Estudo arqueométrico de cerâmicas do Sítio Guará, Goiás, Brasil

There is no evidence of urban civilization in Brazilian prehistory; most inhabitants lived in tribal groupings, probably with regional economic integration among several independent tribes. There is little evidence of seasonal migrations between the coast and the inland of southern Brazil. Some specialized horticulturists competed among themselves but other groups lived more isolated and probably peacefully, in the upper interfluvial regions. Chemical analysis of artifacts is a means of documenting traffic in particular materials and intraregional production and distribution, development of craft specialization and typological refinement among other issues. In this study we tested some possibilities in two different cultural contexts using the parametric k0 neutron activation analysis technique, which allowed the determination of elements: Al, As, Au, Ce, Cl, Co, Cr, Cs, Cu, Fe, Ga, K, La, Na, Rb, Sc, Ta, Ti, V and Zn.

Regional returns to physical capital: are they conditioned by educational attainment?

This paper provides novel empirical evidence of the indirect effect of educational attainment on regional economic growth, through its influence on the profitability of investment in physical capital. We test the hypothesis that the regional heterogeneity of the return to physical capital can be directly related to the existing heterogeneity in the educational attainment of workers. The results for the Spanish case support our hypothesis that the higher the educational attainment of workers the greater the returns on investment in physical capital. In fact, this effect seems to be sufficiently strong to have counterbalanced the traditional mechanism of decreasing returns to capital accumulation.

Panel Data Stochastic Convergence Analysis of the Mexican Regions

The stochastic convergence amongst Mexican Federal entities is analyzed in panel data framework. The joint consideration of cross-section dependence and multiple structural breaks is required to ensure that the statistical inference is based on statistics with good statistical properties. Once these features are accounted for, evidence in favour of stochastic convergence is found. Since stochastic convergence is a necessary, yet insufficient condition for convergence as predicted by economic growth models, the paper also investigates whether-convergence process has taken place. We found that the Mexican states have followed either heterogeneous convergence patterns or divergence process throughout the analyzed period.

Development of Russian Ports in The Gulf of Finland

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

Traffic flow development at North European company level with respect of China and Russia

The aim of the thesis is to analyze traffic flows and its development from North European companies` point of view to China and Russia using data from logistics questionnaire. Selected North European companies are large Finnish and Swedish companies. The questionnaire was sent via email to the target group. The study is based on the answers got from respondent companies from years 2006, 2009 and 2010. In the thesis Finnish Talouselämä newspaper and Swedish Affärsdata are used as a database to find the target companies for the survey. Respondents were most often logistics managers in companies. In the beginning of the thesis concepts of transportation logistics is presented, including container types, trade terms, axel loads in roads and in railways. Also there is information about warehousing types and terminals. After that, general information of Chinese and Russian transportation logistics is presented. Chinese and Russian issues are discussed in two sections. In both of them it is analyzed economic development, freight transport and trade balance. Some practical examples of factory inaugurations in China and Russia are presented that Finnish and Swedish companies have completed. In freight transport section different transportation modes, logistics outsourcing and problems of transportation logistics is discussed. The results of the thesis show that transportation flows between Europe and China is changing. Freight traffic from China to European countries will strengthen even more from the current base. When it comes to Russia and Europe, traffic flows seem to be changing from eastbound traffic to westbound traffic. It means that in the future it is expected more freight traffic from Russia to Europe. Some probable reasons for that are recent factory establishments in Russia and company interviews support also this observation. Effects of the economic recession are mainly seen in the lower transportation amounts in 2009.

Kainuun maahanmuuttotyön linjaukset 2012–2015 : Kansainvälinen työvoima -projekti 2011–2013

Kainuun maahanmuuttotyön linjaukset ovat alueellinen tarkennus valtakunnallisiin maahanmuutto-ohjelmiin. Alueellisesti Kainuun maahanmuuttotyönlinjaukset kytkeytyvät Kainuun maakunta -kuntayhtymän laatimaan maakuntaohjelmaan sekä Pohjois-Pohjanmaan maahanmuuttostrategiaan. Kainuulla ja Pohjois-Pohjanmaalla on yhteinen maahanmuuttopäällikkö sekä maahanmuuttoasiaintoimikunta. Maahanmuuttotoimijoiden yhteisenä tavoitteena ja linjausten keskeisenä ajatuksena on, että maahanmuutto nähdään osana positiivista väestökehitystä Kainuussa. Linjauksia laatineen työryhmän tavoitteena on ollut tehdä maahanmuuttotyön strategiset linjaukset kainuulaisista lähtökohdista, kainuulaiseen maahanmuuttotyöhön sopiviksi. Linjausten tarkoituksena on toimia pohjana kaikelle maahanmuuttotyölle Kainuussa; ne ovat kainuulaisten maahanmuuttotoimijoiden yhteinen näkemys siitä, mihin suuntaan maahanmuuttotyötä Kainuussa tulisi viedä. Kainuun maahanmuuttotyön linjaukset toteutettiin osana Kainuun elinkeino-, liikenne- ja ympäristökeskuksen (ELY-keskus) hallinnoimaa Kansainvälinen työvoima -projektia. Projektia rahoittaa Euroopan sosiaalirahasto.

Immigration Strategy for Northern Ostrobothnia 2015

A strategy process was completed in the ESF project “Promotion of Work-related Immigration”, which was implemented at Centre for Economic Development, Transport and the Environment for North Ostrobothnia, and an immigration strategy was drawn up for Northern Ostrobothnia on the basis of the process. Information was collected about the situation in Northern Ostrobothnia from the point of view of immigration and the future availability of labour. The intention was to use the information as background material for the strategy. Employers’ need for support in recruiting foreign labour was investigated with a broad inquiry, to which 1000 respondents replied. The strategy process was carried out together with an outside consultant (Net Effect Oy) by arranging three workshops and a seminar where the workshop results were summarised. A large number of companies, authorities, municipalities, associations, project actors and immigrants engaged in immigration issues participated in the workshops. The draft strategy is based on their experiences about immigration and on statistical data, background inquiries and surveys. To ensure the accuracy of the draft strategy, comments were requested from several parties and received from 64 organisations. The core of the immigration strategy consists of an initial analysis, values, a vision and priorities. The strategy is composed of three priorities. The key aim of the priority Internationalisation and Supporting Diversity is to support diversity in schools, workplaces and people’s everyday lives e.g. through attitude development and by promoting internationalisation in companies and education institutions. The aim of the priority Supporting Entrepreneurship and Recruiting Foreign Labour is to promote entrepreneurship among immigrants and the recruitment of foreign labour and to develop the forecasting of educational needs. The priority Developing Integration Services, Regional Cooperation and Networks, in turn, seeks to develop the service structure and policies of immigrant integration and to increase cooperation and exchange of information between regional actors engaged in integration issues. The aim is to use the strategy as a guideline document for immigration issues in Northern Ostrobothnia. The strategy is used to coordinate the existing organisations and operations dealing with immigration issues. In addition, it contains a future-oriented focus and underlines the management of new immigration projects and operations. The main party responsible for the implementation of the strategy is the Immigration Committee. In addition, responsible parties have been assigned to each measure. The implementation of the immigration strategy will be monitored annually on the basis of indicators.

Porin seudun liikenneturvallisuussuunnitelma

Porin seudulle laadittiin liikenneturvallisuussuunnitelma Harjavallan, Huittisen, Kokemäen, Luvian, Merikarvian, Nakkilan, Pomarkun, Porin ja Ulvilan kuntien alueelle. Suunnitelmat laadittiin kuntien ja Varsinais-Suomen ELY-keskuksen yhteistyönä. Suunnitelma sisältää turvallisuuden parantamisen lisäksi kestävien liikkumismuotojen edistämistä. Seudun liikenneturvallisuuden ja liikkumisen ongelmia kartoitettiin kaikille kuntalaisille suunnatuilla kyselyillä, onnettomuusanalyysillä sekä maastokäynneillä. Onnettomuusanalyysin perusteella seudun liikenneturvallisuuden tila Porin seudulla on koko maan keskiarvoa heikompi. Vuosittain kuolee noin 10 henkilöä ja loukkaantuu noin 220 henkilöä. Seudulla tapahtuneista onnettomuuksista aiheutuu kustannuksia vuosittain keskimäärin noin 90 miljoonaa euroa, josta kuntien osuus on vuosittain noin 16 miljoonaa euroa. Kyselyn vastauksista ilmeni, että vastaajia huolestutti muun muassa jalankulku- ja pyöräväylien kunto ja esteettömyys sekä talvikunnossapidon taso. Autoilun olosuhteissa tyytymättömyyttä aiheutti teiden kunto ja kunnossapidon taso sekä kouluympäristöjen liikennejärjestelyt. Kyselyyn vastanneista 64 %:lla työ- tai koulumatkan pituus on korkeintaan 5 kilometriä, joten kävelyn ja pyöräilyn edistämisellä seudulla on hyvät edellytykset. Ongelma-analyysin sekä valtakunnallisten tavoitteiden pohjalta seudulle määritettiin liikenneturvallisuustavoitteet. Pitkän aikavälin liikenneturvallisuusvisioksi seudulle asetettiin, että kenenkään ei tarvitse kuolla tai loukkaantua vakavasti liikenteessä ja liikkuminen on vastuullista ja se koetaan turvalliseksi. Määrällisenä tavoitteena on, että nykyisestä 10 keskimäärin vuodessa kuolleesta seudulla kuolisi liikenteessä enintään 6 henkilöä (40 henkilöä / miljoona asukasta) vuonna 2014 ja enintään 3 henkilöä (24 henkilöä / miljoona asukasta) vuonna 2020. Loukkaantuneiden määrän tavoitteena on, että nykyisestä 218 henkilöstä vähennystä olisi 25 % (korkeintaan 163 henkilöä) vuoteen 2020 mennessä. Nuorten onnettomuusriskiä halutaan pienentää 25 % vuoteen 2020 mennessä siten, että heidän riskinsä lähenee muun väestön onnettomuusriskin tasoa. Liikenneympäristön parantamisehdotukset tehtiin noin 300 kohteeseen seudulla. Toimenpiteiden toteuttaminen vaiheistettiin kolmeen ohjeelliseen kiireellisyysluokkaan. Suunnitelmatyön aikana kuntien liikenneturvallisuustyötä aktivoitiin ja perustettiin uudet ryhmät niihin kuntiin, joista ryhmät puuttuivat. Hallintokuntatilaisuuksissa ideoitiin ja käsiteltiin eri liikkujaryhmille sopivia toimintamuotoja liikenneturvallisuuden ja kestävän liikkumisen edistämiseksi. Lisäksi muodostettiin seudullinen liikenneturvallisuusryhmä, joka seuraa ja koordinoi liikenneturvallisuustyötä tulevaisuudessa.

ELY Centre for Southwest Finland - Sustainable Growth with Us

The Centre for Economic Development, Transport and the Environment for Southwest Finland (ELY Centre for Southwest Finland) is a diverse and broad-ranging development and service centre created during the Government’s Reform Project for Regional administration. Our goal is to strengthen well-being in the regions of Varsinais-Suomi and Satakunta. Networking with other actors in the region is the starting point for our activities. The best ways to achieve impact and reach targets are good co-operation and effective use of resources.

Foreign Direct Investment, Clean Development Mechanism, and Environmental Management: A case of Sub-Saharan Africa

This doctoral dissertation explores the contribution of environmental management practices, the so-called clean development mechanism (CDM) projects, and foreign direct investment (FDI) in achieving sustainable development in developing countries, particularly in Sub- Saharan Africa. Because the climate change caused by greenhouse gas emissions is one of the most serious global environmental challenges, the main focus is on the causal links between carbon dioxide (CO2) emissions, energy consumption, and economic development in Sub-Saharan Africa. In addition, the dissertation investigates the factors that have affected the distribution of CDM projects in developing countries and the relationships between FDI and other macroeconomic variables of interest. The main contribution of the dissertation is empirical. One of the publications uses crosssectional data and Tobit and Poisson regressions. Three of the studies use time-series data and vector autoregressive and vector error correction models, while two publications use panel data and panel data estimation methods. One of the publications uses thus both timeseries and panel data. The concept of Granger causality is utilized in four of the publications. The results indicate that there are significant differences in the Granger causality relationships between CO2 emissions, energy consumption, economic growth, and FDI in different countries. It appears also that the causality relationships change over time. Furthermore, the results support the environmental Kuznets curve hypothesis but only for some of the countries. As to CDM activities, past emission levels, institutional quality, and the size of the host country appear to be among the significant determinants of the distribution of CDM projects. FDI and exports are also found to be significant determinants of economic growth.

Vahdon keskustan sähkönjakeluverkon saneeraussuunnitelma

Vuoden 2013 sähkömarkkinalain uudistuksen myötä verkonhaltijoiden tulee varautua suurhäiriötilanteisiin aiempaa tehokkaammin. Lain toimitusvarmuusvaatimusten täyttäminen vaatii sähköverkkoyhtiöiltä entistä suurempia investointimääriä nopeassa aikataulussa. Caruna Oy investoi vuosittain noin 100 miljoonaa euroa säävarman verkon kehittämiseen ja rakentamiseen. Eltel Networks Oy toimii Carunan pääurakoitsijana useissa saneerausprojekteissa muun muassa Satakunnan ja Lounais-Suomen alueilla. Diplomityö tehtiin Eltel Networks Oy:lle ja tavoitteena oli laatia saneeraussuunnitelma Carunan Vahdon keskustan sähkönjakeluverkkoon sekä kehittää Eltelin suunnitteluprosessia Vahdon case-projektin avulla. Nykyverkon ongelmakohdiksi osoittautuivat käyttöikänsä päähän tulleet tai lähivuosina tulevat verkkokomponentit, verkon alhainen nykykäyttöarvo sekä korkeat keskeytyskustannukset. Suunnitellun verkon nykykäyttöarvo yli kaksinkertaistui nykyverkon arvosta, verkon keski-ikä pieneni seitsemällä vuodella ja keskeytyskustannukset pienenivät yli puolella. Case-projektin aikana suunnitteluprosessissa ilmeni useita kehityskohteita. Esimerkiksi kartta-aineistoja ja ilmakuvia kannattaisi hyödyntää monipuolisemmin suunnittelussa ja ohjemuutosten täytäntöönpanoajankohta tulisi määrittää ohjeen tärkeyden mukaan. Vierekkäisille suunnitteluprojekteille kannattaa hakea jatkossa esimerkiksi yhteiset ELY- ja AVI-luvat erillisten lupahakemusten sijaan, koska se vähentää suunnittelijoiden työmäärää ja nopeuttaa hakuprosessia. Suunnittelijoiden yhteistyötä kannattaa laajentaa niin lupahakemusten, sopimusten laadinnan kuin koko prosessin kattavaksi, koska yhteistyö vähentää virheiden määrää ja nopeuttaa suunnitteluprosessia. Yhteistyöllä suunnittelu voidaan toteuttaa nopeammin laadusta tinkimättä.

Cooperation, social capital and economic performance

The objective of this paper is to define social capital as social infrastructure and to try to include this variable in an economic growth model. Considering social capital in such a way could have an impact on the productivity of production factors. Firstly, I will discuss how institutional variables can affect growth. Secondly, after analyzing several definitions of social capital, I will point out the benefits and problems of each one and will define social capital as social infrastructure, aiming to introduce this variable into an economic growth model. Finally, I will try to open the way for subsequent empirical studies, both in the area of measuring the stock of social infrastructure as well as those comparing economies, with the idea of showing the impact of social infrastructure on economic growth.

El éxito del Mercosur posible

The success of the possible Mercosur. Mercosur can be observed from two different perspectives. One from an ideal integration project, whose reference is the European Union. The other, based in the profound prevailing asymmetries within the region and the progress achieved since the founding bilateral agreements of presidents Alfonsin and Sarney, in 1985. From the first perspective, Mercosur in a failure; from the second, it has achieved considerable success. The integration process is displayed in three levels: the national density prevailing in the member countries, the rules of the game of the system and the common standings vis a vis the rest of the world. The future of Mercosur depends on progress achieved in these three levels and the opening of new possibilities of national development for each member country in a regional framework.

Building-up influence: post-war industrialization in the State of Minas Gerais, Brazil

This paper examines the post-War industrialization process in the Brazilian State of Minas Gerais, focusing on one of its desirable outcomes, namely the capacity to generate growth through the impact of strong input-output linkages. This process is placed into historical perspective considering the ideas that permeate the economic development debate throughout the period of analysis. Changes in the regional economic structure are assessed through the use of three input-output tables for the years of 1953, 1980 and 1995. By adopting the fields of influence methodology as the analytical core, it is shown that the efforts towards the creation of a more integrated regional economy have generated stronger influence of the targeted sectors (metal products, transportation equipment, chemical, and services). However, structural changes also contributed to strengthen leakage in the system originated in traditional economic activities.

O Estado e suas razões: o II PND

The State and its reasons: the 2nd PND. This paper intends to contribute to the debate on the reasons why the Geisel administration (1974-78) chose - as it faced an adverse conjuncture - an accelerated growth agenda which was materialized in the 2nd PND (National Development Plan). In order to do so, it resorts to a methodological definition which is based upon an institutionalist approach and favors the interaction between the political and the economic variables. Contradicting the literature that interprets the strong presence of the State and the regional decentralization of the 2nd PND as signs of neopatrimonialism, it is advocated that this category of analysis is inadequate to explain the government’s choice, although this aspect is embedded in the Brazilian social-historical formation. The political rationality of the plan must be investigated in the conjuncture itself, marked by the liberalization project, which does not clash with the plan’s economic rationality - on the contrary, it is complemented by it.