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    <title>Transport Research International Documentation (TRID)</title>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Transport sector policy packages for climate change mitigation in Finland up the year 2050. Baseline-scenario, Urban beat or Cornucopia?</title>
      <link>https://trid.trb.org/View/1223035</link>
      <description><![CDATA[Transport sector greenhouse gas emission reduction targets are very challenging. It is therefore important to consider and assess what kind of possible, probable and desirable visions of the future the targets set call for and further, what kind of policy measures and policy packages are needed to meet the targets. The ILARI project (2010-2012) was launched as a part of sectoral research program in support of climate policy (SETUILMU). The project produced a new baseline scenario as well as eight visions of the future on CO2 emissions of transport in Finland up to the year 2050. The visions are based on the views of transport experts and high school students. The project developed a method for preparing policy packages for climate change mitigation and assessed the potential of selected policy packages in achieving the futures set by two of the visions (Urban beat and Cornucopia). The main purpose of the project was to sound out possible future directions, not to create accurate forecasts. Based on the results one can, however, conclude that the long-term CO2 targets are achievable at the transport sector, but they require significant investments. Combining envisioning and quantitative impact assessments worked out well in the ILARI project. As a final result a new integrated method was developed to be used in a variety of future projects and in different sectors. The long-term impact assessments also revealed many problems and challenges which require systematic future research and development.]]></description>
      <pubDate>Tue, 27 Nov 2012 09:40:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/1223035</guid>
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    <item>
      <title>Safety effects of a decreased use of studded tyres</title>
      <link>https://trid.trb.org/View/1136537</link>
      <description><![CDATA[The aim of this study was to estimate the road safety effects of a decreased use of studded tires in the inner city of Helsinki. According to the calculations made in the study, if the share of friction tires in the inner city was doubled (from 24% to 48%), the number of statistical personal injury accidents would increase by less than 10 cases in the whole country, if only those who have an immediate need to visit the Helsinki inner city changed their studded tyres to friction tyres. If the decreased use of studded tyres included a similar national attitude change as in Norway, the statistical personal injury accidents would increase by up to 70 to 80 cases. The calculations made in the study are only estimates, because an increased use of friction tyres includes many consequences that are not accurately known. According to some studies, the effects on personal injury accidents could even be several times greater compared to the numbers presented above. According to a recent VTT study, up to 17% of friction-tires users drive with tyres that are designed for Central European conditions and that fit poorly to Nordic road conditions. Therefore, the study emphasizes the fact that if there is a need to reduce the number of studded tyres in the inner city of Helsinki, serious consideration should be given to granting only those drivers an exemption from the possible studded tire fee who use Nordic friction tyres.]]></description>
      <pubDate>Wed, 25 Apr 2012 07:59:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/1136537</guid>
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    <item>
      <title>Opening passenger rail transport to competition. Requirements and further steps</title>
      <link>https://trid.trb.org/View/1126912</link>
      <description><![CDATA[A working group assigned to study the opening of passenger rail transport to competition examined the operational and legislative arrangements required in a tendering process. Such arrangements concern the ensuring of the integrated service level in passenger transport, access to railway stock, maintenance and depot services, traffic control, distribution of energy, provision of training in the railway sector and access to stations and premises. The working group also expresses its views on how to move forward in opening passenger rail transport services to competition and which services could be tendered out first. The working group proposes that competition in passenger rail transport be gradually opened starting from services that are easier to introduce to competition and moving on to more challenging areas. The most feasible area to start with would be commuter rail services in the Helsinki region. If transport services are to be opened to competition right after the agreement on purchased services by Helsinki Region Transport and VR Group has ended (31 December 2017), preparations for the tendering process should be started immediately. The responsible organisation ordering the services would be the competent authority in the matter, i.e. Helsinki Region Transport Authority. If it was decided that other transport areas and services were also subjected to the tendering process, advantage could be taken of the experience gained by the Helsinki Region Transport. If a decision was made to open further services to competition, feasible areas after Helsinki commuter rail transport would be the regional train services in Helsinki and Tampere, and possibly the rail sections between Lahti, Kotka and Kouvola, Hanko and Karjaa, Ylivieska and Iisalmi, and Nurmes and Joensuu and Pieksämäki. Services suggested to be opened to competition last would be the services currently purchased for long-distance rail transport. Other purchased services could also be included in this category. The working group proposal includes an impact assessment and a description of arrangements and impacts involved in similar processes in other countries (Sweden, Norway, Denmark, the Netherlands, Germany and Great Britain). This report may be found at http://www.lvm.fi/web/fi/julkaisu/-/view/1163185]]></description>
      <pubDate>Wed, 11 Jan 2012 09:23:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/1126912</guid>
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    <item>
      <title>Future of electric vehicles in Finland. Electric vehicles in the transport and climate policy context</title>
      <link>https://trid.trb.org/View/1097673</link>
      <description><![CDATA[This reports deals with electric vehicles (EV) as a part of Finnish transport system, climate policy and transport policy. The market entry of electric vehicles has now probably started for real. The progress will at first be rather modest, though, and EVs will not bring much contribution to fulfilling the 2020 targets in energy and climate policy. On the other hand, there is no need to use EVs, and other technologies may allow more cost-effective solutions. However, the situation will change markedly until 2030, and especially by 2050. Furthermore, electrification will not solve the basic problems of passenger car traffic: increase in vehicle kilometres and congestion rates. This, the incentives that may be used to stimulate EV market and demand shall not be in conflict with the development efforts if public transportation. Even if the EV market may still be modest, it is due time to start taking into consideration e.g. the aspects of recharging systems in construction and building regulations. In order to give equal possibilities for all motorists to use EVs, public charging infrastructure is needed. However, as distances in Finland are quite long, plug-in hybrid may prove to be more practical and cost-effective solution than pure battery-only EV, which is more suited to short-distance drivingin urban environment. Electricity generation capacity does not limit the growth of EV park, but when the vehicle numbers are getting high, the timing of the charging must be carefully controlled. Otherwise EV charging increases the need for peak power and raises grid load. From the point of view of transport policy and cost-effectiveness it is not justified to immediately try to maximize the EV penetration, because the price of electric vehicles is expected to get lower and overall performance to improve over time. However, we need to launch demonstrations that are so extensive that we can get statistically valid feedback information from EVs and their associated subsystems. At the end of the report, recommendations are given for various actions and measures, as well as a suggestion for the order those should be implemented. This report may be found at http://www.lvm.fi/c/document_library/get_file?folderId=1551284&name=DLFE-11701.pdf&title=Julkaisuja 12-2011]]></description>
      <pubDate>Mon, 28 Mar 2011 14:39:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1097673</guid>
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    <item>
      <title>Helsinki region congestion charging. Assessment of social impacts</title>
      <link>https://trid.trb.org/View/1097672</link>
      <description><![CDATA[The purpose of the study is to assess whether the social and safety-related objectives set for the Helsinki Region Transport System could be better achieved through a transport system that uses congestion charges than a transport system that does not use any. The assessment focuses on social and safety impacts. The alternatives examined in the study are: 1) the base option in which the transport system is developed at current level of investment, 2) the HLJ draft (Helsinki Region Transport System Plan) in which problems pertaining to the transport system have been solved without congestion charging, and 3) the congestion charging scenario in which the transport system includes congestion charges. Based on the impact assessment, the congestion charging scenario is the most advantageous in terms of its social impacts. The predictability and flow of traffic improve, and walking, cycling and the use of public transport increase more than in the other alternatives. In the congestion charging scenario, the urban environment becomes more pleasant, and traffic safety develops in a more favourable direction as compared to the other alternatives. In terms of overall effects, the congestion charging scenario does not make the transport system less equitable or weaken citizens' opportunities for mobility. Adverse effects are mostly related to growing mobility costs. However, the growth is not unreasonable in relation to the income available, and the daily price ceiling ensures that costs per person do not become too high. The assessment draws on international results according to which achieving equality is not a problem, since a large share of revenue received from congestion charging is used for public transport investment to the benefit of those in particular who have changed their travel behaviour. Developing the transport system in the entire region through congestion charging revenue also benefits drivers in the municipalities surrounding the metropolitan area even though they do not drive in areas affected by congestion. However, in the development of the charging model, granting exemptions from charges to special groups, especially people with reduced mobility or disabilities, should be taken into account. Any problems that might arise from the model can be rectified at a later stage by making adjustments to the charging model. The degree to which congestion charging will be accepted is greatly influenced by how equitable the system is considered and how well people are aware of what the revenue is used for. This report may be found at http://www.lvm.fi/c/document_library/get_file?folderId=1551284&name=DLFE-11704.pdf&title=Julkaisuja 6-2011]]></description>
      <pubDate>Mon, 28 Mar 2011 14:39:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1097672</guid>
    </item>
    <item>
      <title>Helsinki region congestion charges. Follow-up study</title>
      <link>https://trid.trb.org/View/1097671</link>
      <description><![CDATA[The present study, carried out in 2010 in wide-ranging cooperation between different stake-holders in the Helsinki region, provides a follow-up to the Helsinki Region Congestion Charging Study released in 2009. The purpose of the study is to examine whether the objectives set for the transport system in the region could be better achieved through a system that uses congestion charges than a system that does not use any. Separate studies on the impacts of congestion charging on transport, social equity, land use and goods transport were also conducted. The examination was performed by comparing a transport system including congestion charging (the congestion charging scenario) with the draft version of the Helsinki Region Transport System Plan (the HLJ 2011 draft) which does not include congestion charging. The congestion charging scenario and the HLJ 2011 draft were compared with the 0+ alternative in which the transport system is developed at a lower level of funding than in the other alternatives. The comparison alternative used, the 0+ alternative, was created in the HLJ 2011 draft in the impact assessment at the strategic level. Based on the comparison of the different alternatives, it can be concluded that a transport system including congestion charging helps achieve the objectives set for the Helsinki region transport system better than a transport system without congestion charging. This report may be found at http://www.lvm.fi/c/document_library/get_file?folderId=1551284&name=DLFE-11705.pdf&title=Julkaisuja 5-2011]]></description>
      <pubDate>Mon, 28 Mar 2011 14:39:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1097671</guid>
    </item>
    <item>
      <title>Walking and cycling policy in Europe. Background for Finnish strategy work</title>
      <link>https://trid.trb.org/View/1097670</link>
      <description><![CDATA[In Finland, the preparation of the national walking and cycling strategy is a currently relevant topic. The promotion of walking, cycling and public transport helps to attain the national climate change, environmental and health objectives. The aim of this preliminary project is to benchmark national walking and cycling policies and plans in some European countries in order to establish the perspectives and focal points in launching the Finnish policy work. The national walking and cycling policy has been analysed on two axes, which include:A) the manner of formulating the policy: centralised - decentralised. B) the extent and scope of the policy: narrow - integral. Currently the scope of the cycling policy in Finland is rather narrow, and the policy is formulated in a decentralised way, as no effective strategy or plan is available. However, the longterm goal should be an integral policy. Despite the extent or formulation manner of the policy, the prerequisites for its success are: adequate financial resources, division of responsibilities, co-ordination of tasks, effective co-operation, continuity of measures and monitoring. The critical tasks when preparing the Finnish walking and cycling strategy are ensuring adequate re-sources for on-going walking and cycling policy work and establishing a plan for vertical and horizontal co-operation, so that a successful implementation of the strategy is ensured. Already in the preparatory phase, clear plans for the implementation, co-ordination, finances and monitoring of the strategy should be formulated. The following recommendations are given: 1) Integral scope should be used in strategy work. 2) Transition to decentralised policy can only take place via the centralised policy phase. 3) The strategy should rely on extensive co-operation. 4) Exact goals need to be set to the effectiveness of the strategy. 5) The resources and ways of co-ordination and monitoring should be defined already during the strategy work. This report may be found at http://www.lvm.fi/c/document_library/get_file?folderId=964900&name=DLFE-10656.pdf&title=Julkaisuja 11-2010]]></description>
      <pubDate>Mon, 28 Mar 2011 14:38:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/1097670</guid>
    </item>
    <item>
      <title>Measuring and improving energy efficiency of logistics</title>
      <link>https://trid.trb.org/View/1097668</link>
      <description><![CDATA[In the logistics there is not an established practice for the measurement of energy efficiency. Traditionally the focus in the assessment of environmental effects of logistics has been on transport chains of products. The system boundaries for whole supply chain include raw material acquisition and production, inbound logistics of raw material and intermediate products, production, outbound logistics and the delivery of the products to the customers. Many of the relevant measures to evaluate the energy efficiency of logistics are based on transport mileage, like energy consumption of transport. It is often necessary to sum up the energy consumption values from different phases of supply chain in order to examine the energy efficiency of the whole supply chain. The energy efficiency of logistics has been measured for example with cumulative energy consumption, transport intensity and transport footprint and other indirect indicators, such as consumption of water, electricity and primary energy. According to the results the cumulative energy consumption and carbon dioxide emissions can be applied as indicators of energy efficiency of supply chains. These indicators can be used in identifying the most energy-intensive consuming phases of supply chain phases and in identifying suitable measures to improve energy efficiency. Energy efficiency actions in logistics focus on product design, production planning and on the inbound and outbound logistics. Energy consumption calculations of paper and metal industry show that major part of the total energy consumption consists of production and producing raw materials. As both paper and metal industry are relatively energy-intensive, production covers almost two thirds and producing raw materials and transportation 20-28 % of the total energy consumption. In examined supply chains the share of transport operations is 11-13 % of the total energy consumption. By planning the transport chain the total energy consumption can be reduced by 1-4 percentage units. Examined transport chains of process industry supply chains involve typically bulk transports with high load factor. In bulk transports there is also possibility to favor energy and cost efficient transport modes. However, the results can not directly be generalized to all industrial branches, as in other branches the importance of inbound and outbound logistics to the energy consumption of the total supply chain is greater than in process industry. slightly from previous years. This report may be found at http://www.lvm.fi/web/fi/julkaisu/view/1169020]]></description>
      <pubDate>Mon, 28 Mar 2011 14:38:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1097668</guid>
    </item>
    <item>
      <title>Evaluation of the transport projects of the Kolari and Sokli mining projects</title>
      <link>https://trid.trb.org/View/907193</link>
      <description><![CDATA[The Kolari-Pajala and Sokli mining projects and related investments are socioeconomically very profitable. According to studies, employment effects and impacts of projects on state and municipal tax revenues are significant. The most essential challenge of the Kolari-Pajala and Sokli mining projects is that both the state and companies are dependent on the decisions of the other party before they can make their own decisions. The state cannot be committed to the projects before it can be guaranteed of the beginning and long duration of company operations. From the viewpoint of companies, they cannot make investment decisions before they know their own logistic costs including participation in the costs of transport infrastructure projects. The Working Group proposes the following further measures for promoting the projects: 1) The state and companies will immediately start negotiations on project agreements, which specify how: a) companies will be committed to long-term mining industry. b) the state will be committed to the implementation of transport infrastructure investments. c) companies will participate in the costs of transport infrastructure investments. 2) The financing method of transport infrastructure investments will be decided separately by the state at a later date. 3) The costs of preliminary planning of transport infrastructure investments (general planning+railway/road engineering) will be divided equally between the state and companies. 4) The states of Finland and Sweden will continue cooperation in promoting the Kolari-Pajala project. This report may be found at http://www.lvm.fi/c/document_library/get_file?folderId=339549&name=DLFE-8026.pdf&title=Julkaisuja%2034-2009]]></description>
      <pubDate>Thu, 24 Dec 2009 08:27:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/907193</guid>
    </item>
    <item>
      <title>Finland state of logistics 2009</title>
      <link>https://trid.trb.org/View/907192</link>
      <description><![CDATA[This Survey is commissioned by Ministry of Transport and Communications Finland. It is a continuation of similar surveys published in 1993, 1997, 2001 and 2006. The level of logistics in Finnish manufacturing, wholesale and retail and logistics firms is assessed through logistics costs, performance indicators, IT usage, competence, development needs, outsourcing and choice of location. 2,705 firms´ responses were gathered through a web-based survey (manufacturing 37 %, wholesale & retail trade 29 % and logistics firms 34 %). Response rate was 10.2 %. It is the World's largest database of its kind. Logistics is seen as an important source of competitive advantage for large and medium sized companies: Over 95 % consider it as important for customer service level and 92 % for profitability. Only 60 % of the companies regard logistics as a top management priority. Logistics costs were on average 14.2 % of the turnover (equivalent of 34.7 billion euros), which includes costs incurred outside Finland. The figure is high in international comparison. The figure is higher than in the 2006 Survey (13.0%), mainly because of higher transport costs. Firms' internal logistics costs components were, on average, at a lower level in 2008 indicating improved logistics efficiency. Industry weighted logistics costs in 2008 were 34.7 billion € (26.4 billion in 2005), half of which were internal costs of the companies. Increasing share of the costs is created abroad. Related to GDP, logistics costs of Finnish companies are equal to 19 % of the Gross Domestic Product. Unlike in 2006, the cost level of large and medium sized companies exceeded the level of small and micro companies in this survey. The majority of differences in the cost level can be explained by the rising level of transportation costs in medium sized and large companies. The relative differences in companies' opinions on the operating preconditions among the trading companies remained small. The differences in opinions between northern and southern parts of Finland among the manufacturing companies and logistics service providers increased. Financial indicators such as perfect order fulfilment and cash-to-cash cycle time are good among the manufacturing companies, whereas the indicators may even be regarded as excellent among trading companies, although the level of the indicators has decreased since 2005. This report may be found at http://www.lvm.fi/c/document_library/get_file?folderId=339549&name=DLFE-7505.pdf&title=Julkaisuja%2021-2009]]></description>
      <pubDate>Thu, 24 Dec 2009 08:27:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/907192</guid>
    </item>
    <item>
      <title>The Helsinki Region congestion charging study</title>
      <link>https://trid.trb.org/View/907191</link>
      <description><![CDATA[The study considered whether congestion charging could help achieve the transport policy objectives in a cost-effective manner in the Helsinki region. Forming the backdrop to the study are the goals set out in the Government Programme and in the Government Transport Policy Report, and the expectations of society at large regarding the transport system in the region. The study is also a part of transport system development work in the region. The study, undertaken between spring 2008 and summer 2009, involved extensive cooperation with the different parties concerned in the region. The study produced an abundant and diverse array of information on the use of congestion charging as a transport policy tool. This information provides the basis for debate and decision-making on whether to go ahead with preparations for congestion charging in the Helsinki region. The study examined a range of different impacts associated with congestion charging and evaluated them extensively from six different viewpoints: the functioning of the transport system, the environment, road safety, the business operating environment and financial position of businesses, land use and urban structure and the mobility of different groups of transport system users. Also costs, revenues and risks were estimated. In addition, the study looked at whether the same impacts could be achieved in a better and more cost-effective manner using other means than congestion charging (additional road capacity, more or cheaper public transport etc.). The impacts were illustrated using three different congestion charging models (the single-cordon model, the multiple-cordon model and the zone model). The study results show that congestion charging could help to achieve the transport policy objectives in a effective manner: reduce private car usage, reduce the extent of congestion, increase the use of public transport, improve road safety and there would be fewer emissions from traffic. The socio-economic benefits of congestion charging would exceed the costs. Some other tools and measures which are in use today could achieve a similar impact, but not as cost-effectively as congestion charging. This report may be found at http://www.lvm.fi/c/document_library/get_file?folderId=339549&name=DLFE-8011.pdf&title=Julkaisuja%2030-2009]]></description>
      <pubDate>Thu, 24 Dec 2009 08:27:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/907191</guid>
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    <item>
      <title>Better everyday mobility through improved public transport. Public Transport Action Plan 2009-2015</title>
      <link>https://trid.trb.org/View/907190</link>
      <description><![CDATA[The goal of the public transport action plan is to increase the importance and status of public transport policy and to define concrete short and medium-term measures with which such players as the state, municipalities and transport operators can increase the attractiveness of public transport and enhance the standard of passenger service. The action plan can be used in the development of an integrated comprehensive public transport service that will be easy to use for all traveller groups. The measures of the action plan were considered in four workshops under the themes: small towns and rural areas, medium-sized and large cities, long-distance transport, and the service (improvement of the public transport image, information and marketing, development of compatible and consistent ticket and information systems). The workshops were addressed to a wide range of public transport actors and interest groups. The steering influence of land use and planning on public transport demand and service development potential was considered important. The role of bicycle and pedestrian transport as a sustainable transport mode was discussed to such an extent that a theme package for pedestrians and cyclists was suggested as one of the key measures. Descriptions, impacts, finance requirements and development paths of the key measures until 2015 have been presented as separate action cards. Government's role in the implementation and financing is significant, but the contributions of municipalities, transport operators and other public transport organisations in the implementation process are equally important. As a result of the action plan the passenger service in urban and long-distance transport will improve. In small towns and rural areas, people without private cars will be provided with adequate public transport services to meet their everyday mobility needs. The public transport development measures will improve the operational preconditions for businesses. The combined effect of all the measures will improve the competitiveness of public transport in comparison to the use of cars. This will result in a decrease in the kilometrage and in greenhouse gas emissions from traffic. It will also increase the number of public transport passengers by some 20 million trips a year. This report may be found at http://www.lvm.fi/c/document_library/get_file?folderId=339549&name=DLFE-7222.pdf&title=Julkaisuja%2019-2009]]></description>
      <pubDate>Thu, 24 Dec 2009 08:27:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/907190</guid>
    </item>
    <item>
      <title>Baltic Sea Maritime Safety programme</title>
      <link>https://trid.trb.org/View/907189</link>
      <description><![CDATA[In the Programme, maritime safety refers to safety in connection with the structure of individual vessels, their equipment and use, the safety of movement of vessels, saving human life and the prevention of sea pollution from vessels that have been involved in an accident, and the investigation of accidents and emergencies and learning from them. The Baltic Sea Maritime Safety Programme is based on the Finnish Government Programme. It includes a wide variety of measures to improve maritime safety in Finnish waters and on the Baltic Sea as a whole. The basic principle of the Programme is to more effectively prevent accidents and resulting loss of life and pollution of the marine environment. The guidelines and measures adopted in the Programme are based on assessments of the present state and of development trends over the next few years. The programme examines maritime safety through four main themes: 1) preventing and reducing accidents, 2) saving of human lives, 3) preventing hazardous substances from getting into water, and 4) investigating accidents and dangerous situations and utilising the investigation data in accident prevention. The Baltic Sea Maritime Safety Programme comprises of general guidelines regarding Government action and of individual measures. One of the general guidelines is that the Government contributes to the preparation and discussion of maritime safety issues in the European Union. Matters of importance to Finland will be promoted at the earliest possible stage of preparations with emphasis on the Baltic Sea's special conditions and the importance of maritime navigation for the Finnish economy. The national preparation and coordination of international matters will be promoted within the Government too. The individual measures of the programme include effective implementation of the EU's Third Maritime Safety Package. Implementation of the eight legislative proposals the Package contains will increase maritime safety at the Baltic Sea. The implementation process calls for significant legislative measures and cooperation between the authorities over the next 18 months concerning the administrative sectors of several ministries, including the Ministry of Transport and Communications, Ministry of the Interior, Ministry of the Environment, and Ministry of Justice. The Programme also pays attention to the human factor. The biggest single factor behind accidents is human activity. Human skills and activity can be influenced by means of international requirements on the training of seamen and with the help of a national training system. The individual measures also include the following: making the monitoring and control of vessel traffic more effective in the narrowest part of Gulf of Bothnia, Quark; improving sea rescue preparedness, oil-combating facilities and monitoring of sea areas; and developing the investigation of accidents and the reporting of dangerous situations. This report mey be found at http://www.lvm.fi/c/document_library/get_file?folderId=339549&name=DLFE-7405.pdf&title=Julkaisuja%2018-2009]]></description>
      <pubDate>Thu, 24 Dec 2009 08:27:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/907189</guid>
    </item>
    <item>
      <title>Public transport performance statistics 2007</title>
      <link>https://trid.trb.org/View/907188</link>
      <description><![CDATA[The purpose of these statistics is to generate data on the volumes of domestic passenger traffic supply and demand and the impact of the financial investments made by public authorities which are useful as a basis for transport policy decisions. The statistics cover domestic rail transport, buses and coaches, taxis and air transport. Funding will be discussed solely with reference to financing of transport services. The statistics comprise the following items: vehicle and place capacity, the supply of transport services in terms of vehicle and place kilometres and demand as indicated by passenger numbers and passenger kilometres. Statistical data are provided on sources of public funding, the allocation of direct transport funding to increasing the supply of transport and reducing costs, and the distribution of indirect funding (reimbursement of travel expenses) between different types of transport. There were 17,600 vehicles and 561,900 passenger seats in public transport in 2007 (17,200 and 546,600 respectively in 2005), the total supply being 1.5 (1.4) billion vehicle kilometres, of which 47% (49%) comprised collective services and the remainder charter services. The total number of passengers in public transport was 560 (553) million, and total funding was EUR 696 (629) million, of which collective services received 65% (64%). EUR 266 (244) million was allocated for the direct purchase of transport services, compensations of transport deficits or general funding of fare reductions, while a further EUR 430 (385) million of indirect funding was used for the reimbursement of travel expenses for special population groups, of which 44% (43%) was directed to collective transport services. This report may be found at http://www.lvm.fi/c/document_library/get_file?folderId=339549&name=DLFE-7314.pdf&title=Julkaisuja%2012-2009]]></description>
      <pubDate>Thu, 24 Dec 2009 08:27:01 GMT</pubDate>
      <guid>https://trid.trb.org/View/907188</guid>
    </item>
    <item>
      <title>Transport service in the archipelago. Service levels and competitive tendering procedures</title>
      <link>https://trid.trb.org/View/897624</link>
      <description><![CDATA[The working group was assigned to define a reasonable, target-oriented basic level for transport services in the archipelago taking into account the mobility needs of the archipelago residents and the transport needs of the industry. If necessary, the group was to specify the acquisition methods presented for ferry traffic services provided by the Finnish Maritime Administration and the Finnish Road Administration. In accordance with the Government programme, the starting point for the group's work was to ensure that ferry and shuttle services in the archipelago will be maintained at least at the present level. The working group outlined service level categories for ferry services and created a method for linking a ferry route with an appropriate service level. The group also examined the mobility and transport needs in the Archipelago Sea and in the Gulf of Finland, the charging criteria for transport services, and the principles of financing used in ferry traffic services. On the basis of the results obtained, the working group proposes that: a) The service level categorisation for ferry traffic routes will be adopted and it will be used for defining the quality requirements when acquiring ferry services. The service level definitions in highway ferry services will not be changed. b) Ferry services in the archipelago will not be subject to a charge any more. Archipelago residents will be given priority over other passengers to shuttle ferries. c) Similar competitive tendering procedures will be used for purchasing ferry traffic, shuttle and transport services in the archipelago in the Gulf of Finland and they will be financed from the Budget, using the expenditure item for basic transport infrastructure. The decree concerning aid for transport services in the archipelago will be repealed. d) The Budget will authorise competent authorities to conclude long-term agreements concerning transport services. e) The Finnish Road Administration and the Finnish Maritime Administration and other operators in the sector will develop and harmonise the acquisition procedures, purchasing programmes and purchases. This report may be found at http://www.lvm.fi/web/fi/julkaisu/view/821082]]></description>
      <pubDate>Thu, 30 Jul 2009 11:40:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/897624</guid>
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