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All possible electric aviation routes by a degree of urbanisation

The map shows all routes with a maximum distance of 200 km divided into three categories, based on the airports’ degree of urbanization: Routes between two rural airports, routes between one rural and one urban airport and routes between two urban airports. The classification is based on the new urban-rural typology. We restricted the analysis to routes between rural and urban areas as well as routes between urban areas that are separated by water. Those are 426 in total. We based our criteria on the assumption that accessibility gains to public services and job clusters can be made for rural areas, if better connected to areas with a high degree of urbanization. Because of possible potential to link labor markets between urban areas on opposite sides of water urban to urban areas that cross water are also included. This is based on previous research which has shown the potential for electric aviation to connect important labor markets which are separated by water, particularly in the Kvarken area (Fair, 2022). Our choice of selection criteria means that we intentionally ignore routes where electric aviation may have a potential to reduce travel times significantly. There might also be other important reasons for the implementation of electric aviation between the excluded routes. Between rural areas, for example, tourism or establishing a comprehensive transport system in the Nordic region, constitute reasons for implementing electric aviation. Regarding routes between urban areas over mainland, the inclusion of more routes with the same rationale as above – that significant time travel benefits could be gained between labor markets with electric aviation (for example between two urban areas in mountainous regions where travel times can be long) – can be motivated. Some of those routes can be important to investigate at a later stage but are outside the…

Change in new registered cars 2019-2020

The map shows the change in new registered passenger cars from 2019 to 2020. In most countries, the number of car registrations fell in 2020 compared to 2019. On a global scale, it is estimated that sales of motor vehicles fell by 14%. In the EU, passenger car registrations during the first three quarters of 2020 dropped by 28.8%. The recovery of consumption during Q4 2020 brought the total contraction for the year down to 23.7%, or 3 million fewer cars sold than in 2019. In the Nordic countries, consumer behaviour was consistent overall with the EU and the rest of the world. However, Iceland, Sweden, Finland, Åland, and Denmark recorded falls of 22%–11% – a far more severe decline than Norway, where the market only fell by 2.0%. The Faroe Islands was the only Nordic country to record more car registrations, up 15.8% in 2020 compared to 2019.  In Finland, Iceland, Norway, and Sweden, there were differences in car registrations in different parts of the country. In Sweden and Finland, the position was more or less the same in the whole of the country, with only a few municipalities sticking out. In Finland and Sweden, net increases in car registrations were concentrated in rural areas, while in major urban areas, such as Uusimaa-Nyland in Finland and Västra Götaland and Stockholm in Sweden, car sales fell between 10%–22%. Net increases in Norway were recorded in many municipalities throughout the whole country in 2020 compared to 2019.

Access to fixed broadband at minimum download speed 100 Mpbs

The map shows the proportion of households that had access to fixed-line broadband with download speeds >100 Mbps (superfast broadband) at the municipal level, with darker colours indicating higher coverage. Overall, Denmark has the highest levels of connectivity, with 92% of municipalities providing superfast broadband to at least 85% of households. In over half (59%) of all Danish municipalities, almost all (>95%) of households have access to this connection speed. The lowest levels of connectivity are found in Finland. This is particularly evident in rural municipalities where, on average, less than half of households (48%) have access to superfast broadband. Connectivity levels are also rather low in some parts of Iceland, for example, the Westfjords and several municipalities in the east.  Households in urban municipalities are still more likely to have access to superfast broadband than households in rural or intermediate municipalities, but the gap appears to be closing in most. This is most evident in Norway, where the average household coverage for rural municipalities increased by 31% between 2018 and 2020. By comparison, average household coverage for urban municipalities in Norway increased by only 0.7%. In the archipelago (Åland Islands, Stockholm and Helsinki), general broadband connectivity is good; however, some islands with many second homes still have poor coverage. 

Cross-border commuting as share of employment

The map illustrates the average share of employees who commuted to another Nordic country between between 2015 and 2018 in Nordic regions (NUTS 2). Between 2015 and 2018, an average of approximately 49,000 people held a job in a Nordic country in which they were not residents. This indicates that, on average, 0.5% of the Nordic working-age population commuted to a job in another Nordic country. This is below the EU27 average of 1%, with the highest numbers found in Slovakia (5.1%), Luxembourg (2.8%) and Estonia (2.6%). Some of these people cross borders daily. Others work in another country by means of remote working combined with occasional commuting across borders.  Within the Nordic Region, the largest cross-border commuter flows are in the southernmost parts of Sweden, regions in the middle of Sweden and in Åland, where more than 1% of the working population commutes to another Nordic country. However, there may be individual municipalities where cross-border commuting is substantially higher. For example, the employment rate in Årjäng Municipality, Sweden, increases by 15 percentage points when cross-border commuting is taken into account. These municipalities are not reflected on NUTS 2 level when averages are calculated. In terms of absolute numbers in 2015, the highest numbers of commuters were from Sweden: Sydsverige (16,543), Västsverige (7,899) and Norra Mellansverige (6,890). The highest number of commuters from a non-Swedish region were from Denmark’s Hovedstaden (2,583).   Due to legislative barriers regarding the exchange of statistical data on cross-border commuting between the Nordic countries, more recent data is not available. 

Help Santa to work remotely – where to locate in 2021?

Help Santa! To reduce his transit times and emissions – reindeers burn a lot of (green) fuel – and find an optimal remote workplace from where to deliver gifts to all the children in the Nordic Region! Santa has heard about this new trend “multilocational lifestyle” and he would like to know if this would suit him as well. But where to move? Santa’s little researchers have worked hard this year and done some mapping for him – and discovered places you have never even heard of! If Santa is to serve all children (0-14 years old) throughout the Nordic Region from a single address, the solution lies in Storfors Municipality. WHERE? – you might think. It is a real place, in Central-Southern Sweden. Here Santa has an average distance of 425 km distance to each child from his own backyard. This still sounds like awfully many kilometers. Could he be even more multilocal – with a home in each of the Nordic countries? This would help him to reduce his overall commuting to work significantly. Let’s try it! If he serves all 4.974 children in Åland from a residence (like a luxury hotel with all-inclusive and pets allowed) in Jomala Municipality, he will only have to travel 11 km to work on average. In Greenland, the distances are somewhat larger, and Santa, even with the most optimal location from a residence (a cabin) in Qeqqata Municipality would have to travel 288 km to each of the 11,748 children in the country. Can you guess what the other optimal locations would be in the Nordics? I bet you can’t so I will tell you: it’s the municipalities of Hallsberg in Sweden, Jämsä in Finland, Etnedal in Norway, Kalundborg in Denmark, Kjósarhreppur in Iceland and Tórshavn in Faroe Islands. Well, Santa…

Algae production in 2019

This map shows location of algae production by production method in the Nordic Arctic and Baltic Sea Region in 2019 Algae and seaweeds are gaining attention as useful inputs for industries as diverse as energy and human food production. Aquatic vegetation – both in the seas and in freshwater – can grow at several times the pace of terrestrial plants, and the high natural oil content of some algae makes them ideal for producing a variety of products, from cosmetic oils to biofuels. At the same time, algae farming has added value in potential synergies with farming on land, as algae farms utilise nutrient run-off and reduce eutrophication. In addition, aquatic vegetation is a highly versatile feedstock. Algae and seaweed thrive in challenging and varied conditions and can be transformed into products ranging from fuel, feeds, fertiliser, and chemicals, to third-generation sugar and biomass. These benefits are the basis for seaweed and algae emerging as one of the most important bioeconomy trends in the Nordic Arctic and Baltic Sea region. The production of algae for food and industrial uses has hence significant potential, particularly in terms of environmental impact, but it is still at an early stage. The production of algae (both micro- and macroalgae) can take numerous forms, as shown by this map. At least nine different production methods were identified in the region covered in this analysis. A total of 41 production sites were operating in Denmark, Estonia, the Faroe Islands, Iceland, Norway, Germany, and Sweden. Germany has by far the most sites for microalgae production, whereas Denmark and Norway have the most macroalgae sites.