364 ± 35 to 499 ± 33 msec P < 0.001, men from 406 ± 22 to 553 ± 21 msec P < 0.001). Mixed model regression showed that the changes in Tct and dMTT observed between Head-up and Head-down were tightly coupled (regression coefficient 2.1, 95% confidence interval 1.9-2.3, P < 0.001). These results strongly suggest that the diastolic waves observed on central aortic pulses reconstructed from radial tonometric correspond at least in part to reflections generated in the lower limbs.

Trasporti e sviluppo territoriale negli spazi intermedi : l'esempio della regione transfrontaliera Insubrica

Avec cette thèse de doctorat nous proposons une réflexion transversale concernant les relations entre infrastructures de transport et développement territorial dans des espaces dits « intermédiaires ». Le concept d'espace intermédiaire, relativement nouveau en géographie, est conçu en fonction d'une double approche : celle des infrastructures où les espaces intermédiaires constituent des zones de transit obligées entre des pôles urbains hiérarchiquement supérieurs (par rapport une échelle horizontale) et celle des frontières où les espaces intermédiaires constituent des territoires de coopération entre différents niveaux politico-institutionnels (par rapport à une échelle verticale). Cette problématique de recherche est traitée aussi bien du point de vue théorique qu'avec des études de cas portant sur les effets des nouvelles infrastructures de transports dans la région transfrontalière insubrique (entre le Canton du Tessin et la Lombardie). L'objectif visé est de défendre un scénario d'organisation spatiale polycentrique à plusieurs niveaux comme solution pour le développement durable et cohérent de ces espaces intermédiaires. Ainsi, pour le « niveau macro », nous proposons une analyse des changements d'accessibilité spatiale et des potentiels de développement territorial pour les agglomérations concernées par la mise en service du nouveau tunnel ferroviaire de base du Monte Ceneri (TBC) et de la nouvelle ligne Lugano/Como-Mendrisio-Varese-Malpensa (FMV) à l'horizon 2020. Pour le « niveau meso », nous analysons les effets de la nouvelle ligne FMV en termes de potentiel de densification polycentrique autours des gares ferroviaires. Pour le « niveau micro », nous proposons une analyse sur les comportements de mobilité ainsi que des améliorations ciblées du système de transport pour la ville de Mendrisio visant à promouvoir le développement polycentrique de cette commune. De plus, un système d'analyse permettant de mettre en lien les divers facteurs explicatifs dans l'analyse des relations entre les nouvelles infrastructures de transport et les effets sur la mobilité et le développement territorial est également élaboré et testé dans notre recherche. -- With this Ph.D. thesis we investigate the relationship between transport infrastructures and territory development inside the so called "in-between spaces". The idea of "in-between space", relatively novel in geography, is the formal outcome of a double approach: the one of the infrastructures, saying that these spaces can be described as areas of constrained transit between urban centres of superior hierarchical level (on a horizontal scale), and the one of the borders, stating that in-between spaces are areas of cooperation between various political-institutional levels. The above mentioned research issues are deepened both at theoretical and empirical level, being the latter based on field studies of the cross-boundary Western-Lombard area (between the Swiss canton of Ticino and the Italian region of Lombardy). This research pursues the goal of defending the argument that a multi-level polycentric spatial scenario can be a possible solution fora sustainable development of the above described in- between areas. From a "macro" perspective, what we submit here is an analysis on the expected changes in spatial accessibility and on the potential territorial development for the built-up areas influenced by the construction of the new train tunnel of the Monte Ceneri (TBC) and of the new railway line Lugano/Como-Mendrisio-Varese-Malpensa (FMV). At a "meso" level we analyse the effects exerted by the new FMV line taking into account the potential densification of the areas surrounding the railway stations. Finally, at a "micro" level, we analyse the mobility behaviours in the town of Mendrisio and we propose some possible improvements to the local public transport system, with the scope to promote a polycentric development of this municipality. Moreover, we developed and tested an analytic system able to define the existing links between the various explaining factors characterizing the relationship between new transport infrastructures and effects on mobility. -- With this Ph.D. thesis we investigate the relationship between transport infrastructures and territory development inside the so called "in-between spaces". The idea of "in-between space", relatively novel in geography, is the formal outcome of a double approach: the one of the infrastructures, saying that these spaces can be described as areas of constrained transit between urban centres of superior hierarchical level (on a horizontal scale), and the one of the borders, stating that in-between spaces are areas of cooperation between various political-institutional levels. The above mentioned research issues are deepened both at theoretical and empirical level, being the latter based on field studies of the cross-boundary Western-Lombard area (between the Swiss canton of Ticino and the Italian region of Lombardy). This research pursues the goal of defending the argument that a multi-level polycentric spatial scenario can be a possible solution for a sustainable development of the above described in- between areas. From a "macro" perspective, what we submit here is an analysis on the expected changes in spatial accessibility and on the potential territorial development for the built-up areas influenced by the construction of the new train tunnel of the Monte Ceneri (TBC) and of the new railway line Lugano/Como-Mendrisio-Varese-Malpensa (FMV). At a "meso" level we analyse the effects exerted by the new FMV line taking into account the potential densification of the areas surrounding the railway stations. Finally, at a "micro" level, we analyse the mobility behaviours in the town of Mendrisio and we propose some possible improvements to the local public transport system, with the scope to promote a polycentric development of this municipality. Moreover, we developed and tested an analytic system able to define the existing links between the various explaining factors characterizing the relationship between new transport infrastructures and effects on mobility.

A Computer program for estimating population size by the removal method

A BASIC computer program (REMOVAL) was developed to compute in a VAXNMS environment all the calculations of the removal method for population size estimation (catch-effort method for closed populations with constant sampling effort). The program follows the maximum likelihood methodology,checks the failure conditions, applies the appropriate formula, and displays the estimates of population size and catchability, with their standard deviations and coefficients of variation, and two goodness-of-fit statistics with their significance levels. Data of removal experiments for the cyprinodontid fish Aphanius iberus in the Alt Emporda wetlands are used to exemplify the use of the program

Factors explaining urban transport systems in large European cities: A cross-sectional approach

The paper analyses the link between human capital and regional economic growth in the European Union. Using different indicat The importance of effective and efficient mobility in large cities is becoming essential for planners and citizens due to its impact in terms of social, economic and geographic development. The aim of this research is to determine factors explaining urban transport systems by estimating aggregate supply and demand equations for 45 large European cities. Supply and Demand equations are separately and jointly determined using OLS and SUR estimation models. On one hand, our findings suggest the importance of economic variables on the supply of public transport. On the other, we highlight the role of those factors influencing the generalized cost of transport as main drivers of demand for public transit. Additionally, regional variables are introduced to capture institutional heterogeneity in this service, and we find that regional patterns are powerful explanatory determinants of urban transportation systems in Europe.

Maritime transportation in the Gulf of Finland in 2007 and in 2015

The Gulf of Finland is said to be one of the densest operated sea areas in the world. It is a shallow and economically vulnerable sea area with dense passenger and cargo traffic of which petroleum transports have a share of over 50 %. The winter conditions add to the risks of maritime traffic in the Gulf of Finland. It is widely believed that the growth of maritime transportation will continue also in the future. The Gulf of Finland is surrounded by three very different national economies with, different maritime transportation structures. Finland is a country of high GDP/per capita with a diversified economic structure. The number of ports is large and the maritime transportation consists of many types of cargoes: raw materials, industrial products, consumer goods, coal and petroleum products, and the Russian transit traffic of e.g. new cars and consumer goods. Russia is a large country with huge growth potential; in recent years, the expansion of petroleum exports has lead to a strong economic growth, which is also apparent in the growth of maritime transports. Russia has been expanding its port activities in the Gulf of Finland and it is officially aiming to transport its own imports and exports through the Russian ports in the future; now they are being transported to great extend through the Finnish, Estonian and other Baltic ports. Russia has five ports in the Gulf of Finland. Estonia has also experienced fast economic growth, but the growth has been slowing down already during the past couples of years. The size of its economy is small compared to Russia, which means the transported tonnes cannot be very massive. However, relatively large amounts of the Russian petroleum exports have been transported through the Estonian ports. The future of the Russian transit traffic in Estonia looks nevertheless uncertain and it remains to be seen how it will develop and if Estonia is able to find replacing cargoes if the Russian transit traffic will come to an end in the Estonian ports. Estonia’s own import and export consists of forestry products, metals or other raw materials and consumer goods. Estonia has many ports on the shores of the Gulf of Finland, but the port of Tallinn dominates the cargo volumes. In 2007, 263 M tonnes of cargoes were transported in the maritime traffic in the Gulf of Finland, of which the share of petroleum products was 56 %. 23 % of the cargoes were loaded or unloaded in the Finnish ports, 60 % in the Russian ports and 17 % in the Estonian ports. The largest ports were Primorsk (74.2 M tonnes) St. Petersburg (59.5 M tonnes), Tallinn (35.9 M tonnes), Sköldvik (19.8 M tonnes), Vysotsk (16.5 M tonnes) and Helsinki (13.4 M) tonnes. Approximately 53 600 ship calls were made in the ports of the Gulf of Finland. The densest traffic was found in the ports of St. Petersburg (14 651 ship calls), Helsinki (11 727 ship calls) and Tallinn (10 614 ship calls) in 2007. The transportation scenarios are usually based on the assumption that the amount of transports follows the development of the economy, although also other factors influence the development of transportation, e.g. government policy, environmental aspects, and social and behavioural trends. The relationship between the development of transportation and the economy is usually analyzed in terms of the development of GDP and trade. When the GDP grows to a certain level, especially the international transports increase because countries of high GDP produce, consume and thus transport more. An effective transportation system is also a precondition for the economic development. In this study, the following factors were taken into consideration when formulating the future scenarios: maritime transportation in the Gulf of Finland 2007, economic development, development of key industries, development of infrastructure and environmental aspects in relation to maritime transportation. The basic starting points for the three alternative scenarios were: • the slow growth scenario: economic recession • the average growth scenario: economy will recover quickly from current instability • the strong growth scenario: the most optimistic views on development will realize According to the slow growth scenario, the total tonnes for the maritime transportation in the Gulf of Finland would be 322.4 M tonnes in 2015, which would mean a growth of 23 % compared to 2007. In the average growth scenario, the total tonnes were estimated to be 431.6 M tonnes – a growth of 64 %, and in the strong growth scenario 507.2 M tonnes – a growth of 93%. These tonnes were further divided into petroleum products and other cargoes by country, into export, import and domestic traffic by country, and between the ports. For petroleum products, the share of crude oil and oil products was estimated and the number of tanker calls in 2015 was calculated for each scenario. However, the future development of maritime transportation in the GoF is dependent on so many societal and economic variables that it is not realistic to predict one exact point estimate value for the cargo tonnes for a certain scenario. Plenty of uncertainty is related both to the degree in which the scenario will come true as well as to the cause-effect relations between the different variables. For these reasons, probability distributions for each scenario were formulated by an expert group. As a result, a range for the total tonnes of each scenario was formulated and they are as follows: the slow growth scenario: 280.8 – 363 M tonnes (expectation value 322.4 M tonnes)

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.