Determination of ecological sensitive areas of the coastal areas of Caspian Sea (Boujagh Wetland National Park) based on ecological carrying capacity and economical valuation region

The coastal districts, as an intersection of two perfectly different ecosystems of dry land and sea, is one of the most complicated and the richest natural system on earth. Considering these areas are constantly exposed to aggregation of water pollutants and also consequence resulting from construction and development activities, they are very vulnerable. Therefore, "sensitive Coastal areas" has become a common word in the related subjects to marine environment recently. The said title relates to the areas of the coastal lines which are vulnerable to the natural condition or human actions because of ecological, social, economic, educational and research importance, also they need particular supports. The southern coasts of Caspian Sea, In Iran prominent samples are of these sensitive areas which their environment are exposed to demolition and destruction intensely, due to increasing and uncontrolled development. The first stage of protecting and managing the coastal areas is identifying sensitive Coastal areas and broadening the Coasts. In this survey, we attempted to examine a definite area in the southern coasts of Caspian Sea. In Iran, by profiting from the world experiences and concluded researches in Iran especially the concluded studies by marine environment office and the Environment protection organization on the subject of determination criteria of the sensitive ecological districts. For this purpose (In Gilan Province) Boujagh national park district which is located in the mouth of sefidroud river and also is possessed of the special ecological and environmental features and distinctions. In this survey, first they said district is divided proportionally on the basis of using a grid system in order to identify the sensitive ecological districts and broaden the coast, and then the desired indices have been determined and scored by numeral valuation method in each unit and then analysis has been done by using of the geography information system (GIS) and final has estimated economic valuation of sensitive ecological areas that is presented in this essay.

Hydrocarbons in particulate matter and bottom sediments from the north Caspian Sea shelf

Data are presented on content and composition of hydrocarbons (HC) (aliphatic AHC and polyaromatic PAH) in filtered particulate matter and in the surface layer of bottom sediments from the northern shelf of the Caspian Sea and related to data on their contents in the Volga River estuary. Because of transformation and precipitation of anthropogenic and natural compounds, HC composition in particulate matter and bottom sediments undergoes transformations caused by mixing of fresh and saline waters (in bottom sediments, within concentration ranges 70.4-4557.9 µg/g for AHC and 3.8-4800 ng/g for PAH). It was found that the greatest concentrating of HC proceeds in the region of the avalanche sedimentation, and their contents are independent of grain-size types of bottom sediments. Anthropogenic HC (oil and pyrogenous) do not get over the marginal filter of the Volga River and do not pass to the open part of the sea.

Abundance and size composition of ctenophore Mnemiopsis leidyi population in the Caspian Sea on 2001-06-24 to 2001-07-01

Abundance and size distribution of ctenophore Mnemiopsis leidyi in different parts of the Caspian Sea were studied in summer 2001 in relation to environmental conditions. In general, principal differences were found in M. leidyi abundance and population reproduction activity in northern-, middle- and southern Caspian waters. Ctenophore was practically absent in the northern Caspian. In the west of the middle Caspian Sea it penetrated far to the north demonstrating low reproduction activity. In the east the first single comb jellies were pointed out only in the most south of the region. In the warmest and most productive southern part of the Caspian Sea several zones of M. leidyi active breeding were found with total abundance exceeding 6000 #/m**2. Breeding activity and abundance of ctenophores increased here from the east to the west exceeding maximum values along the western coast of the southern Caspian Sea in regions of intensive sprat catching. Dependence of M. leidyi population development on temperature conditions was mentioned. On the base of remote sensed surface temperature, chlorophyll, and suspended mater distribution analysis possible ctenophore settling mechanisms by mesoscale dynamic structures were examined. Practical applications of obtained results are discussed for using effective biological methods to prevent catastrophic consequences of M. leidyi invasion to the Caspian Sea.

Study of parasites native and introduced species of fish in Caspian Sea

Seven native and introduced species of fish in south east Caspian Sea coast examined for parasite infestation during 2004-2006. Native fishes include Barbus capito, Carassius auratus, Cyprinus carpio, Rutilus frisii kutum, Rutilus rutilus, Stizostidion lucioperca, Alosa caspia persica, 24 ecto and endo parasites were found in different organs of 7 species of fishes of them 2 of the metazoan 12 species of crustacean Lernaea cyprinacea , Lamproglena pukhella nematodea and cestodea parasite were found and identified to species and genus including: Asymphylodora kubanicums, Caryophylaeus fimbericep, Rhabdochona hellichii, Contracecum sp. (larvae), Pronoprymna, Aspidogaster limacoides, Raphidascaris acus, Caryophylaeus laticeps, Rhabdochona hellichi, Clinostomum complanatum, Hysterothylacium sp., Rhipidocotyle illense of the metzoan 9 monogen species were found and identified to species and genus level including Dactylogyrus frisii, Dactylogyrus nybelini, Dactylogyrus extensus, Gyrodactylus sp, Dactylogyrus baueri, D. formosus, Gyrodactylus sprostonae, Gyrodactylus sp, Mazaocraes alosae. One psecies of digenea parasites belonging to Diplostomatidea family comprised Diplostomum Spathaceum. In comprise infestation parasite of fish species Cyprinus carpio, Rutilus frisii kutum with 25 precent and Stizostidion lucioperca with 5 percent showed the highest and lowest in infection between fishes in comprise ecological region rivers with 45 percent and Estuary 16 percent showed the highest and lowest percent of parasite Infection.

Population genetic structure of Neogobius caspius (Eichwald ,1831) in the South Caspian Sea using PCR-RFLP Marker

Neogobius caspius is a small benthic fish that is native to the Caspian Sea. The importance of this fish is because of it is role as a main food resource of the sturgeon fish. The genetic diversity of N. caspius population in the Caspian Sea was studied using PCR- RFLP technique. A total of 135 samples of N. caspius were collected from coastal line in the north Caspian sea, including specimens from coasts of Anzali , Torkman Port and Chalus. Genomic DNA was extracted by phenol-chloroform method and then was amplified using a pair primer of cytochrom b gene, 2 tRNA gene and the control region sequences by a thermal cycler. D2 (5'-CCGGAGTATGTAGGGCATTCTCAC-3'), CY1 (5'-YYTAACCRRGACYAATGACTTGA-3') 12 restriction enzyme were used to digest the target gene region including: Alul HincII —Tas1 —Rsa1 -MboI -DraI -BSeNI(BSRI) Alw261(BsmAI). Bsul 51 Hin11 Bsh12851- BsuRI(HaeIII) digested PCR products were observed by silver staining method followed by Polyacrylamide gel electrophoresis (PAGE). The results were shown the same pattern among the species. There was no polymorphism and no differentiation in population in the Neogobius caspius fish and all individuals have shown homogenous genotype.

Seasonal changes of heat and moisture fluxes from the Caspian Sea surface and its effect on synoptic systems with heavy rainfalls in southern shores of the sea during 2005-2010

Caspian Sea with its unique characteristics is a significant source to supply required heat and moisture for passing weather systems over the north of Iran. Investigation of heat and moisture fluxes in the region and their effects on these systems that could lead to floods and major financial and human losses is essential in weather forecasting. Nowadays by improvement of numerical weather and climate prediction models and the increasing need to more accurate forecasting of heavy rainfall, the evaluation and verification of these models has been become much more important. In this study we have used the WRF model as a research-practical one with many valuable characteristics and flexibilities. In this research, the effects of heat and moisture fluxes of Caspian Sea on the synoptic and dynamical structure of 20 selective systems associated with heavy rainfall in the southern shores of Caspian Sea are investigated. These systems are selected based on the rainfall data gathered by three local stations named: Rasht, Babolsar and Gorgan in different seasons during a five-year period (2005-2010) with maximum amount of rainfall through the 24 hours of a day. In addition to synoptic analyses of these systems, the WRF model with and without surface flues was run using the two nested grids with the horizontal resolutions of 12 and 36 km. The results show that there are good consistencies between the predicted distribution of rainfall field, time of beginning and end of rainfall by the model and the observations. But the model underestimates the amounts of rainfall and the maximum difference with the observation is about 69%. Also, no significant changes in the results are seen when the domain and the resolution of computations are changed. The other noticeable point is that the systems are severely weakened by removing heat and moisture fluxes and thereby the amounts of large scale rainfall are decreased up to 77% and the convective rainfalls tend to zero.

Roundwood shipping in the Baltic Sea region

Itämeren liikenteen on ennustettu kasvavan voimakkaasti tulevaisuudessa. Metsäteollisuus toimialana on kuitenkin syklinen. Tällä hetkellä raakapuun tuonti Suomeen on hienoisessa nousussa, kun taas Ruotsissa tuonnin alamäki jatkuu. Tämän diplomityön tavoitteena oli kuvata ja arvioida raakapuun merikuljetuksia Itämeren alueella. Tutkimuksessa esitetään keskeisimmät raakapuun materiaalivirrat Itämerellä ja kuvataan satamatekniikan ja alustyypin valinnan vaikutusta, kun tavoitteena on saavuttaa tehokas raakapuun kuljetusketju. Tutkimuksen merkittävin tulos on teoreettinen edestakaisen matkan laskentamalli, jonka on tarkoitus kuvata aluskohtaista kustannustehokkuutta sekä kapasiteettia tietyllä laivausreitillä. Malli sopii käytettäväksi varsinaisen linjaliikenteen reittisuunnittelun perustana.

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

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

State of logistics and transport in the Baltic Sea region in 2025

The world’s pace of change is accelerating and new innovations, inventions and technologies come about every day. Change is unavoidable. It is difficult to keep up and even more difficult to prepare for the future. Even though it is not possible to know exactly what will happen in the future, by studying futures people can better anticipate what might lie ahead. By making decisions and realizing the consequences of their choices today, people and governments are able to actively decide how they will act in the future. Both opportunities and pitfalls lie ahead, which encourages actors to make more farsighted decisions. The Baltic Sea region is an interesting area for futures studies. It comprises 11 nations and more than 100 million inhabitants and entails countries with advanced, high-income economies, like Finland, Germany and Denmark, and developing economies, like Russia, Latvia and Lithuania. The western, eastern, northern and southern parts of the region are separated by the Baltic Sea, which at the same time represents a barrier and a facility for trade and travel between the countries belonging to the region The purpose of this study was to uncover the most probable future of transport and logistics in the Baltic Sea region in 2025 by using the Delphi method. Altogether 109 responses were collected in two separate instances from experts in all the Baltic Sea region countries, 56 of whom were defined as academic respondents and 53 of whom business respondents. Only minor differences in the opinions of academic and business experts were discovered, and the larger differences lie between eastern and western response groups. The Baltic Sea region is a very heterogeneous region and the division is clearest between East and West, which differ in political, economic, social, technological and environmental aspects. The probable future of the Baltic Sea region presented in this study is coherent with previous studies on the same subject. The future of the Baltic Sea region in terms of logistics and transport looks quite bright according to the experts who participated in the study. Trade volumes will grow and the importance of logistics and transport to the competitiveness of the region will increase. Respondents from eastern countries seemed to be more optimistic about the future in general. Most differences between opinions could be explained by the gap in technological and infrastructural development between the East and West. As eastern countries are less-developed in some parts of their economies, it is easier for them to improve the technical condition of infrastructure by merely catching up with the western countries.

Improving Cost-Efficiency and Reducing Environmental Impacts of Intermodal Transportation with Dry Port Concept – Major Rail Transport Corridor in Baltic Sea Region

Transportation plays a major role in the gross domestic product of various nations. There are, however, many obstacles hindering the transportation sector. Cost-efficiency along with proper delivery times, high frequency and reliability are not a straightforward task. Furthermore, environmental friendliness has increased the importance of the whole transportation sector. This development will change roles inside the transportation sector. Even now, but especially in the future, decisions regarding the transportation sector will be partly based on emission levels and other externalities originating from transportation in addition to pure transportation costs. There are different factors, which could have an impact on the transportation sector. IMO’s sulphur regulation is estimated to increase the costs of short sea shipping in the Baltic Sea. Price development of energy could change the roles of different transport modes. Higher awareness of the environmental impacts originating from transportation could also have an impact on the price level of more polluting transport modes. According to earlier research, increased inland transportation, modal shift and slowsteaming can be possible results of these changes in the transportation sector. Possible changes in the transportation sector and ways to settle potential obstacles are studied in this dissertation. Furthermore, means to improve cost-efficiency and to decrease environmental impacts originating from transportation are researched. Hypothetical Finnish dry port network and Rail Baltica transport corridor are studied in this dissertation. Benefits and disadvantages are studied with different methodologies. These include gravitational models, which were optimized with linear integer programming, discrete-event and system dynamics simulation, an interview study and a case study. Geographical focus is on the Baltic Sea Region, but the results can be adapted to other geographical locations with discretion. Results indicate that the dry port concept has benefits, but optimization regarding the location and the amount of dry ports plays an important role. In addition, the utilization of dry ports for freight transportation should be carefully operated, since only a certain amount of total freight volume can be cost-efficiently transported through dry ports. If dry ports are created and located without proper planning, they could actually increase transportation costs and delivery times of the whole transportation system. With an optimized dry port network, transportation costs can be lowered in Finland with three to five dry ports. Environmental impacts can be lowered with up to nine dry ports. If more dry ports are added to the system, the benefits become very minor, i.e. payback time of investments becomes extremely long. Furthermore, dry port network could support major transport corridors such as Rail Baltica. Based on an analysis of statistics and interview study, there could be enough freight volume available for Rail Baltica, especially, if North-West Russia is part of the Northern end of the corridor. Transit traffic to and from Russia (especially through the Baltic States) plays a large role. It could be possible to increase transit traffic through Finland by connecting the potential Finnish dry port network and the studied transport corridor. Additionally, sulphur emission regulation is assumed to increase the attractiveness of Rail Baltica in the year 2015. Part of the transit traffic could be rerouted along Rail Baltica instead of the Baltic Sea, since the price level of sea transport could increase due to the sulphur regulation. Both, the hypothetical Finnish dry port network and Rail Baltica transport corridor could benefit each other. The dry port network could gain more market share from Russia, but also from Central Europe, which is the other end of Rail Baltica. In addition, further Eastern countries could also be connected to achieve higher potential freight volume by rail.