Journal articles on the topic 'Ukrainian fleet'
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1
Goncharenko, Vitaly. "Problems of Development of Ukrainian Trade Fleet." Path of Science 5, no. 4 (April 30, 2019): 2001–7. http://dx.doi.org/10.22178/pos.45-5.
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Markova, M. V., K. A. Kosenko, and K. D. Gaponov. "Peculiarities of addictive realization and psychosocial stress in the representatives of the working personnel of the merchant and passenger-carrying fleets." Reports of Vinnytsia National Medical University 24, no. 1 (May 18, 2020): 152–57. http://dx.doi.org/10.31393/reports-vnmedical-2020-24(1)-30.
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Annotation. The purpose of the work is to study the peculiarities of addictive realization and psychosocial stress in the representatives of the working personnel of the merchant and passenger-carrying fleets, in order to determine the need to create systemic measures for the given contingent to protect their mental health. In compliance with the principles of bioethics and deontology, 120 workers of the Ukrainian fleet were surveyed in 2016–2019: 90 sailors, motormen and other workers of the merchant fleet and 30 workers of the passenger-carrying fleet. All surveyed were male, citizens of Ukraine. The study included the use of clinical, psychopathological and psychodiagnostic methods. Statistical-mathematical analysis included the formation of descriptive statistics and analysis of discrepancies using nonparametric methods. The results of the study have established that the share of workers of the merchant fleet and workers of the passenger-carrying fleet has an increased severity of addictive realization, the average indicators of which are within the “harmful consumption” of chemical origin (alcohol, tobacco, coffee/tea) and non-chemical origin (the Internet, computer and gambling, watching TV, sports, eating, shopping). The general tendency inherent in the workers of the merchant and passenger-carrying fleets is an increase in the severity of addictive seizure of objects of both chemical and non-chemical origin, with an increase in the level of psychosocial stress experienced by the examined people from “safe consumption” in people with low levels of stress to “dangerous consumption” or “addiction” in people with severe stress. Workers are characterized by a greater severity of addictive realization of all addictive objects, compared to merchant fleet workers, both on average in the sample and in each stress load range. Thus, the level of psychosocial stress can be considered as a trigger and a marker of the severity of addictive realization in the workers of the merchant and passenger-carrying fleets. The identified patterns should be considered when developing specific measures of psychotherapy and psychoprophylaxis for this contingent, which is the perspective of this study.
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ARTYMYSHYN, Pavlo. "KHARKIV AGREEMENTS OF 2010: VISIONS OF POLITICAL, MEDIA AND EXPERT CIRCLES IN UKRAINE." Ukraine: Cultural Heritage, National Identity, Statehood 33 (2020): 194–213. http://dx.doi.org/10.33402/ukr.2020-33-194-213.
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The main visions of the political, media, and expert circles in Ukraine concerning the conclusion of the Kharkiv Agreements in 2010 – the pact between Ukraine and the Russian Federation on the stay of the Black Sea Fleet of the Russian Federation Navy on the territory of Ukraine are determined. It is alleged that circles close to the President of Ukraine, Viktor Yanukovych, saw them as a sign of the beginning of an era of intense Ukrainian-Russian relations, including the issue of cheaper gas, which would help to overcome the crisis in the economy and provide a lower price for gas for both industrial and household consumers. Instead, the agreements in the opposition were seen as a betrayal of Ukrainian national interests, the creation in the Black Sea region of a destabilizing center in the form of the Black Sea Fleet of the Russian Navy, and the beginning of Ukraine’s integration into the Russian geopolitical space. At the same time, the Ukrainian side was unable to persuade the Russian to sign new gas agreements to revise the price of «blue fuel» in essence, rather than through a discount system. Opposition criticism was also not effective under these circumstances: although the topic of prolongation of the Russian Navy’s Black Sea Fleet base in Sevastopol became one of the tenets of their anti-government rhetoric, however, the unification of the opposition had not yet grown into an institutionalized movement, acquiring such features only on the eve of the parliamentary elections in 2012. Instead, the Russian side took full advantage of the Ukrainian concessions of 2010. It is the preservation of the Black Sea Fleet on the Crimean Peninsula that allowed the Russians to prepare the ground for its annexation and for the nourishment of the Russian chauvinist ideology about Sevastopol as a «Russian city». Keywords: Kharkiv Agreements of 2010, politicum, mass media, expert environment, visions, the Black Sea Fleet of the Russian Federation Navy, gas, Ukraine, Russian Federation.
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Kosenko, K. A. "Comparative characteristic of manifestations of pathological anxiety in workers of the marine merchant and passenger fleets." Archives of psychiatry 25, no. 3 (September 18, 2019): 168–72. http://dx.doi.org/10.37822/2410-7484.2019.25.3.168-172.
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Background. The activities of seafarers are extremely complex and at the same time risky professions; they put forward specific requirements for the crew of ships. Long seagoing are associated with the constant presence of crew members in a confined space, monotony of activity, a sharp narrowing of external social relations, an increased risk of emergency situations and etc. Scientific studies show the differentiation of the negative impact of occupational stress factors depending on the ranks of long-distance sailors.
Objective – to study the specifics of manifestations of anxiety reaction of workers of the marine merchant and passenger fleets to determine the need to create specific systemic measures to protect mental health for this contingent.
Materials and methods. During 2016–2019 we examined 120 workers of the Ukrainian navy. Of these, 90 were sailors, minders, and other merchant fleet workers, and 30 were passenger fleet workers. All examined were men, citizens of Ukraine. The study included the use of clinical, psychopathological, psychodiagnostic and statistical methods.
Results. A significant part of the deck ratings (workers) of both merchant and passenger fleets has manifestations of a pathological anxiety reaction, mainly of medium-low intensity. Representatives of the working professions of the passenger navy are characterized by more intense manifestations of anxiety symptoms, the average severity of which approaches the upper limit of subclinical values, while among the representatives of the merchant fleet it approaches the upper limit of normative indicators.
Conclusions. The data obtained should be taken into account when developing specific measures of psychotherapy and psychoprophylaxis for this contingent, which is the prospect of this study.
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Tkachuk, Andriy. "The security dimension of Ukrainian-Russian relations around Crimea in the political activity of the People’s Movement of Ukraine in 1991–2008th." Науково-теоретичний альманах "Грані" 22, no. 2 (April 22, 2019): 59–68. http://dx.doi.org/10.15421/171923.
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In this general article withsecurity dimension of Ukrainian-Russian relations around Crimea in the political activity of the People’s Movement of Ukraineis discussed. The key political statements of the PMU concerning the Crimea and Sevastopol military base of the Black Sea Fleet of the Russian Federation were investigated. An assessment of the position of political force on Russian policy in the Crimea is given. It was found out that in their activity, the members of the PMU paid constant attention to the lack of a clear state policy of the Ukrainian authorities regarding the Crimea and the military contingent located on the peninsula of the Russian Federation. In most cases, the PMU pointed out that the lack of well thought-out Ukrainian policy in the Crimea along with the activity of Russia itself is a catalyst for destabilizing events on the peninsula. Particular attention of the «Rukhvtsy» paid attention to the activity of various cultural and educational groups in the Crimea, which were completely loyal to Russia. In addition, the special emphasis in the article is made in the position of the PMU on the base of the Black Sea Fleet of the Russian Federation. It was found out that in the vision of political power, the presence of the Black Sea Fleet of Russia in the Crimea was destabilizing not only on the socio-political situation in the Crimea, but also throughout the territory of Ukraine. At the same time, «Rukhvtsy» indicated that the lack of well-thought Ukrainian policy in bilateral relations around Crimea could further develop into a full-scale conflict. The main proposals of the PMU concerning the possible regulation of tension in bilateral relations are outlined. It is concluded that in 1991–2008 the People’s Movement of Ukraine as a political force was clearly aware of the hidden threats to national security contained in the Ukrainian-Russian relations around Crimea. At the same time, in spite of numerous political statements and appeals to the top government of the state, the proposals voiced by the PMU did not take into account in any way that in the future they became a catalyst for the beginning of Russian open aggression against Ukraine.
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Torbakov, Igor B. "Russian-Ukrainian Relations, 1917-1918: A Conflict Over Crimea and the Black Sea Fleet." Nationalities Papers 24, no. 4 (December 1996): 679–89. http://dx.doi.org/10.1080/00905999608408477.
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The first disagreements between Russia's Provisional Government and the Ukrainian Central Rada emerged in the spring and summer of 1917, right after the proclamation of the Rada's First Universal and the formation of the Ukrainian executive body, the General Secretariat. The arrival in Kiev in July 1917 of the Russian governmental delegation, consisting of Alexander Kerensky, Irakly Tsereteli and Mikhail Tereshchenko, and the attempts to work out a compromise—which found their embodiment in the Second Universal—led, in fact, to the political crisis in Petrograd. The majority of the Kadet ministers refused to approve the results of the negotiations in Kiev and tendered their resignations.
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Qualls, Karl D. "Who Makes Local Memories?: The Case of Sevastopol after World War II." Soviet and Post-Soviet Review 38, no. 2 (2011): 130–48. http://dx.doi.org/10.1163/187633211x589105.
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AbstractSevastopol, since becoming a part of independent Ukraine in 1991 (and part of the Ukrainian SSR for decades before) has consistently and overwhelmingly voted for pro-Russian candidates in each national election. While many political commentators have noted the demographics of predominately Russian speakers and the presence of the Russian fleet in the ports to explain recent voting patterns, we must also take note of postwar myth creation. Although since 1917 Sevastopol has been juridically Soviet or Ukrainian, residents and outsiders alike usually view Sevastopol as a Russian city. The development of local identification after World War II by the military, local officials, and guidebook authors helps to explain how Sevastopol so easily shed its identification with the Soviet Union while also avoiding identification with Ukraine.
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Kievec, S. E. "POLITICAL MEANING OF CRIMEA FOR UKRAINE IN 1991‒2014." Вестник Пермского университета. Политология 15, no. 3 (2021): 77–87. http://dx.doi.org/10.17072/2218-1067-2021-3-77-87.
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The article considers Crimea’s political meaning within Ukraine in 1991-2014 and analyzes the main chal-lenges in Kyiv-Simferopol relations. Based on the extensive database, the conclusion concerning the illegal joining of the Republic of Crimea to Ukraine in 1990s is made. The article analyzes the destructive influence of the Russian and Russian-speaking population of the peninsula on the Ukrainian statehood formation. The role of the pro-Russian organizations and the Russian-speaking population in Crimea’s breakaway from Ukraine is defined. The author studies the role of the Black Sea Fleet for Ukraine used as a tool to impose pressure on Russia and to increase its power in the eyes of NATO. Crimea’s contribution to the Ukrainian economy is assessed and the key branches of industry and agriculture of the Autonomous Republic of Cri-mea are identified. The article concludes that the conflict between Kyiv and Simferopol and Crimea’s acces-sion to Russia was inevitable and was predetermined by the controversial policy of the Ukrainian authorities. Absence of importance of the Crimean Peninsula for Ukraine from the perspective of economic develop-ment, a single Ukrainian nation formation and security was also traced.
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Malykhina, Yа, Yа Protopopova, O. Pavlichenko, and V. Pavlichenko. "ECONOMIC AND LEGAL WAYS OF TRANSPORT INDUSTRY MODERNIZATION IN UKRAINE IN THE CONTEXT OF CLIMATE CHANGE." Financial and credit activity problems of theory and practice 6, no. 41 (January 10, 2022): 377–86. http://dx.doi.org/10.18371/fcaptp.v6i41.245253.
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Abstract. There is substantiated the need to modernize the transport area of Ukraine in the view of state obligations adopted during the signing of international environmental agreements. It is argued that the adoption of the United Nations Framework Convention on Climate Change and its further implementation by the Kyoto Protocol and the Paris Agreement require the signatory States to take measures to minimize the anthropogenic impact of CO2 emissions in the earth’s atmosphere. A comparative analysis of the qualitative and quantitative composition of the fleet of transport industries of European countries and Ukraine proves that the minimization of environmental pollution by Ukraine should be done by renewal the fleet. Based on the statistics of the quality fleet of transport industries of European countries that practice CO2 emissions and those that who does not tax harmful CO2 emissions, it is demonstrated the dependence of the age — related conditions of the fleet, where the taxation demonstrates its incentive properties to modernize transport industries and renew fleets to modern vehicles. The characterization of global trends in minimizing of harmful emissions into the atmosphere of greenhouse gases gave a reason to argue that the implementation of an environmental tax has a dual nature. On the one hand, the tax encourages owners of enterprises, institutions, organizations of transport industry to invest in environmentally friendly transport to minimize the tax burden, and on the other hand, the taxation influences on the environmental situation in the regions and on the planet as a whole. It is substantiated that regulations aimed at minimizing harmful emissions into the atmosphere allow at the state level to implement policies on the formation, distribution and use of tax revenues for fighting climate change. It is concluded that tax revenues from the taxation of CO2 emissions into the atmosphere can be used to support the transport industry through public-private partnerships. It also emphasizes that Ukraine should intensify international cooperation and agree with developed countries to support the modernization of the Ukrainian transport industry using financial mechanisms and technology transfer agreements to increase resistance to climate change and reduce greenhouse gas emissions enshrined in the Paris Agreement. Keywords: climate change, harmful CO2 emissions, transport area, vehicles, international environmental agreements, regulations, environmental tax. JEL Classification F21, E62, K32, K34, R42, R48 Formulas: 0; fig.: 0; tabl.: 6; bibl.: 16.
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Golubkova, I., O. Sienko, N. Lysenko, T. Frasyniuk, and I. Parkhomenko. "Criteria for the management of a sustainable and safe positioning of the fleet in the conditions of globalization." Naukovyi Visnyk Natsionalnoho Hirnychoho Universytetu, no. 2 (2021): 178–83. http://dx.doi.org/10.33271/nvngu/2021-2/178.
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Purpose. To develop a model of minimizing transportation risks for strengthening the criteria for sustainable and safe positioning of the fleet. Methodology. Scientific research, whose results are given in the presented article, is performed using both general and special methods of cognition. Methods of quantitative and qualitative comparison, content analysis, scientific abstraction and systematization and the method of mathematical formalization were used. Findings. An algorithm of a criterion-based approach to sustainable and safe positioning of the fleet in the presence of international transport market constraints is proposed. A mathematical model has been developed for minimizing transportation risks, which will reduce the current costs of the merchant fleet and, accordingly, contribute to its sustainable and safe positioning. Since it is important for industrial enterprises to reduce the time and cost of delivering raw materials, components, reducing transport costs for delivering products to the consumer, the paper presents forecasting of volumes of container transportations through ports of Ukraine and comparative analysis with the forecast trend of container transportations in the world market. This made it possible to form a tool for determining the appropriate positioning of the fleet. Originality. The study developed an algorithm for a criteria-based approach to sustainable and safe fleet positioning under international transport market constraints and a mathematical model to minimize transportation risks. This allows moving over to the formation of an integrated multimodal transport system and coordinated actions of all market participants in transport services. The efficiency and reliability of the system will be enhanced by the ability to predict the reorientation of routes associated with increased risk and dynamic management of traffic flows. Practical value. The results of the study can be used to create integrated automated information systems for dynamic traffic management using alternative routing of traffic flows to minimize risks. The results of the forecast study on container traffic through Ukrainian seaports can be used for practical or scientific purposes.
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Brusylovska, Olga, and Igor Koval. "Russian Politics Toward Ukraine: was there Ever a Strategic Partnership?" Przegląd Strategiczny, no. 12 (December 31, 2019): 131–44. http://dx.doi.org/10.14746/ps.2019.1.9.
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The hypothesis of this research was that these states never had a rich level of strategic partner-ship (despite the officially proclaimed status), but always remained a sort of “negative strate- gic dependence” because of the high level of asymmetry in their relations. I. Zhovkva proved that the attribute of strategic partnership is community of strategic interests without its further reflections existing relations are superfluous. G. Perepelytsia marked that scientists must distinguish two definitions of strategic partnership – as a level of the attained cooperation and as an instrument of state foreign policy. In the given article strategic partnership is examined in two measures. The first part is sanctified to the use of the concept of strategic partnership in the foreign policy of the Russian Federation (on the example of Ukraine), and second to accordance of level of their cooperation proclaimed strategic partnership. After 1991, the goal of Moscow was ‘a friendly and neutral Ukraine.’ The relations were built primarily on an economic basis, but even then Russia widely used a ban on the import of some goods as a political instrument. After 2004, problems in Russian-Ukrainian relations related to the Russian military base in Crimea and the basing of the Russian Black Sea Fleet aggravated. Kremlin tried to destruct Ukraine rather than let it go its own way these witnessed against the contemporary concept of strategic partnership, which was the foundation of Russian politics towards Ukraine. Rather, the RF used very old policy of ‘stick and carrot’ (low gas prices and other economic preferences as the carrot, responsibility for ‘compatriots’ as the stick). The Treaty on Friendship, Cooperation, and Partnership between Ukraine and the Russian Federation was denounced as well as all Russian-Ukrainian agreements on the Black Sea Fleet, so, the RF itself refuses from using ‘strategic partnership’ as instrument of its policy towards Ukraine.
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Klotz, Maximilian. "Russia and the Ukrainian Crisis: A Multiperspective Analysis of Russian Behaviour, by Taking into Account NATO’s and the EU’s Enlargement." Croatian International Relations Review 23, no. 80 (November 27, 2017): 259–87. http://dx.doi.org/10.1515/cirr-2017-0028.
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Abstract This article will explain why Russia annexed Crimea and is destabilizing eastern Ukraine. To do this, three different theoretical approaches on various levels of analysis will be used. It will be examined how far the expansion of NATO, as well as that of the European Union (Theory of Neorealism), was a motive for Russia’s action. NATO’s enlargement is analysed predominantly. In addition, politicalpsychological motivations of the Russian leadership are considered. But it is also analysed whether Russia’s pure power interests have played a role (Theory of Realism). The focus here is on the Russian naval base in Crimea. It is necessary to examine whether preserving its fleet in the Black Sea was a motive for Moscow to annex the Crimean peninsula.
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Mahomedov, Andrey. "Joint international military exercises of NATO countries... within the implementation of programs supporting peace and security in Ukraine." Annales Universitatis Paedagogicae Cracoviensis. Studia Politologica 25, no. 325 (May 29, 2021): 54–61. http://dx.doi.org/10.24917/20813333.25.2.
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This article considers the issue of annexation of the Ukrainian Crimea peninsular territory by the RussianFederation and further deployment of the secessionist movement in the southeastern regions of Ukraine thatsubsequently developed into a military conflict in the east of Ukraine. The research analysed the directionsand character of the cooperation between the Armed Forces of Ukraine and the Alliance military units. Thelevel of practical interaction within the framework of existing NATO-Ukraine bilateral partnership programs,including military trainings, was also identified. The chronology of transformation of organizational formsof Ukrainian army’s presence in the east of Ukraine from the Anti-Terrorist Operation to the Joint ForcesOperation and the role of NATO in this process were also considered. The elements of the North AtlanticAlliance’s influence on the reform of the Ukrainian army were identified directly following the requirementsand standards defined by the Organization. The role of NATO’s Liaison Office, located in Kyiv, Ukraine, andthe Center for Security and Information Processing was outlined. Particular attention was paid to the issueof counteracting cybercrimes and protecting the state’s information systems from external influences. Inparticular, reference was made to the protection of the state’s critical infrastructure elements (nuclear powerplants, strategic state-owned enterprises, etc.), including electronic registers of citizens e-lists and the state’sbanking system databases. The activities of the NATO Cybercrime Operations Centers and the establishmentof similar institutions in Ukraine were also researched. The maritime component of cooperation betweenUkraine and the North Atlantic Treaty Organization was analysed, taking into account the aggravation ofthe situation in Azov-Black Sea region during 2018, associated with the passage of Ukrainian warships of theAzov Fleet of the Naval Forces of Ukraine through the Kerch Strait which is under the control of the occupyingtroops of the Armed Forces of the Russian Federation. As a result, so-called border conflicts were causedleading to the capture of Ukrainian warships and sailors by Russians in November 2018.
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Skudlarski, Jacek, Piotr Chibowski, Waldemar Izdebski, Roman Krygul, Oksana Makarchuk, Svetlana Zaika, and Stanisław Zając. "Przemiany w wyposażeniu technicznym gospodarstw rolnych na Ukrainie w latach 2000-2015." Zeszyty Naukowe SGGW w Warszawie - Problemy Rolnictwa Światowego 17(32), no. 1 (March 30, 2017): 182–94. http://dx.doi.org/10.22630/prs.2017.17.1.17.
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The purpose of the article was the analysis of the change in the equipment of Ukraine's agriculture in selected means of mechanization of plant growing in the period of 2000-2015. The analysis is limited of tractors, combine harvesters, machines for harvesting potatoes and sugar beet. By preparing the article, data of the State Statistics Service of Ukraine was used, as well as available publications. The changes that have occurred in the agriculture of Ukraine caused significant on depletion of the technical base of agricultural enterprises. At the same time, the area of agricultural land for one tractor and the sown area for one machine increased significantly. One of the important problems facing the Ukrainian agriculture is considerable technical, moral and economical wear and tear of the machinery and tractor fleet in households and enterprises.
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Lavrushchenko, Yu O. "DIRECTIONS OF THE BALANCED DEVELOPMENT OF THE UKRAINIAN TRANSPORT SYSTEM IN CONDITIONS OF THE MARKET OF TRANSPORT SERVICES GLOBALIZATION." Economic innovations 20, no. 3(68) (September 20, 2018): 136–44. http://dx.doi.org/10.31520/ei.2018.20.3(68).136-144.
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Topicality. The relevance of a problem of development of world economic communications, an advantageous geopolitical position of Ukraine which is on crossing of the major trade ways reveals economic prerequisites and regional aspects of creation of logistics transport and distributive systems when forming strategy of service of transport freight traffics through the territory of Ukraine.Also tendencies of development of world economic communications predetermine expansion of production communications and the international economic cooperation. However the uneven constant growth of transnational and transborder streams and the international transit predetermines new tasks and problems of management of commodity and cash flows.Aim and tasks. Among the priority directions of transport policy, along with development of technical means of transport, need of updating of its fixed assets at qualitatively new level, introductions of new progressive technologies, informatization of transportation process, problems of ensuring coordination of activity of different types of transport, development of intermodal transportation of goods in the international transport corridors, the complex solution of regional transport tasks are allocated, to integration of the Ukrainian market of transport services into the world transport system.Research results.The major theoretical and practical task is creation of system of integrated management of balance of interests and efficiency of functioning of the integrated transport systems.It is necessary to pay attention to basic value for the integrated aspirations of Ukraine in a sea economic complex. The role of a sea economic complex of Ukraine is not realized sufficiently therefore the target national program of stability of functioning of merchant marine fleet, seaports, ship-building base and service divisions of a complex is not developed. Control of sustainable development of a transport component of a sea economic complex has to be exercised according to the method given (formula 1). Then parameters of stability of a sea transport complex have to be regulated on the basis of the principle of sufficiency of potential by macroeconomic results.Conclusions. Participation of the national fleet and ports in development of integration processes on transport in the conditions of globalization of world economy has to be based on organizational and economic prerequisites of formation and development of the integrated transport and distributive systems at the regional, interregional and international levels.
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Ruban, М., and B. Baka. "Formation and development of main-line electric locomotive engineering in independed Ukraine (1991 – 2008)." Studies in history and philosophy of science and technology 29, no. 1 (February 8, 2021): 105–12. http://dx.doi.org/10.15421/272013.
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The Ukrainian transport engineering industry has a deep historical tradition that goes back to the activities of the Odesa railway workshops and the establishment of specialized locomotives in Kharkiv and Lugansk. The electric locomotives industry in Ukraine is represented by the products of the Dnipro plant, which for a long time produced electric locomotives of a purely industrial purpose. In the early 1990s, to upgrade the locomotive fleet of Ukrainian railways in the absence of foreign exchange funds for the purchase of traction rolling stock abroad, the management of Ukrzaliznytsia, together with the line ministries, decided to provide the organization of the main-line electric locomotives based on the Dnipro plant.
During the implementation of the state program of mainline electric locomotives construction, the Dnepropetrovsk plant developed, and subsequently implemented, projects of a freight DC electric locomotive DE1, an AC cargo and passenger electric locomotive DS3, and also based on DS3 began technical research on a two-system electric locomotive with an asynchronous drive DS4.
The Dnipro electric locomotive engineering plant, with its powerful scientific and production potential and clear development strategy, carried out the development and created the next generation's main electric locomotives to meet the needs of Ukrainian railways with modern electric transport. Unfortunately, due to the traditional lack of funding and lobbying on the part of Russian machine-building enterprises, the Dnieper electric locomotives have not become the main locomotives of Ukrainian railways. Unfortunately, due to the economic-financial crisis of 2008, all the prospective achievements of the said enterprise were virtually offset and the plant itself was in a difficult position. However, it is clear that the historical experience of becoming a Ukrainian scientific and production base of railway engineering needs to be properly considered.
The proposed study does not deplete the raised problem in the field of the Dnipro electric locomotive plant`s activities, but only provides a general analysis and factual basis for further, more detailed review of the maintenance and development of national railway engineering in independent Ukraine, leaving considerable space for further scientific research.
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Borysova, Tetiana, Grygorii Monastyrskyi, Olena Borysiak, and Yuliia Protsyshyn. "Priorities of marketing, competitiveness, and innovative development of transport service providers under sustainable urban development." Marketing and Management of Innovations 5, no. 3 (2021): 78–89. http://dx.doi.org/10.21272/mmi.2021.3-07.
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Monitoring the growing role of implementing sustainable development goals, on the one hand, and the use of the Internet of things in various spheres of life, on the other, is changing the way people think about their mobility. The urgency of this scientific problem is the need to review municipal policies on approaches to the use of appropriate methods of public transport to improve municipal transport infrastructure policies in the light of advances in «green» energy development. This article justifies the need to focus on the study of changes in the Ukrainian taxi drivers’ behavior in the urban environment on the development of «green» energy, development of appropriate programs to coordinate the requests of users and providers of taxi services through sustainable development and digitization of taxi services. In addition, the impact of sustainable energy development on transport diversification and the use of environmental modes of transport, in particular, electric cars as taxis, are analyzed, depending on the number of charging stations and access to electricity. The methodological tools used were cluster analysis, expert surveys, face-to-face interviews, statistical and fuzzy multiple estimation methods. The subject of the study was selected taxi services and taxi users in the Ternopil region. According to the survey results, the priority factors for the environmental behavior of Ukrainian taxi drivers were the level of business automation and the size of the taxi fleet. In a survey conducted by experts to examine the environmental safety of vehicles and the level of automation of enterprises, most taxi services were found to be environmentally unsound, focusing on sustainable development and environmental issues. The most problematic are technical support, automated ordering system, and significant vehicle wear in small cities. To determine the approaches to the management of greening, the objects of study were organized into relatively homogeneous groups. To this end, a cluster analysis was conducted. The study subjects were grouped into relatively homogeneous groups. The authors justified the feasibility of differentiated strategies and reaffirmed the idea of developing different approaches to environmental development depending on the level of environmental friendliness of vehicles, business automation, and relative shares of the fleet. The study results could be useful for infrastructure scientists and practitioners, taxi managers and owners, andlocal government officials.
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Monastyrskyi, Volodymyr, and Olha Bilaniuk. "Current trends and problems of air transport in the international tourism in Ukraine." Visnyk of the Lviv University. Series Geography 53 (December 18, 2019): 252–61. http://dx.doi.org/10.30970/vgg.2019.53.10674.
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The aviation park of Ukraine, the safety of air transportation, the interaction of tourist companies with the domestic and foreign air carriers are analysed. The problematic issues and perspective directions of development of aviation passenger transport of Ukraine are identified according to social, political and technological prerequisites. The set of methods was used in the research: the method of analysis of Internet sites of companies-experts in the air transportation market, as well as methods of synthesis and the analysis of collected materials. The peculiarities of the current state of safety of transportation on the airlines of Ukrainian carriers are considered. The materials of the Sector for Analysis and Prevention of Aviation Events of the National Bureau of Investigation of Aviation Events and Incidents with Civil Aircraft in the Territory of Ukraine are analysed. The events and incidents with air carriers that have been entered in the register of civil aircraft of Ukraine and foreign registration, which occurred in 2018 by hazard classes, were revealed. The qualitative and quantitative status of the modern passenger fleet of Ukraine, which is involved in tourist air transportation, is investigated. The basic peculiarities, modern features and tendencies of development of the Ukrainian airlines engaged in tourist transportation in the domestic and international tourism are complexly characterized. The real technical state of the airlines of scheduled and charter flights of Ukraine is revealed. Worldwide and national passenger safety requirements are defined. The practical relevance of the study is determined by its topicality. The main problems that hinder the development of aviation transport in the Ukrainian and world markets are identified. The mechanisms of improvement of tourist air transportation in Ukraine are offered. Key words: air transportation, aviation transport, international tourism, tourist air transportation.
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Svarychevska, Anzhela. "Encouraging independent work in the ukrainian language as a means of improving the language-communicative competence of future civilian fleet officers." Current issues of social sciences and history of medicine, no. 1 (March 30, 2020): 77–80. http://dx.doi.org/10.24061/202928.
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Ruban, M., and V. Ponomarenko. "The development and construction of narrow-gauge locomotives at the Dnipropetrovsk electric locomotive plant (1969–1991)." Studies in history and philosophy of science and technology 29, no. 2 (January 6, 2021): 100–110. http://dx.doi.org/10.15421/272026.
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The article attempts to investigate the historical circumstances of the development and serial construction of narrow-gauge electric locomotives at the Dnepropetrovsk Electric Locomotive Plant based on a comprehensive analysis of sources and scientific literature. It is determined that during the 1960s and 1990s the staff of the Special Design and Technology Bureau of the Dnipropetrovsk Plant, having a strong research and production potential, developed and created projects of unique narrow-gauge electric locomotives of PEU 1 series (IELNG1 – industrial narrow-gauge electric locomotive type 1) and PEU 2 (IELNG2 – industrial narrow-gauge electric locomotive type 2) to meet the needs of the Soviet mining industry in the complex mining and geological conditions of Central Asia with modern high-tech electric vehicles. The development of the research and production base of the machine-building enterprise is traced, the production nomenclature of which, originally represented exclusively by electric locomotives and traction units for industrial purposes, was expanded to the production of main traction rolling stock and special repair equipment. It was found that due to the economic crisis of the CIS countries in the first half of the 1990s, the rupture of economic ties of the former Soviet republics and the lack of need for such equipment on electrified access roads of narrow-gauge Ukrainian mining enterprises all work on designing promising projects and serial production of narrow-gauge electric locomotives at the Dnipropetrovsk Electric Locomotive Plant were stopped, and the Special Design and Technology Bureau of the enterprise, having received a state order, was reorganized into the Ukrainian Research Design Institute of Electric Locomotive Construction and focused on the development of main wide-gauge locomotive fleet of the railway network of Ukraine. Despite the fact that the Ukrainian Research Design Institute of Electric Locomotive has been liquidated and the Dnipropetrovsk plant is in decline, taking into account the historical experience of electric locomotive building in Ukraine is of fundamental importance in the general perspective of Ukrainian transport engineering and the domestic railway industry in particular. Further study of the history of Dnipropetrovsk Electric Locomotive Plant requires analysis of the historical circumstances of the institutionalization of the Special Design and Technology Bureau of the enterprise from the creation of shunting electric locomotives and traction units for industrial purposes to the development and re-equipment of main traction rolling stock and specialized repair equipment within the state enterprise «Ukrainian Research Design Institute of Electric Locomotive Engineering» under the leadership of Academician Victor Bratash.
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Dnistryanskyy, Myroslav. "Territorial and political development of independent Ukraine: Long-standing problems and new challenges." Visnyk of the Lviv University. Series Geography, no. 50 (December 28, 2016): 154–65. http://dx.doi.org/10.30970/vgg.2016.50.8691.
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The concept of territorial and political development is exposed. The trends of the dynamics of regional differentiation of the electoral and political activity of citizens of Ukraine for the entire current period of its independence, main regional and political problems are identified. It is concluded that the at the first stage of territorial and political development (1991–2000 years), despite widespread Soviet identity and significant differentiation of mental and political moods, preconditions for interregional rapprochement or understanding though slowly formed, the issue of including Crimea into the legal field of Ukraine is solved. Territorial and political development of Ukraine in the direction of conflict was oriented since 2000, as a result of the mobilization of pro-Russian forces by the leadership. It appeared in the polarization of electoral and political attitudes, expanding the range of openly anti-Ukrainian political organizations, imposing the federal organization for Ukraine. Prospects for sovereign territorial and political development of Ukraine aggravated when in 2010 Russia continued to stay the Black Sea Fleet in the Crimea, and actually took control of the state security forces. Russia has moved to the open annexation of Ukrainian territories in the spring of 2014, occupying Crimea and Donetsk region that marked a new phase of territorial and political development of Ukraine. It is the restoration of the sovereignty and political integrity, countering Russian aggression and its attempts to destabilize the situation in other regions are the main challenges facing Ukraine at present. Key words: territorial and political development, regional and political issues of Ukraine, electoral geography, regional polarization of political attitudes, regional separatism.
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Gretskaya, N. A. "The assessment of the state and problems of the transport and logistics infrastructure of Ukraine using the SWOT analysis method." Agrarian Economics, no. 1 (February 1, 2022): 69–83. http://dx.doi.org/10.29235/1818-9806-2022-1-69-83.
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Ukraine is increasing the production of grain crops from year to year. The export is growing. The infrastructure went to Ukraine from the planned economic system. She has designed to meet the needs of the economy of the USSR. Fundamental modernization of infrastructure in Ukraine hasn’t been carried out in the past 30 years. The railroad car fleet has completely worn out. Most of the roads require major repairs. River navigation has underdeveloped. The leading position in the transportation of grain belongs to road transport. He carries out the transportation of grain crops with a significant excess of the permissible weight norms. This practice leads to the destruction of the road surface. Railway transport cannot fully ensure the transshipment of the entire volume of grain during the peak months of the marketing year. The problem of transporting agricultural products, in particular grain and leguminous crops, is relevant not only for Ukraine, but also for most post-Soviet countries: Belarus, Kazakhstan, Russian Federation, etc. The features of the functioning of railway, road and river transport in the context of transportation of grain and leguminous crops have analyzed in the article. The strengths, weaknesses, opportunities and threats of all three modes of transport (railway, water transport, motor transport) in Ukraine have identified using the SWOT analysis method: The situation that has arisen on the Ukrainian Railways has analyzed. Ways to solve the problems associated with the operation of all three modes of transport have formulated. Strengthening the role of the state in the work of the Ukrainian railway has recommended.
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Ястремский, Виталий Леонидович, Дмитрий Андреевич Попов, Олег Яковлевич Комаченко, Александр Владимирович Аксененко, Дмитрий Сергеевич Калиниченко, and Светлана Вадимовна Сенчакова. "ИССЛЕДОВАНИЕ ВОЗМОЖНОСТИ СОЗДАНИЯ АВИАЦИОННО-КОСМИЧЕСКОГО РАКЕТНОГО КОМПЛЕКСА НА БАЗЕ ПЕРСПЕКТИВНЫХ УКРАИНСКИХ ТРАНСПОРТНЫХ САМОЛЕТОВ." Aerospace technic and technology, no. 5 (October 22, 2019): 38–50. http://dx.doi.org/10.32620/aktt.2019.5.05.
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The subject of study is the possibility of creating (generation) of the space launch systems based on perspective Ukrainian cargo aircrafts.The goal of the work is to consider the main aspects of an air launch and determine the keyword parameters of space launch systems. In the process, the following tasks were completed: an analysis of the Ukrainian air fleet cargo aircrafts; determine the transport aircraft which should be used as carrier-aircraft for launching of the integrated launch vehicles; analyzed the possibility of airdrop integrated launch vehicles from the cargo compartment of carrier aircraft; the optimal airdrop scheme was chosen; the restrictions imposed on the integrated launch vehicle during airdrop; the location of integrated launch vehicle and auxiliary systems on board carrier aircraft is considered; the maneuver performed by the carrier aircraft during the airdrop process is considered, which allows to increase the mass of the airdrop cargo; the process of airdrop from the cargo compartment of a carrier aircraft is analyzed in detail; the appearance of three-stage solid-propellant rockets, their layout schemes and mass budget are determined; the injection scheme and energy characteristics of the considered integrated launch vehicles are determined; The methods used are: analytical analysis and methods of system analysis. As a result of the research, the appearance of space launch systems was determined. The concept of integrated launch vehicles included in these complexes is defined. Ballistic calculations were carried out, during which the energy capabilities were determined to injection the payload to low circular orbits with different inclinations and heights, including equatorial, polar and solar-synchronous. Conclusions. Studies have confirmed the possibility of creating space launch systems based on perspective Ukrainian transport aircraft An-178 and An-188. The implementation of the proposed projects will allow Ukraine to ensure independence and high efficiency of launches, both of its own spacecraft and commercial, to occupy its own niche in the market for launching spacecraft.
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Lavrushchenko, Yu O. "THE ROLE OF MARITIME TRANSPORT IN THE SYSTEM OF ECONOMIC SECURITY OF UKRAINE." Economic innovations 21, no. 1(70) (March 20, 2019): 98–105. http://dx.doi.org/10.31520/ei.2019.21.1(70).98-105.
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Topicality. In the article the author considers problems of effective development of national sea transport from a position of globalization of economic relations and participation of the country in international division of labour. It is necessary to pay attention to the character of formation of macroeconomic and entrepreneurial results of fleet and commercial ports development.Aim and tasks. The principles of achievement of functional and economic stability of sea transport enterprises are Considered taking into account international conventions of freight independence of priority cargo flows. And also highlight one of the most important tasks for the development of the national transport system-the achievement of freight independence of foreign trade operations and the solution of commercial problems-maximizing the currency profit. The author identifies the main reason for the situation, which leads to an increase in economic losses and security problems-a violation of the principle of complexity development of the national economy.Research results. Simultaneously with the elaboration of the shipping policy it is necessary to define basic ports and choose a strategy of restructuring and institutionalization of various functional activities in the property system. The Integrated development of maritime transport means the conformity of its parameters with the main macroeconomic indicators, the extent of participation in international exchange and in-system compliance of capacities and cash flows. Maximizing synergy potential in the form of multimodal transport corridors and logistic distribution systems should fully ensure the economic security of Ukraine.Conclusion. The importance of maritime transport for normal economic, social and political stability and security of the State determines the urgency of developing an active strategy of the country as a maritime power. The state maritime transport policy should be aimed at solving two global problems: transport security of economic system and freight independence of foreign economic activity.Having analyzed the current state of navigation in Ukraine, we can conclude that the positions of national shipping companies, both public and private, are weakening every year – the volume of transportations carried out by the fleet under the Ukrainian flag is decreasing. At the same time, in Ukraine there is a problem of absence of a fleet and accordingly workplaces for marine experts. As a result, there is an outflow of qualified personnel from Ukraine to foreign shipping companies, and labor migration is one of the many aspects of the deep and all-encompassing systemic crisis in our country.
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Nezdoyminov, S. G., and O. I. Milashovska. "River travel as a direction for the development of tourism in Ukraine." Journal of Geology, Geography and Geoecology 28, no. 1 (April 21, 2019): 148–58. http://dx.doi.org/10.15421/111916.
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This article explores the present state of the functioning of the market of water travel, which influences the development of the sphere of recreation and tourism in Ukraine. The internal connections between problems of modernization of the river transport sector and processes of activation of the operation of tourism business entities are revealed. It is established that in Ukraine tourist transportation by river is declining within the boundaries of the country and the freight market of cruise ships of Ukrainian shipping companies is shrinking. There is a decrease in passenger traffic in the tourist market of Zaporizhzhya, Mykolaiv, Kherson, Odessa regions and in Ukraine as a whole, compared to 2005, by almost seven times. It is determined that the market of European cruise services increases the volume of tourist trips by inland waterways due to the construction of river liners and investment in port infrastructure. The main factors that negatively influence the development of river travel in Ukraine are analyzed; the most important are the lack of budgetary financial resources and foreign investments aimed at modernizing the tourist infrastructure by the construction of a river cruise and smalltonnage passenger fleet. Future directions of development of river trips and cruise tourism on the main waterways of Ukraine are proposed. The emphasis is placed on the necessity to develop a set of measures that ensure the activation of tourist traffic in river transport enterprises in the regions of Ukraine, the formation of an attractive climate for investment in the market for river cruises. It is determined that the introduction of modern instruments for managing tourist traffic on water transport requires the development of program measures for the revival of river passenger transport, modernization of tourist infrastructure. Development of river tourist trips in Ukraine will be facilitated by the development of a strategy for modernization of river ports and the construction of modern river passenger transport, the development of the freight market, attracting investment by international cruise companies and Ukrainian tour operators on the basis of public-private partnership. It is necessary to provide state support to domestic companies that carry out modernization and construction of new-generation passenger ships and small-tonnage passenger fleets to provide regional water transportation of tourists, their recreational services, to develop tourist trips and transportation on the Dnieper and the Danube, as well as water tourist routes between coastal tourist centres of the Black Sea.
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Lytvynenko, Anatoliy, Viktor Sarancha, and Viktoriia Shabunina. "MAN trolleybuses in Ukraine (1939–1951): a history, technical characteristics, features of operation." History of science and technology 11, no. 2 (December 12, 2021): 411–36. http://dx.doi.org/10.32703/2415-7422-2021-11-2-411-436.
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The growth of the vehicle assets and bus services in Ukrainian cities increases the level of environmental pollution. During the environmental crisis, electric transport (e-transport) is becoming a matter for scientific inquiry, a subject of discussion in politics and among public figures. In the program for developing the municipal services of Ukraine, priorities are given to the development of the infrastructure of ecological transport: trolleybuses, electric buses, electric cars. The increased attention to e-transport on the part of the scientific community, politicians, and the public actualizes the study of its history, development, features of operation, etc. The historiographic analysis carried out by the authors allows us to say about insufficient coverage by Ukrainian researchers of a number of aspects and periods in the history of e-transport. A small number of special works on the history of the operation of foreign-made trolleybuses in Ukrainian cities in the first half of the 20th century and an analysis of their technical characteristics determine the relevance and scientific novelty of this study. When writing the work, Ukrainian and foreign scientific reference publications, monographs, papers, mainly from foreign electronic resources, have been used. The authors have used both general scientific (analysis, synthesis, deduction, induction) and historical research methods, in particular, problem-chronological, comparative-historical, retrospective methods, etc. The aim of the study is to highlight little-known facts of the history of production and operation of MAN trolleybuses in Ukrainian cities, as well as to introduce their technical characteristics into scientific circulation. The etymology of the model names of German trolleybuses, which usually consisted of the names of the manufacturers of chassis, body, and electrical equipment, has been clarified. The types, specific design solutions of the first MAN trolleybus generation and the prerequisites for their appearance in Chernivtsi have been determined. Particular attention has been paid to trolleybuses that were in operation in Germany and other Western European countries from the first half of the 1930s to the early 1950s. In the mid-1930s, the MAN plant in Nuremberg began production of trolleybuses; its models had the most modern constructive solutions at that time, a characteristic design and a state-of-the-art heating system. Depending on the length, German manufacturers divided the trolleybus models into four types. As a result of problems with the operation of the bus fleet in Chernivtsi, the city authorities have decided to build a trolleybus line in the city; four trolleybuses manufactured by the MAN plant were purchased. The paper traces the stages of operation of the MAN trolleybuses in Chernivtsi, where they worked during 1939–1944 and after the end of the Second World War, they were transferred to Kyiv. After two years of operation in the Ukrainian capital, the trolleybuses entered the routes in Dnipropetrovsk during 1947–1951. The technical characteristics of the first MAN trolleybus generation, which were operated in Ukrainian cities, have been presented and analyzed. It was determined that in all the main indicators and operational parameters, they were as close as possible to similar models of German trolleybuses. The proposed methodology and the structure of the study can later be used to write papers on the history of science and technology, in particular, of an e-transport.
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Кravets, Andrii, Andrii Yеvtushenko, Andrii Pogrebnyak, Yevhenii Romanovych, and Heorhii Afanasov. "Study on the Prospects of Use the Group D Engine Oil in Locomotive Diesel Engines." International Journal of Engineering & Technology 7, no. 4.3 (September 15, 2018): 47. http://dx.doi.org/10.14419/ijet.v7i4.3.19550.
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It was suggested to use group D engine oil with advanced properties instead of group V and G engine oils, which are used in locomotive diesel engines today, to improve the performance of the Ukrainian locomotive fleet of railways.A series of comparative laboratory studies of these oil groups was conducted to substantiate this suggestion which proved better lubrication and tribological performance of group D engine oil and allowed its performance tests.Tests conducted on diesel 5D49 for mileage of more then 100,000 km have demonstrated the advantages of group D oils, such as more stable viscosity, neutralizing ,washing and other properties. Studies on the four-ball wear test machine proved better anti-wear, anti-scoring and anti-friction properties of group D engine oil, which appear even after the continuous use of oils in locomotive diesels. Decrease in burning loss of engine oil was recorded, resulting in the decrease of oil fuel consumption for group D by 30-60% vs. the group G oil.According to the results of performance tests, group D engine oil has been recommended for the use in 5D49 locomotive diesels and some advice on its future implementation have been provided.
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Iordanishvili, A. K., F. I. Komarov, and V. V. Voskresensky. "RECENT BACKWARD OF NATIONAL MILITARY NAVAL MEDICINE." Marine Medicine 5, no. 4 (November 29, 2019): 109–15. http://dx.doi.org/10.22328/2413-5747-2019-5-4-109-115.
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Here is the contribution of K. N. Kostur in the development of national military naval medicine based on documentary data. K. N. Kostur was born on May 6, 1921 in the village of Kuzmin, Gorodok district of the Khmelnitsky region of the Ukrainian SSR. After graduating secondary school with ten years of study, he entered the Naval Medical School (NMS). He passed the first practice in August 1940 on the cruiser «Aurora», which was in Kronstadt. In late October 1941, after an early release from NMS, he was sent to the «Road of Life». The convoy of the Red Banner Baltic Fleet (RBBF), where he served, took the wounded, women and children out of besieged Leningrad. Konstantin Nikolaevich Kostur, being a senior medical assistant, was part of the Railway Artillery Battery of the 263rd Division of Railway Artillery of the 1st Guards Brigade of the Red Banner Baltic Fleet. He participated in combat operations to break the blockade of Leningrad, liberate the islands in the Vyborg gulf, and also liberate the Baltic states and East Prussia. Several post-war years participated in the combat demining of the Finland gulf. Then — 5 years of study at the Naval Medical Academy (NMS), service on the cruiser «Maxim Gorky» as the head of the medical service, and also — 22 years of hard work in the 1st order of Lenin Naval Hospital of the Leningrad Naval Base. Here K. N. Kostur went from the young attending doctor to the head of the gastroenterological department and the lead therapist of the hospital. After the release to the reserve, Konstantin Nikolayevich until the last day was actively working as a therapist at the 285th Polyclinic of 1st order of Lenin Naval Hospital of the Leningrad Naval Base, assisting military personnel, members of their families, military retirees and civilians. Despite high positions and great administrative and medical work, K. N. Kostur conducted deep research studies on topical issues of naval therapy and gastroenterology, was actively engaged in inventive and rationalization activities.
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MASLII, N. D., M. V. CHESNOKOVA, and V. О. DIAKOV. "JUSTIFICATION OF ECONOMIC AND ENVIRONMENTAL FEASIBILITY OF CARGO TRANSPORTATION BY INLAND WATERWAYS." Economic innovations 23, no. 2(79) (June 20, 2021): 119–29. http://dx.doi.org/10.31520/ei.2021.23.2(79).119-129.
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Topicality. Currently, the demand for transport by inland waterways is constantly growing, especially in economically developed countries. In order to maintain the national economy and create a more efficient and sustainable logistics system in Ukraine, transportation by inland waterways must be developed, because inland waterway transport has a number of advantages over other modes of transport, which creates the preconditions for changing logistics routes. To reduce transport costs, improve infrastructure and logistics in the face of uncertainty, the relationship between the stakeholders of rail and road transport with representatives of water transport is important. Reorientation of transportation from road transport to inland waterway transport, intensification of international trade and attraction of new freight flows to inland waterway transport will contribute to the overall growth of the country's economy and is possible subject to liberalization of transportation.Aim and tasks. The purpose of the article is to substantiate the economic and environmental feasibility of transporting goods by inland waterway transport in the context of the global trend of the need to preserve the environment and rational use of resources.Research results. The port infrastructure of Ukrainian rivers also does not meet modern requirements and is actually in decline. Most of the ports are located in the central areas of cities, causing the destruction of city roads by trucks that are sent for loading / unloading at these ports. In the context of the global trend of the need to preserve the environment for most countries of the world, inland waterway transport is the cheapest and most environmentally friendly mode of transport, suitable for transporting significant volumes of products, mainly raw materials. In Ukraine, the volume of cargo transported by river transport has significantly decreased over the past decade. Of the available volumes of freight transport by river transport, building materials, grain and metallurgy products prevail in the nomenclature. A certain impetus to the development of inland waterway transport was the adoption of the Law of Ukraine "On Inland Waterway Transport", which outlined the prospects for increasing the cargo turnover of river transport. Considering the volume of emissions from river transport, it is the most environmentally friendly compared to road transport. At the same time, the existing rolling stock of water transport is capable of replacing several thousand trucks. It has been established that the Dnieper basin plays the main role in the transportation of domestic cargo and passengers. More than 90% of all river transport in the country is carried out along the Dnieper and its largest tributaries Pripyat and Desna. However, the low operational characteristics of the fleet are one of the factors holding back the development of freight traffic on inland waterways. The four selected shipping companies provide cargo transportation on the Dnieper and Danube rivers, and are also capable of ensuring the potential development and competitive advantages of Ukrainian water transport.Conclusion. The studies carried out made it possible to substantiate the economic and environmental feasibility of transporting goods by inland water transport in Ukraine. Based on the determination of the share of transportations by inland water transport in the EU countries and Ukraine, the potential opportunities for the development of this area were established, taking into account other similar indicators, as well as the growth of export flows of grain and metallurgical products from the central part of Ukraine. Therefore, the development of domestic inland waterways is economically necessary, expedient and will have a positive effect for the entire country and the economy as a whole, given the low level of pollution and environmental pressure on air, land, water resources, biodiversity, which, in turn, affect climate change. , ecosystems in general and public health. Taking into account the total length of the navigable routes of Ukraine and the tendency to reduce the existing fleet, due to moral and physical aging, it is important to assist in attracting investments in the river fleet, will provide potential technical and technological opportunities for the development of all inland water transport and its key players.
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ROZVADOVSKA, O. V. "SUSTAINABILITY OF DEVELOPMENT OF MERCHANT SHIPPING OF UKRAINE IN TERMS OF DIVERSIFICATION OF MARITIME TRADE MARKET." Economic innovations 20, no. 3(68) (September 20, 2018): 175–84. http://dx.doi.org/10.31520/ei.2018.20.3(68).175-184.
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Topicality. Shipping is a global industry, and its prospects are closely linked to the level of economic activity in the world. A higher level of economic growth usually leads to higher output of industrial goods, which in turn stimulates imports and exports. In the conditions of globalization of economic relations, the complicated dynamics of the potential and results of the maritime trade market is formed. In this case, quantitative, qualitative and structural changes both in the industrial infrastructure as a whole, and within the separate subsystems are allocated. The dynamism of this process is becoming the most important factor in the development of maritime transport potential. Therefore, the article deals with the fundamental features of the required response to the set of changes in the global shipping industry.Aim and tasks. The purpose of the article is to clarify the basic laws that determine the competitive directions of the development of commercial shipping in Ukraine in the context of the globalization of international relations, as well as to determine the prospects for the development of the maritime transport subsystem of Ukraine. It is important to identify rigid tendencies and new patterns of balanced and integrated development of the world transport industry and its regional, national and specialized subsystems.Research results. Strengthening and intensification of international integration processes puts a number of issues and problems before the Ukrainian economy. The presented article summarizes and substantiates the actual and important problem of the development of Ukraine's merchant fleet in the conditions of globalization of international relations, proposes a strategy for the formation of production potential for the competitive positioning of the marine transport complex of Ukraine, as well as scientific and practical recommendations for their implementation in the modern conditions of the country's economy.Conclusions. The modern structure of the world market of maritime transport services can be represented as a dynamically developed network of local markets, which intersect and / or do not overlap, whose boundaries form one or another segment of the market. Increasing the role of maritime enterprises in the system of maintaining the efficiency of the international division of labor leads to the emphasis on the national subsystems on the priority development of the fleet and ports. Solving the two-fold task - meeting the needs of the national economy and expanding the export of transport services forms, in the conditions of the availability of investment resources, the direction of development of enterprises of maritime transport. At the same time, the functions of the merchant fleet and ports are expanding and strategies for maintaining competitiveness within the active part of the company's life cycle are implemented, taking into account the uneven economic growth.
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Loginova, I., O. Kruzhilko, and D. Vinivitin. "INVESTIGATION OF THE NEED TO ADJUST THE ROADS DESIGN STANDARDS OF IN QUARRIES." Labour protection problems in Ukraine 36, no. 1 (March 31, 2020): 22–28. http://dx.doi.org/10.36804/nndipbop.36-1.2020.22-28.
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The purpose of this work is to justify the need to adjust the standards for designing roads in quarries, taking into account the Rules of labour protection in the development of minerals in an open way. The study is based on domestic (experience in Poltava GOK, Yeristovsky GOK) and foreign (mining enterprises in Australia, USA, Canada) practical experience in operating heavy-duty mining vehicles, as well as on a systematic analysis of current norms for technological design of roads in quarries. An analysis of the regulatory and legal issues related to the safety of operation of heavy-duty mining vehicles showed that the Ukrainian standards for designing roads in opencast mines have not changed 25 years. At the same time, the fleet of technological dump trucks used in quarries, technical characteristics, capabilities and prospects for their use, have significantly changed. The study and identification of the advantages of using roads with a constant slope without the installation of horizontal platforms provides the basis for developing recommendations for updating the design standards for roads in open pits, as the current standards do not meet the requirements for the safe operation of modern heavy-duty mining vehicles. It is proposed to update regulatory legal acts by reviewing them with corrective amendments, taking into account the appropriate level of safety when using heavy trucks. Implementation of the proposed standards to improve the transport scheme of the quarry will contribute to the safe operation of heavy mining vehicles.
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Hubytskyy, Lyubomyr, and Hanna Melnyk. "Trade in forest materials of Kyiv province in the first half of the XIX century." Wschód Europy. Studia humanistyczno-społeczne 6, no. 2 (December 28, 2020): 41–55. http://dx.doi.org/10.17951/we.2020.6.2.41-55.
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The article is devoted to the analysis of the reasons for the deterioration of the environmental situation in Ukraine related to trade in forest materials. Periodic floods occur due to disregard for the need to preserve forests. In the first half of the 19th century, the Russian Empire offered raw materials for import and export, including timber and products of primary wood processing from state forests. Executive institutions monitored the increase in sources of tax revenues to the treasury. Taxes were levied on both business activities related to timber trade, and primary and secondary processing. At the end of the 18th and the beginning of the 19th centuries, the development of the Black Sea Fleet remained a matter of national importance, for the needs of which huge areas of oak and pine forests were allocated in the Kyiv province. Local governments immediately complied with imperial instructions regarding the army, provincial and county administrations, providing their needs. The priority for the authorities was to provide the military with weapons, transport, and heating. There were cases of neglect of the local populations’ interests, whose needs were opposed by the military and the administration. Private initiative concerning forests as a source of income often led to mass felling of heating, energy raw materials for distilleries and sugar factories. The newest industries at that time brought superprofits, which resulted not only in the emergence of new social classes and industrial relations, the foundations of the Ukrainian national consciousness, but also a change in attitudes toward Mother Nature. The formation of industrial society was due to the slow growth of welfare of employees, and the accelerated disappearance of age-old forests.
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Ruban, М. Yu. "TO THE HISTORY OF RENEWING THE PARK OF FREIGHT CARS OF THE STATE RAILWAYS OF UKRAINE (1918 – 1919)." Railbound Rolling Stock, no. 22 (2021): 92–104. http://dx.doi.org/10.47675/2304-6309-2021-22-92-104.
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The article attempts to investigate the historical circumstances of technological renewal of the fleet of freight cars of the state railways of Ukraine in 1918-1919. It is found that in conditions of political instability and deep economic crisis its sustainable operation. The need for coherence in the operation of railway transport was due to the aggravation of the final act of the First World War, which also affected the technical task of rolling stock in the context of its equipment with means of transporting troops. It is determined that against the background of limited available resources, domestic machine-building enterprises presented conceptual samples of biaxial covered freight cars of the NTV type, developed on the basis of all the requirements of the time, taking into account possible technical replacements of individual components. The reasons for the slowdown in the process of renewal of the rolling stock of state railways, as well as the general restoration of the transport industry of Hetman Ukraine in 1918-1919 are clarified. the latest examples of legendary monuments of domestic car building should be a priority for the revitalization of the technological heritage of railway transport of Ukraine. Further study of the topic requires clarification of a wide range of issues concerning the impact of these events on the restoration of the Soviet railway industry in the first half of the 1920s. The practical significance of the proposed study can be introduced into the development of the concept of restoration of historical rolling stock for the branch museum collection of Ukrainian railways. Key words: freight car, rolling stock, railways of Ukraine, industry, transport.
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Rogov, V. H. "Evaluating the Efficiency of Economic Incentives for Development of Shipbuilding Enterprises." Business Inform 11, no. 514 (2020): 205–11. http://dx.doi.org/10.32983/2222-4459-2020-11-205-211.
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A substantiation of economic decisions in the process of using incentives and adapting to changes on the part of management necessitates applying an integral target indicator for the development of enterprise. As a result of the research, it is proved that it is advisable to choose as such an indicator the value of the business, in particular by discounting money flows. It is substantiated that in order to evaluate the efficiency of stimulating the development of the shipbuilding enterprise, the application of the revenue approach appears to be rational. Both the Ukrainian and foreign experience of horizontal and vertical integration in shipbuilding is analyzed and it is proved that the formation of integrated diversified corporate structures is an urgent stimulus for the development of the shipbuilding enterprise. Some owners of shipbuilding enterprises of Ukraine use them to build a fleet for the needs of their other business: agricultural, metallurgical, etc. Certain enterprises become part of diversified companies engaged in ship repair and port activities. The efficiency of integration of shipbuilding enterprises should also be evaluated using business value indicators. It is necessary to determine the impact of incentives relating not only to shipbuilding, but also to ship repair, shipping, maritime and other activities – not only on a separate shipyard, but comprehensively on the entire association, a structural and functional unit of which the enterprise is. The effect of the introduction of incentives is determined on the example of shipbuilding and ship repair plant «Nibulon». Evaluating the impact of economic incentives on the proposed integral target indicator enables to establish the feasibility of implementing the overall strategy of the enterprise and facilitates the adoption of informed economic decisions both at the level of individual structural units and the enterprise in general.
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Gaba, Vasyl, Tetiana Hrushevska, Oleg Strelko, Anna Kyrychenko, Marina Rudyuk, and Ievgen Gusar. "Improvement of international rail transportation of benzene between Ukraine and the European Union countries." MATEC Web of Conferences 294 (2019): 04010. http://dx.doi.org/10.1051/matecconf/201929404010.
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It is considered the possibility of improvement of the international railway transportation of benzene and other related cargoes between Ukraine and the European Union countries for the carriage of these cargoes in tank containers. The volume of chemical cargo transportation to the EU countries to the rolling stock types for 2018 has been analyzed. The research of the effectiveness of organization of international transportation according to the criterion of the total hours of downtime by wagons under accumulation. The mathematical model of chemical cargoes transportation by wagons, wagon groups and container trains with the accumulation to the technical standards on the cargo diversions was elaborated. The models take into account the unevenness of the wagon arrivals to the accumulation points and observance of the number of wagons to the established norm. A comparison of the effectiveness of the two models of the organization of the chemical cargo delivery and it was defined a more effective version of transportation. It has been established that for more efficient using of the rolling stock and for the rolling stock circulation decreasing is the cargo transportation by trains which consist of cisterns or/and tank container carriages. The influence of the components of the rolling stock circulation and its value are analyzed. The research of the cost of benzene transportation in cisterns and tank containers for the individual diversions was studied. According to the research results the cost of benzene transportation by platforms of the railways ownership is less than twice in comparison to private cisterns and tank-containers of the Ukrainian Railways fleet. These recommendations will improve the process of transportation and increase of volumes of international cargo by railroads between Ukraine and the EU countries.
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Rogov, V. H. "Evaluating the Efficiency of Economic Incentives for Development of Shipbuilding Enterprises." Business Inform 11, no. 514 (2020): 205–11. http://dx.doi.org/10.32983/2222-4459-2020-11-205-211.
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A substantiation of economic decisions in the process of using incentives and adapting to changes on the part of management necessitates applying an integral target indicator for the development of enterprise. As a result of the research, it is proved that it is advisable to choose as such an indicator the value of the business, in particular by discounting money flows. It is substantiated that in order to evaluate the efficiency of stimulating the development of the shipbuilding enterprise, the application of the revenue approach appears to be rational. Both the Ukrainian and foreign experience of horizontal and vertical integration in shipbuilding is analyzed and it is proved that the formation of integrated diversified corporate structures is an urgent stimulus for the development of the shipbuilding enterprise. Some owners of shipbuilding enterprises of Ukraine use them to build a fleet for the needs of their other business: agricultural, metallurgical, etc. Certain enterprises become part of diversified companies engaged in ship repair and port activities. The efficiency of integration of shipbuilding enterprises should also be evaluated using business value indicators. It is necessary to determine the impact of incentives relating not only to shipbuilding, but also to ship repair, shipping, maritime and other activities – not only on a separate shipyard, but comprehensively on the entire association, a structural and functional unit of which the enterprise is. The effect of the introduction of incentives is determined on the example of shipbuilding and ship repair plant «Nibulon». Evaluating the impact of economic incentives on the proposed integral target indicator enables to establish the feasibility of implementing the overall strategy of the enterprise and facilitates the adoption of informed economic decisions both at the level of individual structural units and the enterprise in general.
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Ilyenko, Anna, Sergii Ilyenko, and Diana Kvasha. "THE CURRENT STATE OF THE CYBERSECURITY OF CIVIL AVIATION OF UKRAINE AND THE WORLD." Cybersecurity: Education, Science, Technique 1, no. 9 (2020): 24–36. http://dx.doi.org/10.28925/2663-4023.2020.9.2436.
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Considering computer-integrated aviation systems that provide a link between civil aviation activities within the ground-to-air and air-to-air channels, the question of the safe operation of such aviation systems from an ever-increasing cyber threats, and the decline in cybersecurity for the aviation industry as a whole. The protection status of ground-to-air and air-to-air channels in such aviation systems is at different levels and depends directly on the activity of all components of aviation activity (airport-aircraft-information network-air traffic management, etc.). To date, some communication channels are not secure at all and are in an open state, which provokes a rapid growth of cyber-attacks and requires the introduction and application of modern information and communication technologies in such communication channels. In view of the ever-increasing cyber statistics on the work of civil aviation worldwide, the authors of the article highlighted the current state of cyber security and protection of ground-to-air and air-to-air channels of the aircraft fleet of Ukrainian airlines, and take a closer look at the world experience. The authors comprehensively covered all components of the aviation system, with particular attention given to aircraft designed by Antonov Design Bureau with the time evolution of tire development and data networks of the world's leading aviation industry leaders (such as Airbus and Boeing). Also, attention is given to the present state and mechanisms of data transmission of the ground-to-air and air-to-air channels and the architecture of the modern air-network of computer-integrated aviation systems. The authors plan a number of scientific and technical solutions for the development and implementation of effective methods and means to ensure the requirements, principles and sub-approaches to ensure cyber security and the organization of protection of ground-to-air and air-to-air channels in experimental computer-integrated aviation systems.
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Pasnak, Ivan, and Artur Renkas. "Justification of traffic signaling modes at intersections considering the priority of public transport." Transport technologies 2021, no. 1 (June 18, 2021): 13–24. http://dx.doi.org/10.23939/tt2021.01.013.
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With the growth of the road transport fleet and increase of urban agglomerations, the availability of private transport on the streets of cities with a population over 500 thousand inhabitants is quite noticeable. The previously developed general plans of such settlements, in modern realities, are impossible to implement both from a financial point of view and in terms of the urban space organization. Given the impossibility of meeting the needs of private car users, public transport comes first in the priorities of urban mobility. Problematic areas of the road network in many western Ukrainian cities are those that are densely populated. In such cases, it is not always possible to redesign elements of street sections or intersections, so the traffic management improvement is limited to organizational measures. Among them, the most popular and least expensive are the change the modes of light control at intersections. Considering modern opportunities, technical means and scientific achievements, the capacity of signalized intersections is high. The same applies to the principles of giving priority to public transport over time (at signalized intersections). At present, a significant number of methods and algorithms for detecting and heading the movement of public transport at traffic lights have been developed, however, the criteria for the application of each of them are not fully understood. As a result of the conducted research, the change of queues in front of stop-lines at intersections depending on types of signalization is defined. The results showed that the existing type of control creates significant traffic delays on secondary streets. As a result, it is proposed to use adaptive control, which provides for the adjustment of the traffic light cycle in the presence of tram traffic. Using traffic simulation tools, it became possible to choose different modes of traffic lights control at intersections, which can provide public transport priority, while minimizing the negative impact on the adjacent elements of the road network.
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Dvulit, Zoryana, Olena Tymoshchuk, and Olha Levchenko. "Improvement of business processes in modern shipping companies in the field of international sea fright transportation." Management and Entrepreneurship in Ukraine: the stages of formation and problems of development 2021, no. 1 (June 1, 2021): 1–12. http://dx.doi.org/10.23939/smeu2021.01.001.
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In a market economy, there are a significant number of shipping companies that compete with each other and fight for maximum profits in a highly competitive environment. Competitive advantages lie in the plane of organization of the fleet, which relate mainly to the management of shipping companies. Operators of shipping companies establish tactical and strategic cooperation with freight forwarders and other participants in the logistics chain for the successful implementation of business processes and subprocesses. The study of the water transport of Ukraine from 2002 to 2020 revealed that in this period there were significant structural changes in freight turnover and traffic, which indicates the presence of serious systemic problems in management. If current trends continue, the national economy may lose such a strategically important sector. The shortcomings in the field of international maritime transport are caused, among other things, by inefficient management of business processes of Ukrainian shipping companies. The business process of a shipping company is a set of interdependent tasks and works aimed at creating a product or service to meet the needs of their customers. The business processes of shipping companies are due to the characteristics of staff and the processes of international trade. Thus, the personnel of shipping companies, concentrated in the operational units, provide a range of services that ensure the movement of goods and passengers with the required level of quality. The complex of such services is described by many business processes and represents the main processes of the shipping company. Improving the business processes of these companies must be viewed through the prism of the field of logistics, the main factors in the development of which are staff and international trade trends. Research and study of international experience in the field of business process management and its implementation in the activities of shipping companies of Ukraine to some extent will improve the declining trends in freight traffic and water transport, which have been observed in recent years.
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Stone, Richard. "Ukrainian researchers flee war trauma and terror." Science 375, no. 6586 (March 18, 2022): 1209–10. http://dx.doi.org/10.1126/science.adb2054.
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Smerichevskyi, Serhii, and Svitlana Gura. "STRATEGIC MECHANISMS OF REGULATING THE EUROPEAN INTEGRATION DEVELOPMENT OF AIR TRANSPORT IN UKRAINE." Green, Blue & Digital Economy Journal 2, no. 1 (March 29, 2021): 53–59. http://dx.doi.org/10.30525/2661-5169/2021-1-8.
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The purpose of the paper is to substantiate the strategic mechanisms for regulating the European integration development of air transport in Ukraine. Methodology. The study is based on the imperatives of European integration development of air transport of Ukraine, defined in the Association Agreement between the European Union and the European Atomic Energy Community and their member states, on the one part, and Ukraine, on the other part. Quantitative research is based on the analysis of the volume and structure of Ukraine’s foreign trade in air transport services, calculation of the export-import coverage ratio, determination of the share of transport and air transport services in aggregate services in total foreign trade, including with the EU. Results of the paper consist in assessing the impact of the external environment on the European integration development of the Ukrainian aviation transport. The conclusion was reached on its turbulence, complexity and contradiction, while the advantageous geographical location and strategic positions of Ukraine in the region were determined as the main favorable factors. The research also singles out the following negative signs of the external environment: declining competitiveness of the Russian-Asian lanes for domestic air carriers, localization of air services in connection with hostilities in the East of Ukraine; restriction of air traffic in the context of preventive measures to combat the spread of coronavirus infection; insufficient material and technical base: lack of funding, outdated technologies, low level of innovation, environmental friendliness, safety, insufficient quality of transport services, limited social benefits; aimed at ratification of the CAA Agreement between Ukraine and the EU, as well as the draft Aviation Transport Strategy of Ukraine. The present research also identified such negative effects of COVID-19 on the development of air transport, as: a significant decrease in air passenger transport services and airlines’ revenues, a decrease in the rating of world aviation, termination and bankruptcy of a number of airlines and airports due to air traffic restrictions. It determined the place of air transport services in the system of foreign economic trade in services with the EU countries, and developed measures to increase them. Practical implications consist in the elaboration of the main strategic guidelines for the development of aviation: introduction of a simplified procedure for implementing the provisions of EU legislation into the legislation of Ukraine; ensuring environmental safety and energy saving of civil aviation facilities; innovative renewal of aircraft fleet and reduction of their harmful impact on the environment through the introduction of the latest technologies; settlement of issues relating to the establishment of airport charges for the servicing of aircraft and passengers at Ukrainian airports; development of airport infrastructure; creation of multimodal cargo complexes; approximation of SAAU and European Commission requirements to certification systems in the areas of primary airworthiness, airworthiness maintenance and maintenance of aircraft and its components; expansion of Ukraine’s voluntary participation in the program of compensation and reduction of carbon dioxide emissions from international aviation within the CORSIA program, introduction of administrative procedures for monitoring emissions by operators of civil aircraft on international flights under the MRV standards. Value/originality. The present research substantiates strategic foundations of the institutional transformations of the development of aviation transport in the context of the European integration choice of Ukraine and the transition to monovectorality, elimination of defects of dependence on the trajectory of the preceding traffic and polyvectorality. It also proposes legal, policy, investment and infrastructure integration mechanisms.
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Stone, Richard. "War in Ukraine poses stark choices for scientists." Science 375, no. 6584 (March 4, 2022): 942–43. http://dx.doi.org/10.1126/science.adb1756.
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Burhaz, Maryna, and Olha Soborova. "FISHERIES DEVELOPMENT AND THE FORMATION OF THE FISH PRODUCTS MARKET IN UKRAINE AND IN THE CENTRAL AND EASTERN EUROPEAN COUNTRIES." Baltic Journal of Economic Studies 6, no. 3 (August 5, 2020): 10–18. http://dx.doi.org/10.30525/2256-0742/2020-6-3-10-18.
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The fishing industry is an important component of the economy not only in Ukraine, but also in all Central and Eastern European countries at the present stage of development. Developing and implementing the innovative technologies in fish farming and fish processing require mandatory and constant analysis of the fish market infrastructure. In the fishing industry, trade plays an important role as an employment center, a food supplier, a source of income, a contribution to economic growth and development, and also for food security and nutrition. For many countries and numerous coastal, river, island and inland regions, fish exports are critically important to the economy. The purpose of the study is to find out a current state of the fishing industry in Ukraine and in the Central and Eastern European countries, the prospects for its development and to conduct a research of fish and fish products importexport. The problem of the fisheries economic development in Ukraine and in the Central and Eastern European countries has been considered in the works of many domestic scientists and is reflected in a number of Laws of Ukraine, state programs and legislative acts, but many issues remain unsolved. Methodology. The state of fisheries in Ukraine has been researched, the amount of edible fish and fish products per capita by the population of Ukraine over the past 10 years has been carried out, and the volume of fish and fish products imports and exports in recent years in Ukraine has been analyzed. The catch volumes of fish and fish products in Europe in marine areas, inland waters, and the total volume of aquaculture production in the period from 2000 to 2018 in the Central and Eastern Europe countries have been studied. Result. Since the beginning of the 21st century, Ukraine has lost its potential and fishing opportunities in the marine economic zones of other countries, as a result of which the production of aquatic biological resources was reduced to 220 000-250 000 tons per year from 2007 to 2013. As a result of the annexation of the Crimean Peninsula by the Russian Federation in 2014, the production of aquatic bioresources in Ukraine has further decreased from 225 000 tons in 2013 to 90 000 tons in 2014-2019. All this shows that the Ukrainian fishing industry market is not provided at the expense of its own resources. Therefore, Ukraine constantly imports products from the non-resident partners. Today, Ukraine imports about 90% of fish. This situation is due to the lack of a specialized fleet, processing industry, quotas in the neutral waters and poaching. In addition, the cost of the Ukrainian fish is higher than imported ones, so the products lose their competitiveness. Despite significant imports of fish and fish products to Ukraine, the country continues to increase its domestic products export. In 2019, export of fish products increased by almost 10% compared to 2018, and the Ukrainian producing companies continue to open new sales markets for their products in different countries of the world. Due to limited access to the open sea and a relatively small coastline, almost all Eastern and Central European countries are not among the leaders in fish industry and seafood production. To provide the population with fish and fish products in the countries of Central and Eastern Europe, fish are caught intensively in inland waters, as well as, this region is actively restoring its traditional aquaculture systems. In Central and Eastern Europe, the fish processing industry has made great strides in the quality of fishery products, sanitation, transport and supply chain traceability. Practical implications. Currently, fish industry in almost all countries of Central and Eastern Europe is going through a problematic time that has developed due to a number of difficulties in the states, namely: financial ones, a breach of economic ties, the deterioration of the ecological status of the inland waters, an insufficient amount of work to restore fish stocks. This significantly affects the reduction in cultivating and catching the commercial fish in inland waters and in general. The results of the analysis of the economic situation of Ukraine in the fishing industry and the tendencies of possible changes indicate that negative patterns in its development will not be overcome in the absence of state support for the industry. To ensure the development of the fishing industry, the state must restructure the tax and customs policy, and its financing should be carried out at the expense of the state budget. Funding should also be provided for the organizations engaged in the fish stocks study, conservation and reproduction, as well as for the research organizations that carry out the thematic work of national importance. Many transition economies in Central and Eastern Europe have experienced declining in production intensity due to reduced fish farming costs. But in spite of everything, the fisheries of this region continue to grow and develop intensively.
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Chornyi, Volodymyr. "It was Deliberate Way to a Famine." Diplomatic Ukraine, no. XIX (2018): 130–38. http://dx.doi.org/10.37837/2707-7683-2018-6.
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The article analyses one of the most grievous chapters in the history of Ukrainian nation – the Great Famine (Holodomor) of 1932–1933. It is referred to the massive famine that was deliberately organized by the Soviet authorities, which led to many millions hu-man losses in the rural area in the territory of the Ukrainian SSR and Kuban. Planned confiscation of grain crops and other food products from villagers by the representatives of the Soviet authorities led to a multimillion hunger massacre of people in rural area. At the same time, the Soviet government had significant reserves of grain in warehouses and exported it abroad, since without collectivization and Ukrainian bread it was impossible to launch the industrialization that demanded Ukrainian grain to be contributed to foreigners in return for their assistance. Ukrainian grain turned into currency. The authorities of that time refused to accept foreign assistance for starving people and simultaneously banned and blocked their leaving outside the Ukrainian SSR. The so-called “barrier troops” were organized in order to prevent hungry people from flee to the freedom and not let anyone enter the starving area. The situation is characterized by the fact that the idea and practice of barrier troops tested on Ukrainians were lately used on the battlefields of the World War II. Among three Holodomors, the government did not conceal only the first one (1921–1922), as it could be blamed on the tsarist regime that brought the villagers to the poverty, and post-war devastation. The famine of 1946–1947 was silenced, but the population generally perceived it as a clear consequence of two horrendous misfortunes – the World War II and dreadful drought. Especially rigid was position of the government regarding the very fact of genocide in 1933–1933 not only its scale. The author emphasizes that the Great Famine is refused to be admitted not because it was unreal but to avoid the assessment of its special direction against Ukraine and Ukrainian nation, saying instead that it affected the fate of all nations. The article describes the renovation of internal passports system and the obligatory registration at a certain address that took place in the USSR in 1932. Decree of the Council of People’s Commissars of the USSR stipulated the fact that people living in rural areas should not obtain passports. Therefore, collective farmers of the Ukrainian SSR actually did not obtain passports. The villagers were forbidden to leave collective farms without signed agreement with the employer, that deprived them of the right to free movement. Even after the introduction of labour books the collective farmers did not obtain them either. The author describes the destruction of the collective farms system that his parents dedicated their entire labour life to. Instead of preserving productive forces, material and technical base and introducing new forms of agrarian sector management and the whole society to the development path, this system has been thoughtlessly destroying and plundering. Keywords: Holodomor, Ukrainian villagers, collectivization, genocide, confiscation, barrier troops.
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Cowley, Sue. "Supporting children who are refugees." Early Years Educator 23, no. 11 (June 2, 2022): 14–16. http://dx.doi.org/10.12968/eyed.2022.23.11.14.
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The war in Ukraine means that early years practitioners may be welcoming Ukrainian refugees into their settings. Like all refugees and asylum seekers, these children and their families have undergone a highly traumatic experience, having been forced to flee their homes in the most stressful of circumstances.
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KARTYSHEV, D. V., and O. M. KOTLUBAY. "METHODICAL FOUNDATIONS OF HARBOUR DUES CALCULATION DEVELOPMENT." Economic innovations 20, no. 3(68) (September 20, 2018): 89–95. http://dx.doi.org/10.31520/ei.2018.20.3(68).89-95.
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Topicality. Having carefully considered the Port Consumption Calculation Methodology presented for public discussion, Seaports Development Strategy Committee of Ukrainian Port Association's(“Ukrport”) notes some positive aspects related to the preparation of this important document, which is intended to streamline the pricing process in the area of charging port fees and to bring them up to necessary and sufficient level to ensure the normal operation of port facilities and navigational facilities, and, accordingly, the safety of navigation in the Ukrainian state responsibility zone. It should also be emphasized that the return to gross tonnage charging, rather than unit modulus, as is now the case, is a significant positive step and will contribute to greater acceptance and transparency of the Development Port Consumption Calculation Techniques. The same applies to the applied approach, which divides the port dues rate into two components: operating and investment. This is all the more important that the global approach, which uses most ports, considers port charges as a means of covering current costs for the maintenance of relevant facilities and facilities for which no commercial gain is foreseen. The commercial purpose of port facilities is to provide efficient and safe service at the port of vehicles and overload of goods, which is what creates the commercial benefit that is being generated by all participants in the transport process at the port. This is precisely because ships that use the port only as a harbor-warehouse are largely exempt from paying port duties in world practice. That is, the only source of formation of the investment component of port dues may be only depreciation of the relevant facilities.Aim and tasks. A critical assessment of the construction of a methodology for calculating port fees. As a rule, in the world for port facilities, a linear method is used to calculate depreciation charges, but there is also the possibility to use certain methods of accelerated depreciation, which, however, operate simultaneously with the appropriate methods of transfer of losses caused by accelerated depreciation on the former or subsequent time periods, and simply to levy from the shipowner funds for future development is economically insolvent and does not correspond to good maritime practice. Unfortunately, this circumstance, besides the berthing fee, has not been taken into account at all when developing the Port Taxation Calculation Method, which is presented on the website of the Ministry of Infrastructure for public discussion. Thus, in the second paragraph of item 1.1. Section II of the general provisions reads as follows: "The investment component of the berthing rates is charged to port operators and other business entities engaged in economic activities using berths for handling, handling and storage of goods, servicing ships, and other facilities. with these types of economic activity. "Research results. Next, it should also be noted that in the presented method: the base rate of the ship's fee includes: coverage of planned operating costs in accordance with the intended purpose of the ship's fee, planned operating and investment costs associated with the implementation of activities for the operation and development of the search and rescue system in the marine search and rescue region of Ukraine, marine research enterprises and river transport belonging to the sphere of management of the Ministry of Infrastructure of Ukraine. The base rate of the ship's fee is determined depending on the ship's specialization, taking into account the coefficients of K bulk carrier, K tanker, K container, K ro-ro, K passenger, other, reflecting the effect of the design features of the vessels on the ability to provide transportation of goods and / or passengers, while gross tonnage of these properties itself by itself already takes into account through the appropriate calculation methodology.Base rate for lighthouse - coverage of planned operating and investment costs for the provision and development of navigational and hydrographic navigation support;the base rate of the administrative fee includes: covering the costs of fulfilling Ukraine's obligations to comply with the legislation and regulations of navigation, international agreements of Ukraine with regard to navigation, the consent to be bound by the Verkhovna Rada of Ukraine, fulfillment of other tasks, in accordance with the international obligations imposed on the enterprises of the maritime industry, as well as merchant shipping, navigation on inland waterways, navigational and hydrographic provision of navigation, as well as in the field of maritime safety and river transport (except for the navigation safety of vessels of the fleet of the fishing industry);That is, the base rate of the administrative fee also includes the costs, which are already somehow foreseen in the ship and beacon fees.Conclusion. Having analyzed the rules of law, we can conclude that port dues are a fee for specific services to the shipowner who pays these fees. In the provision of these services, fixed assets and other non-current assets are very worn out, both physically and morally, in connection with which there is a need to direct port charges, first of all, this is the main source of renovation, repair, reconstruction and construction of hydro-technical constructions, dredging works to maintain the necessary depths in the water areas and approach channels of sea ports of Ukraine. In addition, the basis of the system of formation of tariffs for port dues is the cost of specific services received by shipowners. Control of the cost of these services with the help of a list of costs (covered by port fees), which are included in the cost, makes it possible to establish reasonable, competitive tariffs for port dues. At the same time, tariffs are kept at the market level, and if necessary, they may be justified (based on the analysis of cost of services) for the purpose, on the one hand, to ensure sufficient funds to cover costs included in cost, and on the other hand to ensure the attractiveness of port dues for shipowners, cargo owners in order to attract more cargo to seaports, primarily transit.
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Vintskovskyi, Taras. "BLOODY “ALMAZ”: DE/CONSTRUCTION OF ONE REVOLUTION MYTH IN ODESA." City History, Culture, Society, no. 5 (November 8, 2018): 113–28. http://dx.doi.org/10.15407/mics2019.05.113.
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In Soviet historical science during 1960s-1980s a traditional stereotype of perception of the cruiser “Almaz” as “Southern Aurora” was formed, which had to symbolize similar tendencies of the revolutionary progress in 1917- 1918 in Baltic and the Black Sea Fleets. The role of the steamship crew in events of the Russian and the Ukrainian revolutions in a limited period of time is analyzed in the article.
In January 1918, the Bolshevist armed insurrection took place in Odesa, active participation in the preparation of which was played by the part of sailors and officers of the cruiser “Almaz”. During the existence of the Odesa Soviet republic, new authorities used the practice of the “red” terror, the symbol of which was “Almaz”. As the result of the detention and physical liquidation of people of various categories on the cruiser and at moorings of other warships, thus spreading a variety of rumours, authorities of local self-government attempted to take control of the situation in order to make facts of self-trial impossible. But judicial and investigational institutions were able to investigate the circumstances of the detention of prisoners and their subsequent fate fully only after the restoration of the Ukrainian National Republic governance in Odesa. Their conclusions dispel the heroic image of the cruiser created by Soviet historiography.
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Goszczyński, Artur. "Ucieczki ludności cywilnej z południowo-wschodnich województw Rzeczypospolitej w pierwszym etapie powstania Chmielnickiego." Prace Historyczne 148, no. 2 (2021): 283–99. http://dx.doi.org/10.4467/20844069ph.21.022.13859.
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Refugees from South-Eastern Provinces of the Polish-Lithuanian Commonwealth during the first stage of the Chmielnicki Uprising The uprising ignited by Bohdan Chmielnicki had a multidimensional effect on the Polish-Lithuanian Commonwealth. One of its consequences was the migration of population forced by Cossaks’ actions. The gentry inhabiting the southeastern parts of the country had to flee inland fearful for their lives. Jews, who were a group prone to being persecuted by Cossacks, acted in a similar way. Refugees from the Ukrainian provinces first fled to the neighbouring city fortresses which, however, capitulated under the siege of the rebels. People who survived the slaughter, usually carried out by the Cossacks, tried to reach the central part of the country hoping to escape the rebels’ sabres and spring guns.
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Rendiuk, Teofil. "Operating Features of the Extraordinary Diplomatic Mission of the Ukrainian People’s Republic in Romania in 1920." Diplomatic Ukraine, no. XXI (2020): 76–97. http://dx.doi.org/10.37837/2707-7683-2020-4.
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The article covers the activities of the Extraordinary Diplomatic Mission of the UPR in Bucharest. The year of 1920 marked a special period in the relations of the UPR of the Directorate times with the neighboring Kingdom of Romania, given a specific geopolitical situation and the conditions of almost complete isolation of Ukraine caused by the relentless advance of the Bolshevist army from the north and east as well as an offensive of the White Guard troops of A. Denikin and P. Wrangel from the south. Under such circumstances, the UPR considered Romania as its most important military, political, and economic partner. In turn, the erstwhile Romanian leadership was deeply interested in the existence of an independent Ukraine, primarily as a political and military buffer zone between Romania and the aggressive Soviet Russia. The article mentions the main areas of activity of the Extraordinary Diplomatic Mission in Bucharest: representing and protecting political, economic, and military interests of the UPR, encouraging trade relations, providing assistance to civilians and military emigrants from Ukraine who found themselves in the territory of the neighbouring country against their will as well as activities aimed at overcoming information vacuum around the UPR. The activities of the UPR Extraordinary Diplomatic Mission in Bucharest in 1920 contributed to the expansion of the Ukrainian idea abroad, promotion of knowledge about Ukraine and its struggle for independence, whilst drawing the attention of the international community to the acute problems Ukraine was facing at that time. The UPR Extraordinary Diplomatic Mission in Bucharest was also entrusted with a special task of providing the Ukrainian government with a full-fledged connection with Europe, especially with the En-tente countries. The article also is a pioneering research of the aspect of activities of the Extraordinary Diplomatic Mission in Bucharest associated with providing working conditions in the city for I. Mazepa, Head of the Council of People’s Commissars of the UPR, in March 2020, who was forced to flee Ukraine because of unconducive military circumstances and seek asylum in the adjacent country. Keywords: Extraordinary Diplomatic Mission, Ukrainian People’s Republic of the Directorate times, Kingdom of Romania, Isaak Mazepa, Kostiantyn Matsievych.
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Куклінський, М. В., Д. В. Яковенко, and О. А. Вавринів. "THE IMPACT OF THE UKRAINIAN AIRLINES’ FLEET MODERNIZATION ON THE DEVELOPMENT OF THE DOMESTIC AVIATION INDUSTRY." Science-based technologies 19, no. 3 (January 17, 2013). http://dx.doi.org/10.18372/2310-5461.19.5581.
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