Articles containing the keyword 'water transport'

A new approach for modelling plant growth using the software AMAPpara is presented. This software takes into consideration knowledge about plant architecture which has been accumulated at the Plant Modelling Unit of CIRAD for several years, and introduces physiological concepts in order to simulate the dynamic functioning of trees. The plant is considered as a serial connection of vegetative organs which conduct water from the roots to the leaves. Another simple description of the plant as a network of parallel pipes is also presented which allows an analytical formulation of growth to be written. This recurring formula is used for very simple architectures and is useful to understand the role of each organ in water transport and assimilate production. Growth simulations are presented which show the influence of modifications in architecture on plant development.

• de Reffye, E-mail: pd@mm.unknown
• Barthélémy, E-mail: db@mm.unknown
• Blaise, E-mail: fb@mm.unknown
• Fourcaud, E-mail: tf@mm.unknown
• Houllier, E-mail: fh@mm.unknown

The structure of 20 Scots pine (Pinus sylvestris L.) trees was analysed as a water transport system. There is a tight linear regression between the cross-sectional area of the stem at the height of its lowest living branch and the cross-sectional area of its coarse roots, between the cross-sectional area of the stem at the height of its lowest living branch and the total cross-sectional area of its branches, and between the cross-sectional area of the base of a branch and the total cross-sectional area of subsidiary branches of that branch. The capacity of successive organs, measured as cross-sectional areas, to transport water was thus found to be regular within a tree.

The PDF includes an abstract in Finnish.

• Hari, E-mail: ph@mm.unknown
• Heikinheimo, E-mail: ph@mm.unknown
• Kaipiainen, E-mail: lk@mm.unknown
• Korpilahti, E-mail: eeva.korpilahti@luke.fi
• Mäkelä, E-mail: am@mm.unknown
• Samela, E-mail: js@mm.unknown

In 1975 the roundwood transport in Finland, which was mostly floated in the inland waters, accounted for 45% of the total transport performance and for 25% of the total transport volume. The paper describes the Finnish inland waterway fleet in 1975. The information was collected from the material of navigation inspectors who yearly inspect the seaworthiness of the merchant ships. The number of inspected vessels was 778. Of those 495 were tugs, 118 passenger boats, 71 warping boats, and the others totalled 94. The average power of tugs was 65 kW and that of warping boats 16 kW.

The PDF includes a summary in Finnish and French.

• Roitto, E-mail: yr@mm.unknown

Silva Fennica Issue 69 includes presentations held in 1948-1950 in the fourth professional development courses, arranged for foresters working in the Forest Service. The presentations focus on practical issues in forest management and administration, especially in regional level. The education was arranged by Forest Service.

Floating channels of Northern Finland have been unable to fulfill all the needs of wood transportation of the area. This presentation presents diferent ways to improve the efficiency of floating by improving working methods and the channels, and thus decreasing costs of wood transportation.

• Kivelä, E-mail: ak@mm.unknown

In Finland roundwood is floated either privately or co-operatively. In the later, a co-operative floating association is established to operate floating. The association is compulsory association of those enterprises who want to have wood floated along the floating routes of the area. It is favoured when the number of enterprises and the wood to be floated is large. In addition, costs are lower than in private floating.

Floating in Lake Saimaa area in Central Finland can be divided into Iso-Saimaa, where floating is private, and into Saimaa Water System, where floating is operated by a co-operative floating association. It has been suggested that adoption of co-operative floating in Iso-Saimaa would be to the common interest. This study aimed at finding out if co-operative floating influences the transport costs, and if co-operative floating increases competition of roundwood by forest industry companies.

According to the study, the costs of most enterprises would decrease. The total decrease in costs would amount to 65 million Finnish marks annually, about 20% less than the present costs. The change of organization would not alter the competitive relationship in buying roundwood. On the other hand, it would seem that co-operative floating would be less flexible than private floating. The management of a large organization, whose effective operation time would cover only a part of the year, would meet with some difficulties. Also, co-operative floating would reduce competition among enterprises.

The PDF includes a summary in English.

• Roitto, E-mail: yr@mm.unknown

This paper aims at investigating which factors, in the point of view of the entrepreneur, define the choice of long-distance transport either as floating in bundles, steamship transport or barge transport in the waterway system of Lake Saimaa in 1950s. It defines the usage, kind of fleet, operation and costs of the abovesaid modes of transport. The investigation is mainly based on statistics of Enso-Gutzeit Oyj and the fuel office of the Finnish State Railways.

Location of the industrial enterprise sets the limits for use of the different modes of transport of roundwood. Previous decisions can influence the future choices, for instance, the capital the company has earler invested on the transportation system. Also, the type and amount of timber acquired by the company, transportation distance, time, and means of transport affect the choice of mode of transport. Those factors that direct decision-making, often lead the entrepreneur to stick to the chosen mode of transport.

Floating becomes the more inexpensive the larger the scale of operation is, and if the timber assortment is suitable for floating and water storage. For instance, dry wood is an asset for a wood export agency, and their sales have often time pressures, which rules floating out of their choices. Transportation in vessels has decreased to 4% of all roundwood haulage, but has its function as a supplementary way of transport.

The PDF includes a summary in German.

• Roitto, E-mail: yr@mm.unknown

Central Association of Finnish Forest Industries decided in 1953 to begin collecting annual statistics of timber transportation of its members. The survey of members covers almost 97% of the timber transportations of the member companies, which have production over 1,000 cu ft. In all 79 companies answered the survey. Their total timber transportation was 166,4 million cu ft in 1952.

The long-distance transportation of saw logs by horse transport directly to the mill or other such location was 1,297 cu ft, by truck transport 42,644 cu ft, by rail transport 6,707 cu ft, and by water transport 115,789 cu ft. The average transportation distance was for horse transport 2.4 km, truck transport 27 km, rail transport 224 km and water transport 209 km.

The Acta Forestalia Fennica issue 61 was published in honour of professor Eino Saari’s 60th birthday.
The PDF includes a summary in German.

• Lindfors, E-mail: jl@mm.unknown

About 17.5% of forest lands of Finland is situated around the river and lake system of Lake Saimaa. Furthermore, the growth of the forests  of the area correspond about 25% of the total growth of forests in Finland. The watersystem is one of the most important portages of roundwood in the country. It consists 11,000 km of floating channels, 2,000 km of which suit for floating in bundles. Annually 30-35 million cu ft of saw logs, 7 million cu ft of veneer timber and 2,5-3 million cu ft of pulp wood is floated in the area.

Even if the water system at present still suits well for floating, there are many opportunities for development, which would improve its competitiveness against other modes of transport. Several different sites where building of floating channels or improving the floatways are needed are described in the article.

The PDF includes a summary in German.

• Roitto, E-mail: wr@mm.unknown

In the present investigation, the problems connected to demand of firewood are dealt with by studying the fuel markets of the three biggest towns in Finland – Helsinki, Turku and Tampere as well as those of Vaasa. The purpose of the investigation was to study the firewood supply areas in two time periods, in 1933-1939 and in 1945-1947, after the Second World War.

Railway and shipping were the most important ways for transporting firewood in 1933-1939. Towards the end of the period, road transport increased especially in Turku and in Vaasa. In 1945-47 almost 90% of the firewood transported to Helsinki, 60% to Tampere and Turku, and over 50% of the firewood transpors to Vaasa were carried by rail. One factor supporting rail transport was that the tariff policy of the State Railways gave preference to firewood transports.

The supply areas increased markedly from 1933-1939 to 1945-1947. Supply of firewood near the towns in the southern, southwestern and western parts of the country was small. Also, pulp industry began to use small-sized timber in 1930s, which increased competition of the wood. Coal and coke began to replace firewood in the 30s, but their use decreased during and after the war due to supply shortage.

The PDF includes a summary in English.

• Holopainen, E-mail: vh@mm.unknown

In Finland, transportation of wood by vessels has decreased, but is still an important mode of transport especially for firewood. In 1941-1947, nearly 25% of the firewood procured by the State Fuel Board was transported by vessels. This investigation concentrates on loading of wood into barges, since the share of wages of total expenses is greatest in this phase. The loading work amounts to nearly 40% of the total wages.

Two methods of loading barges are used in Finland: loading from the shore and truck loading. This study concentrates on the more common method, loading from the shore. A time study was conducted on the different stages of loading and piling wood into barges, most of which is done by hand. Most time-consuming part of the work is transporting the logs to the barge with a wheelbarrow, comprising over 40% of the working time. Time required for loading firewood is almost twice as much as loading pulp wood. Recommendations for loading places and organization of work are given in the article to improve the efficiency of the work.

The PDF includes a summary in English.

• Heiskanen, E-mail: vh@mm.unknown

The applicability of operations research, database management systems and geographic information systems for decision-making in long-distance transport of wood in the Saimaa area in Central Finland were reviewed. Due to the complexity of the transport problem a geographic information system is the most applicable. However, investment in such a system for only long-distance transport decision-making is unjustified. A spatial database – heuristic programming system was developed. It was applied to studying the competitiveness and search for possible areas for rationalization of water transport in particular and long-distance transport in general. The system proved to be a useful aid in long-distance transport research. Also, with the increased use of computers for planning at the field level, a system similar to that described could be a powerful managerial aid.

The PDF includes a summary in Finnish.

• Pulkki, E-mail: rp@mm.unknown

The transport unit in roundwood towing on Lake Iso-Saimaa in Central Finland comprises a tug and a raft of bundled wood with a towline between them. There are several factors influencing the economic size of the transport unit in roundwood towing. These are changing with the enterprises and along with general developments. In this paper these factors or factor groups are seen from the point of view of the enterprise. The main question is to determine the most economic combination of tug and raft size.

From the point of view of the towing enterprises the unit costs of transport are the most decisive factor. Both the size of the raft as well as the power of the tug influence strongly the unit costs. As a long-term goal a raft of about 35,000 m³ and a tug of 550 kW or more is considered to be advisable. The width of channels and sounds then allow a free passage for rafts being 36–40 m wide.

The PDF includes a summary in Finnish and in French.

• Roitto, E-mail: yr@mm.unknown