scholarly journals INVESTIGATION OF SOLUTIONS FOR INTEROPERABILITY BETWEEN INTERMODAL TRANSPORT TERMINALS

2020 ◽  
Vol 12 (0) ◽  
pp. 1-6
Author(s):  
Raimondas Šakalys ◽  
Nijolė Batarlienė

The poorly developed network and the low level of interconnection between sea and land terminals along the North-South and East-West corridors in the Baltic Sea Region (BSR) have a negative impact and are a major obstacle to the international competitiveness of these corridors. In order to respond to this challenge, three new high-tech intermodal transport centers have been formed in Lithuania along the trans-European (TEN-T). These centers are designated to respond flexibly to the needs of local and international markets, taking advantage of intermodal transport. The main aim of the article is to explore the attitudes and interests of intermodal transport terminal managers, and other decision makers and experts to use the East-West and North-South international corridors as well as their intentions to develop interoperability between terminals. Based on the research, an innovative model of synchronization transport flows between major intermodal terminals have been proposed.

2019 ◽  
Author(s):  
Jan Eiof Jonson ◽  
Michael Gauss ◽  
Jukka-Pekka Jalkanen ◽  
Lasse Johansson

Abstract. Emissions of most land based air pollutants in western Europe have decreased in the last decades. Over the same period emissions from shipping have also decreased, but with large differences depending on species and sea area. At sea, sulphur emissions in the SECAs (Sulphur Emission Control Areas) have decreased following the implementation of a 0.1 % limit on sulphur in marine fuels from 2015. In Europe the North Sea and the Baltic Sea are designated as SECAs by the International maritime Organisation (IMO). Model calculations assuming present (2016) and future (2030) emissions have been made with the regional scale EMEP model covering Europe and the sea areas surrounding Europe including the North Atlantic east of 30 degrees west. The main focus in this paper is on the effects of ship emissions from the Baltic Sea. To reduce the influence of meteorological variability, all model calculations are presented as averages for 3 meteorological years (2014, 2015, 2016). For the Baltic Sea, model calculations have also been made with higher sulphur emissions representative of year 2014 emissions. From Baltic Sea shipping the largest effects are calculated for NO2 in air, but effects are also seen for PM2.5 and depositions of oxidised nitrogen, mainly in coastal zones close to the main shipping lanes. As a result country averaged contributions from ships are small for large countries that extend far inland like Germany and Poland, and larger for smaller countries like Denmark and the Baltic states Estonia, Latvia and Lithuania, where ship emissions are among the largest contributors to concentrations and depositions of anthropogenic origin. Following the implementations of stricter SECA regulations, sulphur emissions from ships in the Baltic Sea shipping now have virtually no effects on PM2.5 concentrations and sulphur depositions in the Baltic Sea region. Following the expected reductions in European emissions, model calculated NO2 and PM2.5 concentrations, depositions of oxidised nitrogen, and partially also surface ozone levels, in the Baltic Sea region are expected to decrease in the next decade. Parts of these reductions are caused by reductions in the Baltic Sea ship emissions mainly as a result of the Baltic Sea being defined as a Nitrogen Emission Control Area from 2021.


2020 ◽  
Vol 33 (5) ◽  
pp. 7-20
Author(s):  
Iwona Jażdżewska

The article attempts to find in the history of Poland facts and processes that influenced the contemporary shape of the Polish urban network. In comparison with other parts of Europe, the process of urbanisation in Central and Eastern Europe was significantly delayed. During the last millennium, the Polish state changed its borders many times, mainly in the east-west direction, because the Baltic Sea from the north and the Sudeten and Carpathian ranges from the south effectively inhibited territorial changes in the north-south direction. The process of shaping and strengthening the urban settlement network in Poland to the present day has been divided into five periods. The first, lasting from the 8th century until the union of Kreva in 1385, encompasses the beginnings of the establishment and spreading of urban settlement network; the second – the merger of the urban network with the Grand Duchy of Lithuania and its strengthening in the joint state; the third – the disappearance of Poland from the map of Europe and the breakup of the settlement network into three parts: tsarist Russia, the Habsburg monarchy, Prussia, and the start of industrialisation of the partitioned land; the fourth refers to the period when Poland, after 123 years, reappeared on the administrative map of Europe (1918-1939); and the fifth one covers the period from 1945 to the present day. When undertaking scientific research on the contemporary urban network of Poland, many political, social and economic factors should be taken into account. These should be taken into account when making hypotheses, drawing conclusions and developing economic and geographical theories.


2019 ◽  
Vol 19 (21) ◽  
pp. 13469-13487 ◽  
Author(s):  
Jan Eiof Jonson ◽  
Michael Gauss ◽  
Jukka-Pekka Jalkanen ◽  
Lasse Johansson

Abstract. Emissions of most land-based air pollutants in western Europe have decreased in the last decades. Over the same period emissions from shipping have also decreased, but with large differences depending on species and sea area. At sea, sulfur emissions in the SECAs (Sulphur Emission Control Areas) have decreased following the implementation of a 0.1 % limit on sulfur in marine fuels from 2015. In Europe the North Sea and the Baltic Sea are designated as SECAs by the International Maritime Organisation (IMO). Model calculations assuming present (2016) and future (2030) emissions have been made with the regional-scale EMEP model covering Europe and the sea areas surrounding Europe, including the North Atlantic east of 30∘ W. The main focus in this paper is on the effects of ship emissions from the Baltic Sea. To reduce the influence of meteorological variability, all model calculations are presented as averages for 3 meteorological years (2014, 2015, 2016). For the Baltic Sea, model calculations have also been made with higher sulfur emissions representative of year 2014 emissions. From Baltic Sea shipping the largest effects are calculated for NO2 in air, accounting for more than 50 % of the NO2 concentrations in central parts of the Baltic Sea. In coastal zones contributions to NO2 and also nitrogen depositions can be of the order of 20 % in some regions. Smaller effects, up to 5 %–10 %, are also seen for PM2.5 in coastal zones close to the main shipping lanes. Country-averaged contributions from ships are small for large countries that extend far inland like Germany and Poland, and larger for smaller countries like Denmark and the Baltic states Estonia, Latvia, and Lithuania, where ship emissions are among the largest contributors to concentrations and depositions of anthropogenic origin. Following the implementations of stricter SECA regulations, sulfur emissions from Baltic Sea shipping now have virtually no effects on PM2.5 concentrations and sulfur depositions in the Baltic Sea region. Adding to the expected reductions in air pollutants and depositions following the projected reductions in European emissions, we expect that the contributions from Baltic Sea shipping to NO2 and PM2.5 concentrations, and to depositions of nitrogen, will be reduced by 40 %–50 % from 2016 to 2030 mainly as a result of the Baltic Sea being defined as a Nitrogen Emission Control Area from 2021. In most parts of the Baltic Sea region ozone levels are expected to decrease from 2016 to 2030. For the Baltic Sea shipping, titration, mainly in winter, and production, mainly in summer, partially compensate. As a result the effects of Baltic Sea shipping on ozone are similar in 2016 and 2030.


2021 ◽  
Vol 27 (2) ◽  
Author(s):  
Jacek Piętka ◽  
Damian Byk ◽  
Adam Byk

Distribution of an alien fungus, octopus stinkhorn Clathrus archeri, has been studied in north-eastern Poland. The closest earlier known localities of this species, situated north of the new ones, were reported near the village of Dymnica (Lębork County) in Poland and near the town of Kartena in Lithuania. Field research was conducted in May–November in 2019-2020 and information from naturalists and foresters was verified, to map this species and draw attention to the problem of appearance of alien fungal species in forests. In the locality where the largest number of basidiomata was found, they were measured every day from 12 October till 2 November 2020: height and width of young ones at the egg phase, height of mature ones, and length of their longest arms. Additionally, arms of individual basidiomata were counted. We have documented 7 localities of C. archeri, including 5 situated in forests and 2 in other habitats. In total, we found 63 basidiomata of this species. In the localities outside forests, basidiomata of C. archeri appeared in places where timber was stored and the soil was covered with sawdust and pieces of bark. The other 5 localities were situated in broadleaved forests with a small proportion of coniferous species. It seems that C. archeri, when moisture level is suitable, finds favourable living conditions in fertile broadleaved forests of north-eastern Poland. It is sometimes re-moved from forest areas (e.g. with wood) to open and urbanized areas. Considering the observed climate change, we can expect a further spread of C. archeri to the north-eastern of Poland and an increase in the number of its localities in the Baltic Sea region. Spore dispersal of this species is facilitated not only by humans but also by insects. No negative impact of C. archeri on wooded habitats was noticed.  Key words: Phallaceae, Clathrus archeri, octopus stinkhorn, alien species, ecology, distribution, forest, Poland


Rural History ◽  
2020 ◽  
Vol 31 (2) ◽  
pp. 121-134
Author(s):  
Marjatta Rahikainen

Abstract This article discusses the received image of free Swedish and Finnish peasants, charting parallels with peasants in the Baltic region. It draws upon the post-Cold War discussion of free and unfree rural labour in early modern Europe. The discussion maintains that the labour service by free Swedish and Finnish peasant landholders and peasant tenants at its heaviest point may have been on a par with the corvée in the early modern Baltic provinces. It is suggested that the Cold War mental map may have led to an overstatement of the East-West distinction between peasants’ circumstances in the Baltic Sea region.


2021 ◽  
Author(s):  
H. E. Markus Meier ◽  
Madline Kniebusch ◽  
Christian Dieterich ◽  
Matthias Gröger ◽  
Eduardo Zorita ◽  
...  

Abstract. Based on the Baltic Earth Assessment Reports of this thematic issue in Earth System Dynamics and recent peer-reviewed literature, current knowledge about the effects of global warming on past and future changes in climate of the Baltic Sea region is summarized and assessed. The study is an update of the Second Assessment of Climate Change (BACC II) published in 2015 and focusses on the atmosphere, land, cryosphere, ocean, sediments and the terrestrial and marine biosphere. Based on the summaries of the recent knowledge gained in paleo-, historical and future regional climate research, we find that the main conclusions from earlier assessments remain still valid. However, new long-term, homogenous observational records, e.g. for Scandinavian glacier inventories, sea-level driven saltwater inflows, so-called Major Baltic Inflows, and phytoplankton species distribution and new scenario simulations with improved models, e.g. for glaciers, lake ice and marine food web, have become available. In many cases, uncertainties can now be better estimated than before, because more models can be included in the ensembles, especially for the Baltic Sea. With the help of coupled models, feedbacks between several components of the Earth System have been studied and multiple driver studies were performed, e.g. projections of the food web that include fisheries, eutrophication and climate change. New data sets and projections have led to a revised understanding of changes in some variables such as salinity. Furthermore, it has become evident that natural variability, in particular for the ocean on multidecadal time scales, is greater than previously estimated, challenging our ability to detect observed and projected changes in climate. In this context, the first paleoclimate simulations regionalized for the Baltic Sea region are instructive. Hence, estimated uncertainties for the projections of many variables increased. In addition to the well-known influence of the North Atlantic Oscillation, it was found that also other low-frequency modes of internal variability, such as the Atlantic Multidecadal Variability, have profound effects on the climate of the Baltic Sea region. Challenges were also identified, such as the systematic discrepancy between future cloudiness trends in global and regional models and the difficulty of confidently attributing large observed changes in marine ecosystems to climate change. Finally, we compare our results with other coastal sea assessments, such as the North Sea Region Climate Change Assessment (NOSCCA) and find that the effects of climate change on the Baltic Sea differ from those on the North Sea, since Baltic Sea oceanography and ecosystems are very different from other coastal seas such as the North Sea. While the North Sea dynamics is dominated by tides, the Baltic Sea is characterized by brackish water, a perennial vertical stratification in the southern sub-basins and a seasonal sea ice cover in the northern sub-basins.


2020 ◽  
Author(s):  
Jan Andrzejewski ◽  
Jaromir Jakacki ◽  
Maciej Muzyka ◽  
Anna Przyborska

<p>The Baltic Sea is inland, Shelf Sea in northern part of Europe. It is shallow with average depth of 52 meters and deepest point 459 meters located at Landsort Deep. Baltic Sea is connected with North Sea via the Danish Straits (comprising of Great Belt, Little Belt and Øresund). These systems ensure only limited exchange between oceanic waters and seawaters, which affect the low salinity in Baltic reservoir. Runoff from surrounding lands (approximately 200 rivers) and positive difference of precipitation minus evaporation additionally refreshes water and makes Baltic a brackish sea. The only charge of salt comes from the North Sea with so-called inflows or less frequent occurring Major Baltic Inflows (MBI). This exchange between Danish Straits is the key for properly working simulation. In this work the tool, well known as NEMO, was used to perform the numerical simulation for the Baltic Sea area. This presentation is focused on the first stage of validation of the model results for the Baltic Sea region where influence of open boundary conditions is noticeable as soon as possible. The main change in the model is the assimilation of sea surface height in Kattegat area. Also water outflow mass controlling from the Baltic Sea has been introduced. The properly working open boundary conditions affect the water exchange between Baltic Sea and North Sea, thus the MBI and minor salty inflows are well represented. This is very important part in modeling the Baltic<br>Sea, where narrow Danish Straits limits the water exchange which controls the salt budget, adding the salt with inflows and receiving brackish outflow out to the Ocean. This work presents comparison between model output with results measured in situ and from other validated model, the period which is compared is the Major Baltic Inflow in the beginning of 1993.</p>


2003 ◽  
pp. 136-146
Author(s):  
K. Liuhto

Statistical data on reserves, production and exports of Russian oil are provided in the article. The author pays special attention to the expansion of opportunities of sea oil transportation by construction of new oil terminals in the North-West of the country and first of all the largest terminal in Murmansk. In his opinion, one of the main problems in this sphere is prevention of ecological accidents in the process of oil transportation through the Baltic sea ports.


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