Finnish Critical Industries, Maritime Transport Vulnerabilities and societal Implications

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

Kansainvälisen valuuttarahaston (IMF) julkaisut

International Monetary Fund (IMF) eli Kansainvälinen valuuttarahasto perustettiin v. 1945 valvomaan 187 jäsenmaansa rahoitusjärjestelmiä ja edistämään rahoitusmarkkinoiden vakautta ja kansainvälistä kauppaa. IMF julkaisee kansainvälisiä maksutasetilastoja n. 200 maasta, ulkomaankaupan tilastotietoa, aikasarjoja v. 1948 lähtien ja valtiontalouden rahoitustilastoja sekä maakohtaisia raportteja. Painettuun kokoelmaan kuuluu vuosikertomuksia, kausijulkaisuja, tilastoja ja monografioita. Ne käsittelevät makrotaloutta, taloudellista kehitystä, rahoitusmarkkinoita, kansainvälistä taloutta ja valuuttamarkkinoita. Kokoelmassa on yhteensä n. 4342 nimekettä ja se karttuu jatkuvasti. Kokoelman vanhin julkaisu on vuodelta 1944. Suurin osa kokoelman julkaisuista on ilmestynyt v. 1995 - 2011. Sitä uudempia ei ole enää hankittu painettuina. Kokoelmaan kuuluu erilaisia vuosikirjoja pitkältä ajanjaksolta, kuten Annual report (1948 -), Annual Report on Exchange Arrangements (1990 -), Balance of payments statistics yearbook (1938 - ), Direction of trade statistics yearbook (1958 - ), Government finance statistics yearbook (1952 - ) ja International financial statistics yearbook (1991 - ). Kokoelma sisältää myös kausijulkaisuja kuten Economic review (1951 - ), IMF staff papers (1951 -) ja International financial statistics (1948 -). Kokoelmaan kuuluvat myös elektronisia julkaisuja sisältävät IMF E-Library ja AREAER -tietokannat. AREAR-tietokannassa on Annual Report on Exchange Arrangements -julkaisut sähköisessä muodossa. Tietokannassa on dataa mm. IMF:n jäsenmaiden valuutta- ja kauppajärjestelyistä. IMF E-Library, sisältää elektronisia julkaisuja sekä tilastotietokannat: International financial statistics (IFS), Balance of payments statistics (BOP), Direction of trade statistics (DOT) ja Government finance statistics (GFS). Julkaisuja on yhteensä n. 11 806. Kokoelman uudempaa osaa säilytetään Suomen Pankin kirjaston avokokoelmassa ja vanhempaa varastokokoelmassa. Painetut julkaisut ovat käytettävissä kirjastossa ja lainattavissa lukuun ottamatta tilastojulkaisuja, kausijulkaisuja ja vuosikirjoja. Elektronisia tietokantoja voi käyttää vain organisaation henkilökunta.

Cargo Traffic on the Helsinki-Tallinn Route

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

Driver of Demand in Cargo and Passenger Traffic Between Penta Ports

Maritime transport moves around 6 billion tonnes of freight every year. The freight consists of liquid bulks (45%), dry bulks (23%) and general cargo (32%). Freight traffic and transports chains vary according to region, commodity and the origin and the destination of freight. In the European Union the ports sector handles over 90% of the trade with third countries. The share of intra-EU trade is approximately 30% of the total transportation and the number of passengers is over 200 million every year. The Baltic Sea has more than 50,000 vessels a year pass the Skaw at the northernmost tip of Denmark on their way into or out of the Baltic. Roughly 60% to 70% of these vessels are cargo vessels and 17% to 25% tankers. Ports and maritime transport play a crucial role in global commerce today. Today’s business environment is changing rapidly, and the constant changes create challenges for the transport industry and maritime traffic. Ports have to adapt to continuous changes in economic structures, logistics demands, and people’s travel and leisure patterns. In order to ensure the competitiveness of sea connections, the ports need to fully enhance multilateral cross-border understanding and cooperation. In this report the focus is on liner traffic between five ports in the Central Baltic Region: Stockholm, Tallinn, Helsinki Turku and Naantali. The report defines the drivers of the demand for cargo and passenger traffic and highlights the most important factors. The economic situation and foreign trade of each county are elaborated on with detailed information about the flows of traffic between the five ports. Based on expert interviews, the main characteristics of each port, including strengths and weaknesses, are presented. The report is based on primary and secondary data. Primary data was received through interviews and mail surveys. Secondary data was attained through a literature research, statistics, data given by the PENTA ports and webpages. The report is divided into two main parts: the drivers creating the demand for transport and the results of current cargo and passenger flows between PENTA ports.

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.

Myynti ja toimituskanavan valinta ulkomaan kaupassa, kohdemaa Venäjä

Parissa kymmenessä vuodessa on tapahtunut paljon muutoksia. Neuvostoliitto hajosi, Suomen talousrakenne muuttui, globalisaatio kiihtyy kasvavalla vauhdilla, viennin kuljetusmuotoihin on tullut muutoksia, mutta yritystoiminta edellyttää pysymistä ajan tasalla. Tässä diplomityössä tutkitaan myynti- ja toimituskanavien valintoja EU:sta Venäjälle tapahtuvissa viennissä. Työssä käytetään Venäjältä saatavaa tietoa, sillä suurimmat lopputulokseen vaikuttavat kuljetuskustannukset kuten kuljetus, tavaran käsittely ja välivarastointi syntyvät Venäjän puolella. Vienti EU:sta Venäjälle on kasvanut koko ajan tasaisella vauhdilla ja muodostanut samalla tavanomaisesta poikkeavia kuljetusmenetelmiä. Suomessa pk-yrityksillä ei ole resursseja perehtyä aiheeseen, mutta koko ajan yhä useammat yritykset harjoittavat kauppaa ohjaamalla tavaran valmistajalta suoraan vastaanottajalle. Silloin tavara on lähetettävä esimerkiksi eurooppalaiselta keskusvarastolta Venäjälle, jolloin säästytään turhista kuljetuksista Suomen kautta. Työssä tutkitaan yleisimpiä käytössä olevia kuljetusmuotoja, rautatiekuljetuksen potentiaalia ja maantiekuljetuksen mahdollisuuksia. Siinä analysoidaan logistisen teorian pääpiirteitä, yritystoiminnan logistisia prosesseja samoin kuin EU:n vientisäädöksiä ja EU:sta lähtevien vientikuljetuksien organisointiongelmia. Käytössäni on logististen prosessien rakenteen metodologia. Työssä suoritetaan vientiprosessin tutkimus ja esitetään suoritetun tutkimuksen tulokset. Tuloksien pohjalta tehdään päätökset.

Optimization of random amplified polymorphic DNA protocol for molecular identification of Lophius gastrophysus

Lophius gastrophysus has important commercial value in Brazil particularly for foreign trade. In this study, we described the optimization of Random Amplified Polymorphic DNA (RAPD) protocol for identification of L. gastrophysus. Different conditions (annealing temperatures, MgCl concentrations, DNA quantity) were tested to find reproducible and adequate profiles. Amplifications performed with primers A01, ² A02 and A03 generate the best RAPD profiles when the conditions were annealing temperature of 36ºC, 25 ng of DNA quantity and 2.5 mM MgCl2. Exact identification of the species and origin of marine products is necessary and RAPD could be used as an accurate, rapid tool to expose commercial fraud.

Crescimento da firma e comércio exterior: revisitando a teoria de Adrian Wood

This paper analyzes the growth of the firm by foreign trade. The theory of Adrian Wood is revisited for the analysis of growth and profit trade-off and improved to cope with growth by exports. The main outcome of this paper is that low domestic demand can be a very important factor to firm choices growth by foreign market. However, the growth of domestic demand does not necessarily reduce exports.

Fluxos de investimento direto externo, competitividade e conteúdo tecnológico do comércio exterior da China no início do século XXI

Foreign direct investment flow, competitiveness and technological structure of foreign trade in China in the beginning of the 21st century. China's government introduced open market reforms in 1979, mediated by industrial policies improving the ability of attracting higher quality FDI (Foreign Direct Investment), which helped China's economy developing its technological capabilities. As a result, China's share in international trade rose impressively becoming third-largest trading nation in the world, by 2004, also its export structure is significantly more sophisticated. Facing the importance of understanding the determinants of developing word specialization patterns, this paper focuses on the competitiveness and technological structure of exports and imports by China for 1994-1998 and 2001-2005.

Macroeconomia estruturalista do desenvolvimento

Structuralist development macroeconomics. This paper presents some basic ideas and models of a structuralist development macroeconomics (the tendencies to the overvaluation of the exchange rate and the tendency of wages to grow below productivity, the critique of growth with foreign savings, and a new model of the Dutch disease) that complement and actualize the thought of the Latin-American structuralist school that developed around ECLAC from the late 1940s to the 1960s. On the other hand, it suggests that a new national development strategy based on the experience of fast growing Asian countries is emerging; and argues that only the countries that adopt such strategy based on growth with domestic savings, fiscal and foreign trade responsibility and a competitive exchange rate will be able to catch up.

Crescimento e industrialização no Brasil: uma interpretação à luz das propostas de Kaldor

Growth and industrialization in Brazil. In this paper, based on the writings of Kaldor and his followers, we compare two phases of Brazilian economic growth, one showing fast growth rate and other with lack of growth. Our aim is to analyze the Brazilian economic behavior in the last 40 years, pointing out economic policy intervention, structural change, foreign trade and capital flows as determinants to account for gross product development path performance. Our aim is to shed some light on which is the potential rate of growth of the Brazilian economy nowadays, considering its historical growth path and recent structural changes in the industrial sector.

Helsinki hub – new traffic flows and business networks

This thesis is the Logistics Development Forum's assignment and the work dealing with the development of the Port of Helsinki as part of Helsinki hub. The Forum aims to develop logistics efficiency through public-private co-operation and development of the port is clearly dependent on both factors. Freight volumes in the Port of Helsinki are the biggest single factor in hub and, therefore, the role of the port of the entire hub development is strong. The aim is to look at how the port will develop as a result of changes in the foreign trade of Finland and the Northern European logistics trends in 25 years time period. Work includes the current state analysis and scenario work. The analyses are intended to find out, which trends are the most important in the port volume development. The change and effect of trends is examined through scenarios based on current state. Based on the work, the structure of Finnish export industry and international demand are in the key role in the port volume development. There is significant difference between demands of Finnish exporting products in different export markets and the development between the markets has different impacts on the port volumes by mass and cargo type. On the other hand, the Finnish economy is stuck in a prolonged recession and competition between ports has become a significant factor in the individual port's volume development. Ecological valuesand regulations have changed the competitive landscape and maritime transport emissions reductions has become an important competitive factor for short routes in the Baltic Sea, such as in the link between Helsinki and Tallinn.

Desindustrialização e comércio exterior: evidências recentes para o Brasil

De-industrialization and foreign trade: recent evidences to Brazil. This paper analyses the behavior of the Brazilian manufacturing sector during the 2000's. We test the hypothesis of early de-industrialization induced by foreign trade. Our results show a mixed picture: although we showed signs of early de-industrialization induced by foreign trade, at the same time, we found evidence that Brazilian entrepreneurs have reduced manufacturing exports during internal market boom between 2004 and 2010. This fact determines the deterioration of trade balance of the manufacturing sector and justifies worries on long-term perspectives for Brazilian economy.

On the creative economy chain in Brazil: potential and challenges

ABSTRACT The article presents an analysis of the Creative Economy in Brazil, showing its development potential for the generation of income and employment, in order to the country's development resumption. They are initially presented concepts and features of the Creative Economy for, in sequence, to analyze the economic development profile and potential of this industry in Brazil. The empirical part introduces some methodological aspects, in continuing with the analysis of the creative chain contribution to the generation of Value Added and employment in the country, and a vision of their foreign trade.potential. Finally, the challenges to the implementation of public policies are investigated.

Le relazioni Italo - Finlandesi nella documentazione del Ministero degli Affari Esteri italiano e nel "Memoriale" di Attilio Tamaro (1929-1935)

My doctoral thesis may be placed within the branch of studies on the history of international relations and it examines the development of Italian-Finnish bilateral relations during the mandate of Attilio Tamaro, the plenipotentiary Minister (1929-1935). The research is based exclusively on Italian sources, on the private documentation of the diplomat and on his “Memoriale”, which have been critically analysed, using theories, such as those on the policies of power, on the soft power and on foreign trade. This research aims to draw attention to the bilateral dynamics, and to bridge the gaps of the specific historiography, paying attention to the relations between the Lapua movement and Italian fascism, and to the role that the Minister Tamaro played. The 1929-1935 period is the most intense one in the bilateral relations, and it expands those already begun in the Twenties, thereby replacing the idea of a poor and backward Italy with that of a modern, strong and orderly country that fascism had been capable of building. The need for Finland to solve its internal problems led to the development of the lappist movement in the first few months of 1930 which, with its anticommunism and anti-parliamentarism, led conservative Finland to look towards the Italian political model with particular fondness. The Italian diplomacy, at least during the Grandi ministry, distinguished itself for its moderate involvement in its connections with lappism. After 1932, with the spread of universal fascism, opposing national-socialism, the relationships between fascism and the lappist movement intensified and led the IKL (Patriotic People’s Movement) into the Italian sphere. Actually, especially after 1933, what was the most effective instrument of Tamaro’s political action was culture: the Italian Readership, the cultural associations, and the use of the cinematic arts and art were the channels for the expansion of a cultural imperialism which abounded in political propaganda. With the War of Ethiopia in 1935, the good Italian-Finnish relationships partly cooled down because Italy appeared to be a dangerous nation for the stability of the security system of Finland. The research results are stimulating: they bring to light the ambitions of great power of monarchist-fascist Italy; they show the importance of the Italian example in inspiring the conservative Finnish right-wing; they allow one to hypothesize that there was at least an indirect influence of the Italian model on the development of Finnish events. The aspiration of our research is to stimulate further studies on diplomatic, military and trade relations between Italy and the Scandinavian countries from 1919 to today.