Finnisch-ugrisches Substrat in der Toponymie des Russischen Nordens : eine neue Einstellung zum alten Problem

Kirjallisuusarvostelu

Marketing-Sales Cooperation and its Relation on Direct Sales Performance: an Example of a Medium-sized Oil Company

The study touches upon marketing-sales departments’ cooperation and investigates marketing-sales cooperative model within the case company. So that research increases understanding of linkages between Marketing and Sales departments with an illustrative example of Russian medium-sized oil company (LLC Neste St. Petersburg), the subsidiary of Finnish-based Neste Oil. The empirical study is done from marketing and sales perspectives. And for sales main attention was brought to direct sales, both B2B and B2C. Research considers all five domains of cooperation, and among others, study reveals the attitude towards external (market) and internal (product) knowledge, and its mutual use by marketing and sales managers. A qualitative research method, participant observations, and in-depth interviews with upper-management made it possible to explore all facets of joint work. Moreover, research responses the changes in a model of cooperation between marketing and sales when moving from medium size to large company.

Välitystoimintaa harjoittavan yhtiön liiketoimintamallit puolivalmisteiden tuontiin Venäjältä

Tämän kandidaatintutkielman tavoitteena on kuvata mahdolliset liiketoimintamallit tuontitoimintaa harjoittavissa yrityksissä Venäjältä Suomeen ja laajemmin Euroopan Unioniin. Lisäksi tavoitteena on selvittää, mitkä ovat välitysliiketoiminnan menestystekijät ja riskit Venäjän tuonnissa. Arvioimme myös Venäjän WTO- jäsenyyden vaikutusta tälläiseen liiketoimintaan. Venäjä on Suomelle tärkeä kauppakumppani. Venäjän suuret luonnonvarat ja niitä jalostavan teollisuuden tuottamat puolivalmisteet ovat kiinnostava raaka-ainelähde Suomen ja Euroopan Unionin sisämarkkinoiden yrityksille. Puolivalmisteiden välitystoimintaa Venäjältä Suomeen on harjoitettu vuosikymmeniä. Pyrimme mallintamaan välitystoiminnan menestykseen ja riskeihin liittyviä tekijöitä työn tilaajalle, Imatran Seudun Kehitysyhtiö Oy:lle.

Customer loyalty in DIY retailing in Russia: Innovative approaches for improving customer retention through technology

Customer satisfaction has been widely studied concept due to its importance on business performance. Customer satisfaction should ideally lead to customer loyalty and have a positive effect on business profitability and growth. This study investigates customer satisfaction and loyalty in the Do-It-Yourself retailing in Russian  market.  “K-rauta”  retail  chain  was  chosen  as  a  focus company for this study. Goal of the study was to investigate what creates customer satisfaction in this given market and what is the role of quality, trust and satisfaction for creating customer loyalty. The role of internet in consumer purchasing process was also investigated. Furthermore, consumer preferences towards new marketing solutions such as smart phone applications were briefly examined.

Hazard Risk Management in Large Nordic Companies' Operations in Russia

The objective of this research was to describe how Nordic companies manage hazard risks in their operations in Russia and how the local business environment is considered to affect the hazard risks. Research methods used in this research were literature review and expert interviews. Twelve Nordic industrial companies operating in different fields of industry were interviewed. Large Nordic companies typically guide risk management centralized from the parent company on behalf of the whole company group and the risk management standards and policies are integrated in all subsidiaries. Parent companies typically control hazard risk management in Russia by regular risk management reporting, auditing the Russian sites and by training local managers and employees to risk management work. Many companies have experienced several losses in the first years of operating in Russia before the risk management policies have been implemented in Russian subsidiaries. The companies have learned to take local characteristics better into account by experience and most companies are quite satisfied with their current risk management standards in Russia. The interviews indicate that companies experience especially the poor quality of infrastructure, some features in Russian organizational culture and high level of criminality to increase hazard risks in Russia. However, understanding these features and risks in the business environment makes the management of these risks possible. Risks related to infrastructure can be managed in advance by decreasing dependencies of infrastructure and considering the infrastructure quality already when planning the business operations. Also good local network is often considered critical in order to overcome the complications related to infrastructure. Russian personnel has typically different attitude towards risk management than Nordic personnel and neglecting safety and maintenance and concealing losses is more typical in Russia. By training and guiding the local personnel risk management and safety work and desired ways of actions these risks can be decreased. Criminality risks are often managed to certain extent by investing in security, increasing supervising and paying attention to reliability of the employees and other interest groups of the company.

Survey of transportation of liquid bulk chemicals in the Baltic Sea

This study is made as a part of the Chembaltic (Risks of Maritime Transportation of Chemicals in Baltic Sea) project which gathers information on the chemicals transported in the Baltic Sea. The purpose of this study is to provide an overview of handling volumes of liquid bulk chemicals (including liquefied gases) in the Baltic Sea ports and to find out what the most transported liquid bulk chemicals in the Baltic Sea are. Oil and oil products are also viewed in this study but only in a general level. Oils and oil products may also include chemical-related substances (e.g. certain bio-fuels which belong to MARPOL annex II category) in some cargo statistics. Chemicals in packaged form are excluded from the study. Most of the facts about the transport volumes of chemicals presented in this study are based on secondary written sources of Scandinavian, Russian, Baltic and international origin. Furthermore, statistical sources, academic journals, periodicals, newspapers and in later years also different homepages on the Internet have been used as sources of information. Chemical handling volumes in Finnish ports were examined in more detail by using a nationwide vessel traffic system called PortNet. Many previous studies have shown that the Baltic Sea ports are annually handling more than 11 million tonnes of liquid chemicals transported in bulk. Based on this study, it appears that the number may be even higher. The liquid bulk chemicals account for approximately 4 % of the total amount of liquid bulk cargoes handled in the Baltic Sea ports. Most of the liquid bulk chemicals are handled in Finnish and Swedish ports and their proportion of all liquid chemicals handled in the Baltic Sea is altogether over 50 %. The most handled chemicals in the Baltic Sea ports are methanol, sodium hydroxide solution, ammonia, sulphuric and phosphoric acid, pentanes, aromatic free solvents, xylenes, methyl tert-butyl ether (MTBE) and ethanol and ethanol solutions. All of these chemicals are handled at least hundred thousand tonnes or some of them even over 1 million tonnes per year, but since chemical-specific data from all the Baltic Sea countries is not available, the exact tonnages could not be calculated in this study. In addition to these above-mentioned chemicals, there are also other high volume chemicals handled in the Baltic Sea ports (e.g. ethylene, propane and butane) but exact tonnes are missing. Furthermore, high amounts of liquid fertilisers, such as solution of urea and ammonium nitrate in water, are transported in the Baltic Sea. The results of the study can be considered indicative. Updated information about transported chemicals in the Baltic Sea is the first step in the risk assessment of the chemicals. The chemical-specific transportation data help to target hazard or e.g. grounding/collision risk evaluations to chemicals that are handled most or have significant environmental hazard potential. Data gathered in this study will be used as background information in later stages of the Chembaltic project when the risks of the chemicals transported in the Baltic Sea are assessed to highlight the chemicals that require special attention from an environmental point of view in potential marine accident situations in the Baltic Sea area.

E-PORT. Improving efficiency of Finnish port community by intelligent systems Final report of the Mobile Port project

The management of port-related supply chains is challenging due to the complex and heterogeneous operations of the ports with several actors and processes. That is why the importance of information sharing is emphasised in the ports. However, the information exchange between different port-related actors is often cumbersome and it still involves a lot of manual work and paper. Major ports and port-related actors usually have advanced information systems in daily use but these systems are seldom interoperable with each other, which prevents economies of scale to be reached. Smaller ports and companies might not be equipped with electronic data transmission at all. This is the final report of the Mobile port (MOPO) project, which has sought ways to improve the management and control of port-related sea and inland traffic with the aid of ICT technologies. The project has studied port community systems (PCS) used worldwide, evaluated the suitability of a PCS for the Finnish port operating environment and created a pilot solution of a Finnish PCS in the port of HaminaKotka. Further, the dry port concept and its influences on the transportation system have been explored. The Mobile Port project comprised of several literature reviews, interviews of over 50 port-related logistics and/or ICT professionals, two different kinds of simulation models as well as designing and implementing of the pilot solution of the Finnish PCS. The results of these multiple studies are summarised in this report. Furthermore, recommendations for future actions and the topics for further studies are addressed in the report. The study revealed that the information sharing in a typical Finnish port-related supply chain contains several bottlenecks that cause delays in shipments and waste resources. The study showed that many of these bottlenecks could be solved by building a port community system for the Finnish port community. Almost 30 different kinds of potential services or service entities of a Finnish PCS were found out during the study. The basic requirements, structure, interfaces and operation model of the Finnish PCS were also defined in the study. On the basis of the results of the study, a pilot solution of the Finnish PCS was implemented in the port of HaminaKotka. The pilot solution includes a Portconnect portal for the Finnish port community system (available at https://www.portconnect.fi) and two pilot applications, which are a service for handling the information flows concerning the movements of railway wagons and a service for handling the information flows between Finnish ports and Finland-Russian border. The study also showed that port community systems can be used to improve the environmental aspects of logistics in two different ways: 1) PCSs can bring direct environmental benefits and 2) PCSs can be used as an environmental tool in a port community. On the basis of the study, the development of the Finnish port community system should be continued by surveying other potential applications for the Finnish PCS. It is also important to study if there is need and resources to extend the Finnish PCS to operate in several ports or even on a national level. In the long run, it could be reasonable to clarify whether there would be possibilities to connect the Finnish PCS as a part of Baltic Sea wide, European-wide or even worldwide maritime and port-related network in order to get the best benefit from the system

Tutkimusretki Venäjän uusvanhaan sieluun

Kirjallisuusarvostelu

Venäläinen (uus)pakanuus ja neuvostoperintö

Kirja-arvio

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.

Ulkomaalaisen yrityksen verkostosuhteet Venäjällä

Tutkimuksen tavoitteena on konkreettisen yritysverkoston avulla selvittää, minkälaisia ovat ulkomaalaisen yrityksen potentiaaliset kumppanit ja yritysten väliset suhteet Venäjällä. Toisena tavoitteena on kuvata käytännön työelämään sopivalla menetelmällä riittävän kokonaisvaltaisesti yritysverkoston kumppanit sekä kumppaneiden ja kärkiyrityksen väliset suhteet. Samalla tarkastellaan yritysten välisten suhteiden riskejä. Selvitysmenetelmällä pyritään nopeuteen ja ketteryyteen ja sen tavoitteena on lisätä ulkomaisen johdon käsitystä yritysverkostosta johdon päätöksentekoa varten. Tutkimus jakaantuu teoria tarkasteluun ja yhden Venäjällä toimivan ulkomaisen yrityksen osto-osaston verkostoa selvittävään empiiriseen osaan. Teoriatarkastelussa selvitetään erilaisia lähestymistapoja ja laajempia viitekehyksiä yritysverkostojen tutkimukseen. Teoriatarkastelun perusteella valittiin viitekehykset yrityskumppaneiden ja yritysten välisen suhteen sekä riskien arviointiin. Empiirisen osan tutkimus toteutettiin haastattelukyselytutkimuksena perustuen näihin viitekehyksiin. Yrityskumppaneita ja yritysten välisiä suhteita tarkastellaan tilastollisin menetelmin ja riskejä arvioidaan laadullisella tutkimusotteella. Tutkimustulokset vastaavat monelta osin liiketoimintakulttuurista ja –ympäristöstä saatua kokemukseen ja tutkimustietoon perustuvaa käsitystä. Verkostoitumisen kulmakivet ovat hyvin toimivat ja määritellyt vaihdannan liiketoiminta- ja tukiprosessit, hyvin tunnetut kumppanit ja tälle perustalle rakennetut sosiaaliset suhteet sekä liiketoimintaympäristöön ja –kulttuuriin soveltuvat yhteistyökompetenssit. Tutkitun yritysverkoston yhteistyösuhteet voidaan jakaa hierarkkiseen organisaatiokumppanuuteen, toimittajakumppanuuteen, luottamukseen perustuvaan markkinaehtoiseen suhteeseen ja opportunistiseen markkinasuhteeseen. Hyviä yhteistyökumppaneita ja –suhteita löytyy taustaltaan erilaisista toimittajista. Tutkimuksessa käytetyt viitekehykset toimivat hyvin erityisesti yrityskumppanin arvioinnissa. Yritysten välisen suhteen arviointiin käytetyn viitekehyksen ongelmat liittyivät lähinnä erilaiseen liiketoimintakulttuuriin ja käsitykseen yritysten välisestä strategisesta suhteesta. Riskit liittyivät toimitussuhteeseen useammin kuin omaan organisaatioon tai toimittajaan.

Resinotrust Cord hinnasto N:o 2

kuv., 11 x 16 cm

Taxonomy, species richness and biogeography of Finnish crane flies (Diptera, Tipuloidea).

Biodiversity is unequally spread throughout terrestrial ecosystems. The highest species richness of animals and plants is encountered around the Equator, and naturalists observe a decrease in the number of creatures with increasing latitude. Some animal groups, however, display an anomalous species richness pattern, but these are exceptions to the general rule. Crane flies (Diptera, Tipuloidea) are small to large sized, non-biting nematoceran insects, being mainly associated with moist environments. The species richness of crane flies is highest in the tropics, but these insects are species rich and abundant in all biogeographic realms, boreal and arctic biomes included. The phylogeny and systematics of crane flies are still at an early stage and somewhat controversial. New species are constantly discovered even from temperate Europe, faunistically the best known continent. Crane flies have been rather neglected group of insects in Finland. The history of Finnish crane fly taxonomy and faunistics started in 1907, the year when Carl Lundström published his two first articles on tipuloids. Within roughly 100 years there have been only a handful of entomologists studying the Finnish fauna, and the species richness and natural history of these flies have remained poorly understood and mapped. The aim of this thesis is to clarify the taxonomy of Finnish crane flies, present an updated and annotated list of species and seek patterns in regional species richness and assemblage composition. Tipula stackelbergi Alexander has been revised (I). This species was elevated to a species rank from a subspecific rank under T. pruinosa Wiedemann and T. stackelbergi was also deleted from the list of European crane flies. Two new synonyms were found: T. subpruinosa Mannheims is a junior synonym of T. freyana Lackschewitz and T. usuriensis Alexander is a junior synonym of T. pruinosa. A new species Tipula recondita Pilipenko & Salmela has been described (II). Both morphology and COI (mtDNA) sequences were used in the assessment of the status of the species. The new species is highly disjunct, known from Finland and Russian Far East. A list of Finnish crane flies was presented, including the presence of species in the Finnish biogeographical provinces (III). A total of twenty-four species were formally reported for the first time from Finland and twenty-two previously reported species were deleted from the list. A short historical review on the studies of Finnish crane flies has been provided. The current list of Finnish species consists of 338 crane flies (IV, Appendix I). Species richness of all species and saproxylic/fungivorous species is negatively correlated with latitude, but mire-dwelling species show a reversed species richness gradient (i.e. an increase in the number of species toward north). Provincial assemblages displayed a strong latitudinal gradient and faunistic distance increased with increasing geographical distance apart of the provinces. Nearly half (48 %) of the Finnish crane flies are Trans-Palaearctic, roughly one-third (34 %) are West Palaearctic and only 16 and 2 % are Holarctic and Fennoscandian, respectively. Due to the legacy of Pleistocene glaciations, endemic Fennoscandian species are problematic and it is thus concluded that there are probably no true endemic crane flies in this region. Finally, there are probably species living within Finnish borders that have hitherto remained unnoticed. Based on subjective assessment, the number of “true” (i.e. recorded + unknown species) species count of Finnish crane flies is at minimum 350.

Logistics of North-West Russia and Rail Baltica: Standpoints of Private Sector

The main aims of the present report are to describe the current state of railway transport in Russia, and to gather standpoints of Russian private transportation logistics sector towards the development of new railway connection called Rail Baltica Growth Corridor, connecting North-West Russia with Germany through the Baltic States and Poland. North-West Russia plays important role not only in Russian logistics, but also wider European markets as in container sea ports handling is approx. 2.5 mill. TEU p.a. and handling volume in all terminals is above 190 million tons p.a. The whole transportation logistics sector is shortly described as an operational environment for railways – this is done through technical and economic angles. Transportation development is always going in line with economics of the country, so the analysis on economical development is also presented. Logistics integration of the country is strongly influenced by its engagement in the international trade. Although, raw material handling at sea ports and container transports (imports) are blossoming, domestic transportation market is barely growing (in long-term perspective). Thus, recent entrance of Russia into World Trade Organization (WTO) is analyzed theme in this research, as the WTO is an important regulator of the foreign trade and enabler of volume growth in foreign trade related transportation logistics. However, WTO membership can influence negatively the development of Russia’s own industry and its volumes (these have been uncompetitive in global markets for decades). Data gathering in empirical part was accomplished by semi-structured case study interviews among North-West Russian logistics sector actors (private). These were conducted during years 2012-2013, and research compiles findings out of ten case company interviews. Although, there was no sea port involved in the study, most of the interviewed companies relied in European Logistics within significant parts in short sea shipping and truck combined transportation chains (in Russian part also using railways). As the results of the study, it could be concluded that Rail Baltica is seen as possible transport corridor in most of the interviewed companies, if there is enough cargo available. However, interviewees are a bit sceptical, because major and large-scale infrastructural improvements are needed. Delivery time, frequency and price level are three main factors influencing the attractiveness of Rail Baltica route. Price level is the most important feature, but if RB can offer other advantages such as higher frequency, shorter lead times or more developed set of value-added services, then some flexibility is possible for the price level. Environmental issues are not the main criteria of today, but are recognized and discussed among customers. Great uncertainty exists among respondents e.g. on forthcoming sulphur oxide ban on Baltic Sea shipping (whether or not it is going to be implemented in Russia). Rather surprisingly, transportation routes to Eastern Europe and Mediterranean area are having higher value and price space than those to Germany/Central Europe. Border crossing operations (traction monopoly at rails and customs), gauge widths as well as unclear decision-making processes (in Russia), are named as hindering factors. Performance standards for European connected logistics among Russian logistics sector representatives are less demanding as compared to neighbourhood countries belonging to EU.

Palveluasumisen markkinapotentiaali Suomessa asuvien venäjänkielisten ikäihmisten keskuudessa - Analyysi markkinoista ja kuluttajakäyttäytymisestä

Tutkimus on toimeksianto Yritykseltä X, joka halusi selvitettävän, millaista markkinapotentiaalia on nähtävissä ikäihmisten palveluasumisessa Suomessa asuville venäjänkielisille. Markkinoiden analysoinnin lisäksi tutkimuksessa on selvitetty kohderyhmän kuluttajakäyttäytymistä ja ostokykyä. Tutkimuksen tavoitteena ei ole antaa toimeksiantajalle valmista investointipäätöstä, vaan tuoda tietoa markkinoista ja kohderyhmästä päätöksenteon tueksi. Käytössä on ollut neljä empiiristä aineistoa. Primääriaineistona ovat asiantuntija¬haastattelut sekä kyselyt Yrityksen X venäjänkielisille työntekijöille ja maksaja-asiakkaille – eli kuntien ja sairaanhoitopiirien edustajille. Sekundääriaineistona on joukko suomalaisten Venäjä-asiantuntijoiden viime vuosien tutkimuksia. Pro gradun teoriaosuus on tiivis. Teorian on auttanut kirjoittajaa tarkastelemaan palveluasumisen markkinoita kansainvälisellä vivahteella sekä suomalaisittain uuden kuluttajaryhmän kuluttajakäyttäytymistä ja ostokykyä. Suomessa asuvia venäjänkielisiä ikäihmisiä ei ole aikaisemmassa tutkimuksessa tarkasteltu omana kohderyhmänään, mutta heistä on tehty paljon yhteiskunnallista tutkimusta. Tätä on hyödynnetty muun muassa tarkasteltaessa kohderyhmän kulttuurisia piirteitä, sosiaalisia tapoja, kieltä ja uskontoa. Suomessa asuvista venäjänkielisistä ikäihmistä ei voi puhua yhtenäisenä ryhmänä. Osa yli 65-vuotiaista on suomen kielen taitoisia ja työssään menestyneitä, mutta monen maahanmuuttajan sosiaalinen asema laski heidän muuttaessaan Suomeen. Neuvostoliitossa asuneet ovat tottuneet niukkoihin olosuhteisiin, siihen että samassa taloudessa asui jopa kolme sukupolvea, ja että perhe piti huolta yhteiskunnan tuen ollessa niukkaa. Vaikka venäläisessä kulttuurissa vanhainkodeilla on huono maine, voidaan Suomessa asuvien ikäihmisten keskuudessa nähdä positiivista suhtautumista palveluasumista ja suomalaisia julkispalveluja kohtaan. Mikäli Yritys X rakentaa yksikön Lappeenrantaan, kannattaa potentiaalisina asiakkaina nähdä myös venäläiset terveysmatkailijat ja suunnitella palvelutarjonta laajemmin kuin vain Suomessa asuville venäjänkielisille. Mikäli yksikkö tulee Helsinkiin, on kilpailijana ortodokseille ja venäjänkielisille vanhuksille tarkoitettu Helenan vanhainkoti.