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Article, Editorial. « DEVELOPMENT OF CONTAINER TRANSPORTATION BETWEEN CHINA AND EUROPE ». World of Transport and Transportation 15, no 2 (28 avril 2017) : 164. http://dx.doi.org/10.30932/1992-3252-2017-15-2-30.
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[For the English full text of the article please see the attached PDF-File (English version follows Russian version)].Russian Railways, Chinese Railways, Belarusian Railway, Deutsche Bahn, the National Company Kazakhstan Temir Zholy, Ulaanbataar Railway and Polskie Koleje Państwowe SA (Polish State Railways, Inc.) signed in April 2017 a multilateral agreement to deepen cooperation on the organisation of container trains between China and Europe. Based on releases of press service of JSC Russian Railways.
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Ainsalu, Jaagup, Ville Arffman, Mauro Bellone, Maximilian Ellner, Taina Haapamäki, Noora Haavisto, Ebba Josefson et al. « State of the Art of Automated Buses ». Sustainability 10, no 9 (31 août 2018) : 3118. http://dx.doi.org/10.3390/su10093118.
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Urban transportation in the next few decades will shift worldwide toward electrification and automation, with the final aim of increasing energy efficiency and safety for passengers. Such a big change requires strong collaboration and efforts among public administration, research and stakeholders in developing, testing and promoting these technologies in public transportation. Working in this direction, this work provides a review of the impact of the introduction of driverless electric minibuses, for the first and last mile transportation, in public service. More specifically, this paper covers the state of the art in terms of technological background for automation, energy efficiency via electrification and the current state of the legal framework in Europe with a focus on the Baltic Sea Region.
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KARBOVSKA, Liubov, Anna BRATUS, Olena LOZHACHEVSKA, Ekaterina ZHELEZNIAK et Tamara NAVROTSKA. « State and Trends of the Road Goods Transportation Field Development in Ukraine ». Journal of Advanced Research in Law and Economics 10, no 4 (30 juin 2019) : 1022. http://dx.doi.org/10.14505//jarle.v10.4(42).04.
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The advantages of using motor transport for transportation of goods are substantiated. On the basis of an analysis of the indicators of the volume of transported goods and the turnover of goods of motor transport in a number of countries of Europe (Austria, Great Britain, Spain, Italy, Poland, Finland, France, the Czech Republic, Sweden), reduction of activity in the field of road transportation of goods in 2013 − 2014 and its activation in 2015-2016 are established; in addition, the influence of such negative environmental factors on the activity of road transportation of goods as reduction of the trade turnover of these countries with Russia as a result of the EU sanctions, increasing competition in the road transportation market, and the strengthening of the EU requirements for rolling stock and social guarantees for transportation workers was identified. The statistical data on the volume of transported goods and goods turnover of motor and all types of transport during 2012 − 2017 in Ukraine was explored, and a number of problems were identified that hinder the development of this sphere of activity, the main of which are: low quality of transport infrastructure and, above all, unsatisfactory conditions of road communication lines and corruption in the road construction sector, resulting from inefficient management of the field of activity; low level of safety control as far as road traffic and environmental protection are concerned; environmental pollution by road transport with emissions of harmful gases and transport noise, etc. The basic areas of the development of the sphere of road transportations of goods and of the network of highways are determined.
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Savchuk, I. « THE INFLUENCE OF GEOPOLITICS ON THE INTERNATIONAL RAIL SERVICE OF UKRAINE ». Visnyk Taras Shevchenko National University of Kyiv. Military-Special Sciences, no 2 (39) (2018) : 52–54. http://dx.doi.org/10.17721/1728-2217.2018.39.52-54.
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Geopolitics directly affects the state and level of development of the international railway communication of Ukraine. The evidence of this is the political and military events of recent years, which have led to fundamental changes in the direction and structure of passenger transportation in the international railway communication of the state. Thus, Ukrzaliznytsya is to direct its efforts to use the advantageous transport and geographical position of the state in Europe to ensure the growth of exports of services on railway passenger transportation. Keywords: geopolitics, railway communication, passenger transport.
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Lambert, Andrew D. « Book Review : Navies and Nations : Warships, Navies and State Building in Europe and America, 1500–1860 ». International Journal of Maritime History 8, no 2 (décembre 1996) : 232–33. http://dx.doi.org/10.1177/084387149600800215.
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Mindur, Leszek, Katarzyna Turoń et Grzegorz Sierpiński. « Car-sharing development – current state and perspective ». Logistics and Transport 39, no 3 (2018) : 5–14. http://dx.doi.org/10.26411/83-1734-2015-3-39-1-18.
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The article presents the development of urban car-sharing systems. In recent years, we have observed substantial increase in the number of such systems implemented all over the world. The number of users has also been rapidly growing which translates into the impact car-sharing services have on transportation behaviour. Additionally, the process contributes to changes of the modal split. The analysis presented covers systems in operation in Europe, Asia and North America. The article is divided into two parts. The first one presents historical development of car-sharing systems, whereas the second, prospects for their development in 2020-2025.
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Plehwe, Dieter. « Eurologistik, » Europäische« Verkehrspolitik und die Entwicklung eines transnationalen (Güter-) Transportsystems ». PROKLA. Zeitschrift für kritische Sozialwissenschaft 27, no 107 (1 juin 1997) : 217–43. http://dx.doi.org/10.32387/prokla.v27i107.880.
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The paper discusses the transformation of national transport systems in Europe into a transnational European system. While the modern transportation revolution is frequently cited as independent variable to support the globalization thesis, the way transport systems function is by and !arge ignored. Examining the transport system as dependent variable allows to show that global internalization is strongly restricted because of political and economic reasons. The market radical however pragmatic approach of neoliberal govemments in Europe has expanded mechanisms of market and state regulations of transportation at the European level both to meet of competing centers of the triad and the demands of !arge industrial and trading companies in search of logistical rationalization strategies.
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Kurhan, Mykola, et Dmytro Kurhan. « Problems of providing international railway transport ». MATEC Web of Conferences 230 (2018) : 01007. http://dx.doi.org/10.1051/matecconf/201823001007.
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Due to its geographic location and developed transport infrastructure, Ukraine has a significant potential in the development of cargo transportation, primarily in international traffic, in particular as a transistor country in the logistics chain of trade between Asia and Europe. The possibilities of railway transport for the organization of transportation between the countries of the European Union and Ukraine are not used to the full extent, since there is a number of technical reasons of the transport systems incompatibility between Ukraine and European countries. In the course of the research, methods of analysis and synthesis were used to study prospects of the European and domestic system of international railway transportations, the experience of creating, operating and optimizing these systems. To compare the above mentioned options, the authors developed a model for predicting and assessing the efficiency of railway transport from the border of one state to the border of the other one.
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Guliyev, I. « Oil Transport Networks in Europe ». MGIMO Review of International Relations, no 4(37) (28 août 2014) : 68–72. http://dx.doi.org/10.24833/2071-8160-2014-4-37-68-72.
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The author examines the problems and prospects of crude oil and petroleum products transportation market on the European continent. Particular attention is paid to the possibilities of the planned pipeline routes and new supplies of oil and petroleum products. European Union countries have large reserves of hydrocarbons, but it is not enough to fully satisfy domestic consumption. Improved pipeline infrastructure both within the EU and oil pipelines from other countries is an important economic and social factor. Recent developments of this year especially emphasize the importance of strengthening the energy security in the foreign policy of the state. For transporting fuel energy in Europe used the following types of transport: marine (sea and river), truck, railway, and pipeline. It seems necessary to mention the fact that the role of pipeline transport is particularly high in the oil and gas industry. Pipeline transport has an important impact on the formation and developmen t of the fuel and energy complex of the state, as well as regions, as its integral part. An effective system of crude oil and petroleum products pipelines is an important tool for the implementation of public policies, policies at the EU level, allowing the country to regulate the supply of crude oil and petroleum products to the overseas and domestic markets.
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Kirby, A. M. « High-Level Nuclear Waste Transportation : Political Implications of the Weakest Link in the Nuclear Fuel Cycle ». Environment and Planning C : Government and Policy 6, no 3 (septembre 1988) : 311–22. http://dx.doi.org/10.1068/c060311.
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By focusing primarily on the USA but also drawing upon examples from Europe and Australia, the author examines the technical, political, and constitutional issues which surround the question of high-level nuclear waste transportation. It is revealed that there are major questions of safety and public perception which are not being addressed by state institutions, and there is a discussion of the ways in which state and professional actors have attempted to limit the political discourse on these and related policy-relevant issues.
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Schweitzer, Peter, et Olga Povoroznyuk. « Introduction ». Transfers 10, no 2-3 (1 décembre 2020) : 137–51. http://dx.doi.org/10.3167/trans.2020.10020311.
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This introduction attempts to situate railroads, which have rarely been the object of ethnographic attention, within current debates of anthropology and related disciplines. While mobility is certainly one dimension of human-railroad entanglements, the introduction calls to explore political, social, material, and affective lives of railroads in Europe and Asia as well. Often, connections provided by railroads are precarious at best: enveloped in state and local politics, they appear to some as promise and to others as menace. Planning, construction, decay, and reconstruction constitute the temporal and material life cycle of these infrastructures. Attending to particular ethnographic and historical contexts, the introduction aims to demonstrate how railroads, these potent symbols of modernity, continue to be good to think with.
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Park, Sangjun, Jung-beom Lee et Chungwon Lee. « State-of-the-art automobile emissions models and applications in North America and Europe for sustainable transportation ». KSCE Journal of Civil Engineering 20, no 3 (12 mars 2016) : 1053–65. http://dx.doi.org/10.1007/s12205-016-1682-z.
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Schweitzer, Peter, et Olga Povoroznyuk. « Introduction ». Transfers 10, no 2-3 (1 décembre 2020) : 137–51. http://dx.doi.org/10.3167/trans.2020.1002311.
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Abstract This introduction attempts to situate railroads, which have rarely been the object of ethnographic attention, within current debates of anthropology and related disciplines. While mobility is certainly one dimension of human-railroad entanglements, the introduction calls to explore political, social, material, and affective lives of railroads in Europe and Asia as well. Often, connections provided by railroads are precarious at best: enveloped in state and local politics, they appear to some as promise and to others as menace. Planning, construction, decay, and reconstruction constitute the temporal and material life cycle of these infrastructures. Attending to particular ethnographic and historical contexts, the introduction aims to demonstrate how railroads, these potent symbols of modernity, continue to be good to think with. The version of record is December 2020, though the actual publication date is May/June 202.
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Gromek, Pawel. « Introduction to Voluntary Evacuation Risk Assessment ». Communications - Scientific letters of the University of Zilina 20, no 2 (30 juin 2018) : 115–20. http://dx.doi.org/10.26552/com.c.2018.2.115-120.
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Taking into consideration safety and security viewpoints of persons and property protection, evacuation as common protection mean is well known. Actually, object state-of-the-art comprises solutions generally based on experience gathered in countries much more affected by mass threats as Central Europe nationalities. Voluntary evacuation is treated as the most common evacuation form. Article presents the comparison of research conducted in USA and Poland defining voluntary evacuation scale as a significant risk factor. The evacuation risk influence determinants are described and risk assessment guidelines are performed. The guidelines are related to the state-of-the-art and the local Central Europe determinants.
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Yusufov, Maxim I., et Sergey V. Efimenko. « ASSESSMENT OF PROBLEMS AND PROSPECTS FOR THE DEVELOPMENT OF TRANSPORTATION OF ARCTIC ENERGY RESOURCES FROM RUSSIA TO ASIA AND EUROPE VIA THE NORTHERN SEA ROUTE ». EKONOMIKA I UPRAVLENIE : PROBLEMY, RESHENIYA 9/4, no 129 (2022) : 38–47. http://dx.doi.org/10.36871/ek.up.p.r.2022.09.04.006.
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The article reveals the specifics of the problems and prospects for the development of transportation from Russia to Asia and Europe via the Northern Sea Route (NSR) as the main transport route from the Arctic and assesses the current state, problems and prospects for development. Attention is paid to the analysis of the existing practice and growth of cargo transportation on the Northern Sea Route, as well as its development and improvement of the organizational structure of management and safety of navigation. The issues of the development of port infrastructures in the Russian Arctic zone and the activities carried out by the Government of the Russian Federation for the further innovative development of the modern icebreaking fleet are considered. It is noted that a new approach to the functioning of transportation of energy resources through the NSR consists in a significant increase in cargo transportation with the parallel development of the Russian Arctic territory within the framework of the reference development zones. It is concluded that the development of transportation via the NSR is more aimed at solving socio-economic problems in the Russian Arctic. Promising international aspects of the development of transportation along the NSR, which are already being implemented, are considered.
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Hanrahan, Kelsey, Sarah Kunz, Milla Mineva, Kara Moskowitz, Till Mostowlansky, Cosmin Popan et Vera Radeva Hadjiev. « Book Reviews ». Transfers 9, no 3 (1 décembre 2019) : 116–29. http://dx.doi.org/10.3167/trans.2019.090309.
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Seeing Women Migrants in Africa Kalpana Hiralal and Zaheera Jinnah, eds., Gender and Mobility in Africa: Borders, Bodies and Boundaries (London: Palgrave Macmillan, 2018), xi + 259 pp., 10 illus., $119Indigenous Mobilities: Thinking Mobility from the South and beyond the Nation-State Rachel Standfield, ed., Indigenous Mobilities: Across and Beyond the Antipodes (Canberra: ANU Press), 279 pp., $50Mobile Dwellings, Standing Still: An Ethnography of Possible Mobility Hege Høyer Leivestad, Caravans: Lives on Wheels in Contemporary Europe (London: Bloomsbury Academic), 192 pp., 20 illus., $102.60Rethinking Exile in and Out of Africa Nathan Riley Carpenter and Benjamin N. Lawrance, eds., Africans in Exile: Mobility, Law, and Identity (Bloomington: Indiana University Press, 2018), 337 pp., $35How to Study Roads Anthropologically Dimitris Dalakoglou, The Road: An Ethnography of (Im)mobility, Space, and Cross-Border Infrastructures in the Balkans (Manchester: Manchester University Press, 2017), 203 pp., 34 illus., £19.99Invisible Cycle Histories for Brighter Mobility Futures Tiina Männistö-Funk and Timo Myllyntaus, eds., Invisible Bicycle: Parallel Histories and Different Timelines (Leiden: Brill, 2018), xii + 282 pp., $133Someone Needs to Care: Caregiving Practices beyond the Family and the State Azra Hromadzic and Monika Palmberger, eds., Care across Distance: Ethnographic Explorations of Aging and Migration (New York: Berghahn Books, 2018), 183 pp., 15 illus., $110
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Prokofiev, M. N., et M. M. Tokhirov. « PROSPECTS FOR NORTH–SOUTH TRANSPORT CORRIDOR ». World of Transport and Transportation 17, no 5 (7 juin 2020) : 200–213. http://dx.doi.org/10.30932/1992-3252-2019-17-5-200-213.
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International transport corridors play a leading role in shaping an integrated global transport services market.In this context, the objective of the paper was to study the current state of North–South international transport corridor (hereinafter referred to as ITC), which connects India, Iran, the Gulf countries through the countries of the Caucasus and Central Asia with Russia and the countries of Europe. A brief review of scientific publications on the subject under consideration allows to draw a general conclusion from opinions of various authors: it is necessary not only to develop the transport corridor infrastructure, but also to solve organizational, regulatory and tariff issues. The main advantage of North–South ITC is that most of the route passes by land and the route itself is shorter than the sea route, providing thus significant acceleration of cargo delivery.As a result of development of the railway network in the Caspian region and Central Asia, today there are several options for the ITC route. The western route to Iran through Azerbaijan was examined in more detail. It is expected that the missing railway section Astara–Rasht will be completed in the nearest future. Test shipments of goods from India to Russia (and vice versa) have already been carried out via western route. The characteristics of the route options by transportation distance, delivery time and cost of cargo transportation are given. Today, cost of transportation along the western branch of ITC significantly exceeds cost of sea transportation through the Suez Canal. This and other factors, reducing the efficiency and competitiveness of transportation via ITC, it is proposed to first organize container transportation on ITC section between Russia, Azerbaijan, and Iran. Such transportations might be especially in demand for food products (including perishable goods) in direction from south to north. To this end, it is proposed to organize a scheduled container train service along Astara–Moscow–St. Petersburg route using new Freight Express 2.0 transportation technology.
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Charkinа, Tetyana, Oleksandra Orlovska et Kateryna Konyushok. « Development of multimodal transportation in the cross-border communication between Ukraine and Europe. » Naukovyy Visnyk Dnipropetrovs'kogo Derzhavnogo Universytetu Vnutrishnikh Sprav 3, no 3 (30 septembre 2021) : 318–25. http://dx.doi.org/10.31733/2078-3566-2021-3-318-325.
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Modern conditions for the development of the national economy are characterized by the intensification of Ukraine's foreign economic relations with European countries, strengthening mutual understanding between our countries in the business sphere. The European direction, the policy of which is aimed at expanding the capabilities of the Ukrainian transport system in foreign economic activity, needs special consideration. The issues of the current state of multimodal transport in Ukraine in cross-border communication between Ukraine and EU countries are considered. Attention is paid to infrastructure objects as participants in the implementation of multimodal connections. It is characterized by multimodal transportation as one of the ways to organize the delivery of passengers and goods «door to door» to the destination in a much shorter time on the road. They are one of the most promising ways to develop transportation, which allows you to deliver passengers and goods with optimal use of the opportunities involved in the scheme of transport. The essence and necessity of development of transport hubs on the territory of Ukraine as points of cargo handling and storage are revealed. Recommendations for improving the functioning of the multimodal scheme in cross-border communication are given, priorities in foreign economic cooperation are identified. The purpose of the article is to prove the feasibility of introducing mixed multimodal transportation in cross-border traffic between Ukraine and EU countries on the main formation of the transport and logistics hub (HUB) in the Transcarpathian region. Conclusions. The result of the study is to prove the need to optimize the operation of passenger and freight rail transport in the western region on the basis of the formation of transport and logistics hub at the station Mukachevo. Improved approaches to providing transport services using the latest digital technologies are proposed.
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Ficek, Rosa E., Shanshan Lan, Walter Gam Nkwi, Sarah Walker et Paula Soto Villagrán. « Book Reviews ». Transfers 8, no 3 (1 décembre 2018) : 135–45. http://dx.doi.org/10.3167/trans.2018.080311.
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Decentering the State in Automobility RegimesKurt Beck, Gabriel Klaeger, and Michael Stasik, eds., The Making of an African Road (Leiden: Brill, 2017), 278 pp., 34 illustrations, $78 (paperback) Understanding Globalization from Below in ChinaGordon Mathews, with Linessa Dan Lin and Yang Yang, The World in Guangzhou: Africans and Other Foreigners in South China’s Global Marketplace (Chicago: University of Chicago Press, 2017), 256 pp., $27.50 (paperback) Rethinking Mobility and Innovation: African PerspectivesClapperton Chakanetsa Mavhunga, ed., What Do Science, Technology, and Innovation Mean from Africa? (Cambridge, MA: MIT Press, 2017), 256 pp., 25 black-and-white illustrations, $36 (paperback) When Is a Crisis Not a Crisis? The Illegalization of Mobility in EuropeNicholas De Genova, ed., The Borders of “Europe”: Autonomy of Migration, Tactics of Bordering (Durham, NC: Duke University Press, 2017), 376 pp., $27.95 (paperback) City, Mobility, and Insecurity: A Mobile Ethnography of BeirutKristin V. Monroe, The Insecure City: Space, Power, and Mobility in Beirut (New Brunswick, NJ: Rutgers University Press, 2016), 204 pp., 7 photographs, $27.95 (paperback)
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Gigauri, Iza, et Nino Damenia. « Economic Expectations of the Belt and Road Initiative for the South Caucasus, with Emphasis on Georgia ». Business and Economic Research 9, no 1 (28 février 2019) : 173. http://dx.doi.org/10.5296/ber.v9i1.14438.
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Georgia, a post-soviet country, located in the South Caucasus at a crossroads of Europe and Asia, presents Europe’s natural gateway towards Asia. The Belt and Road Initiative, also known as the One Belt One Road, is 21st century Silk Road encompassing transportation and communication systems connecting China to Europe. Since the Initiative is at its beginning stage, it is essential to study its economic influence on the South Caucasus region it traverses, and particularly, upon Georgia. In this respect, to facilitate sustainable growth in the region, advanced technology, industrial and infrastructural modernization is crucial. Under the Initiative, Baku-Tbilisi-Kars railway is completed, which can significantly shorten the time of shipment from China to Europe, and Georgia's Anaklia Deep Sea Port on the Black Sea with a huge capacity of cargo transportation is under construction. The infrastructure investments under the Initiative can encourage economic development and hence, reduce poverty.
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Storey, Beverly B., et Sally H. Godfrey. « Highway Noise Barriers : 1994 Survey of Practice ». Transportation Research Record : Journal of the Transportation Research Board 1523, no 1 (janvier 1996) : 107–15. http://dx.doi.org/10.1177/0361198196152300113.
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Highway traffic noise is an ever-increasing problem for transportation agencies. The challenge presented to transportation agencies is to incorporate noise abatement into the highway environment without compromising the aesthetic integrity of the surrounding communities. In an effort to guide highway designers, a survey of practice was sent to all state transportation agencies and their equivalents in Puerto Rico and Ontario, Canada. The portions of the survey regarding noise-barrier materials, aesthetic visual quality in design, and public involvement in the design process are discussed in this paper. The literature review revealed a long-standing effort throughout Europe to incorporate many aesthetic features into noise-barrier systems and to use public preferences to guide design. Many new products that provide aesthetically pleasing noise barriers, in addition to the noise-level reductions required of transportation agencies, are now available. Innovative and versatile methods of using standard materials, such as concrete, have provided a continual supply of barrier designs. A multidisciplinary collaboration (including citizen representatives) in the design process has proved to be an effective method of ensuring that the best design is implemented for both sides of the highway environment. Collectively, transportation agencies, private industry, and institutional research programs should work together to advance the knowledge available in noise research and to further develop the aesthetic visual quality of the highway environment.
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Alina, NECHYPORUK. « TRANSPORT LOGISTICS IN A PANDEMIC CONDITIONS ». INTERNATIONAL SCIENTIFIC-PRACTICAL JOURNAL "COMMODITIES AND MARKETS" 40, no 4 (22 décembre 2021) : 26–36. http://dx.doi.org/10.31617/tr.knute.2021(40)03.
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Background. The world economy is undergoing significant changes due to difficult pandemic conditions and quarantine restrictions. Today, logistics companies need to adapt to the new operating conditions in order to overcome the consequences of the pandemic and be competitive in the market of Ukraine and the world. The aim of this scientific article is to analyze the current conditions of multimodal transportation and substantiate the necessary ways to develop transport logistics during the pandemic. Materials and methods. While writing the article the following research methods were used: the method of elementary theoretical analysis and synthesis, the method of deduction, economic and statistical methods, the method of expert evaluation, which revealed the main purpose of the article. Results. Based on the study of the main directions of the National Transport Strategy of Ukraine, the consequences of the development of transport logistics and multimodal transportation have been determined for the country’s economy. An analysis of the state of combined transport in Europe was performed and the main directions of its development were identified, which are relevant for our country. The issues of transport interoperability and its impact on transport and logistics services are considered. The development of transport logistics is directly related to the transition of the railway to a track width of 1435 mm, which will open new opportunities in international traffic and give the opportunity to reach a new level in the field of logistics. Conclusion. The development of transport logistics requires new opportunities and ways to develop this industry. With great export potential and favorable geographical location, Ukraine should integrate into the world system of multimodal transportation by expanding container transportation, which will lead to the development of transport logistics. Today, multimodal transportation has all the necessary legislative documents and support from the state, but obstacles to their development at the international level require significant capital investment.
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Pototskaya, T. I. « The geography of the “Oil pipeline wars” in the context of Russia’s interaction with the countries of the Baltic region ». Regional'nye issledovaniya, no 4 (2019) : 98–106. http://dx.doi.org/10.5922/1994-5280-2019-4-8.
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The article analyses oil pipelines, the operation of which intersects the interests of Russia and the Baltic countries (Latvia, Lithuania, Belarus, and Poland). By oil pipeline wars we understand the confrontation between the policy of distancing from Russia in oil transportation to Europe and Russia’s policy of creating alternative, more economically effective and safe ways of oil transportation to Europe. Reflecting relations between countries, several groups of oil pipelines have been identified: the main pipelines, alternative ones, and indirectly related to the interests of the Baltic countries. The article describes geographical factors affecting the position of countries in the region analysed: the level of oil supply (Russia), the level of the development of oil refining (Lithuania, Belarus, Poland) and transport and geographical location of the territory. Special attention has been paid to the main instruments used by the countries in this confrontation. The Baltic and the Black Sea strategies of oil export have been analysed from the comparative and geographical points of view. Several important conclusions have been made: there was a redistribution of routes of Russia’s crude oil export to Europe during the post-Soviet period accompanied by an increase in the importance of the marine component (due to the Baltic and the Black Sea ports); there was a weakening of the importance of the Baltic region for Russia’s oil export; and the strengthening of interconnections between Russia’s export oil pipelines. The article stresses the importance of oil pipeline transport for the formation of the barrier function of the state borders of the post-Soviet countries.
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Sebak, Per Kristian. « Constraints and possibilities : Scandinavian shipping companies and transmigration, 1898–1914 ». International Journal of Maritime History 27, no 4 (novembre 2015) : 755–73. http://dx.doi.org/10.1177/0843871415610293.
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In the early twentieth century, transatlantic migration peaked. Transmigrants, i.e. migrants who travelled through third countries on the way to their destination, comprised more than half of all emigrants departing from German, Belgian, Dutch and British ports which together were the most important. The most important countries of origin were Russia and Austria-Hungary, in addition to Italy. Because of this, shipping companies had to deal with networks and manage a transport system extending far beyond their traditional sphere of economic interest. In the process, the companies became ever more dependent on influencing state actors in Europe as well as in North America to keep their long-established business structures going. In many ways, the transatlantic passenger business between the 1890s and 1914 should therefore be viewed more as a transmigrant business rather than an emigrant business, which is the most common understanding of this massive human movement. The article focuses on the transmigration phenomenon from the point of view of three very different shipping companies/initiatives in Norway, Sweden and Denmark respectively. Norway and Sweden had among the highest rates of transatlantic migration, and Norway had the third largest merchant fleet in the word by the turn of the twentieth century. Yet only Denmark provided a direct transatlantic service throughout the most important period for transatlantic migration. What possibilities were there for these three countries to engage in the transatlantic passenger business and what constrained their efforts? By concentrating on the transmigration phenomenon and three countries with differing points of departure, the article provides a deeper understanding of the mechanisms and dynamics involved in shaping the transatlantic passenger business, of how the business worked, and of how the companies could influence the flow and pattern of migratory movements between Europe and North America.
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Podberezkina, O. A. « Transport Corridors in the Russian Integration Projects, the Case of the Eurasian Economic Union ». MGIMO Review of International Relations, no 1(40) (28 février 2015) : 161–69. http://dx.doi.org/10.24833/2071-8160-2015-1-40-161-169.
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The article discusses the political importance of transport corridors in terms of the development of integration projects in the post-Soviet space. The world is witnessing the formation of a single market and transport and communication infrastructure, which intensifies competition among regional and world leaders, both states and non-state actors, such as businesses, markets over the routes of transporting goods. In the medium and long term the value of the control over the transport routes will increase due to the dynamics of economic development in the Asia-Pacific region. Competition for the development of projects of international transport corridors (ITC) between the leading countries in the region will increase, because the ITC entail the formation of a common political space, the reduction of tariff and customs barriers, which provides easy access to the markets of countries linked by ITCs and creates the preconditions for economic integration. The growing political importance of ITC is reflected in the fact that global leaders such as China, the US, the EU, are trying to create their own versions of international land transport corridors connecting Europe and Asia. China is trying to promote their transport project "Economic Belt Silk Road" European countries develop cooperation on ITC TRACECA with other countries of Eurasia. US also embody their interests through the implementation of the project by the ITC in Afghanistan. Transport corridors in Russia are seen as a way to integrate it into the global transportation system and logistics space. To do this, Russia needs to develop Eurasian transport corridors through its territory. As a result of the implementation of transport projects Russia will be able to ensure the transit of goods from China to Europe, which has a positive impact on the economic development of the regions through which they pass. Development of international transportation through Russia will unite many of the players on the world stage: integration associations, state, transnational corporations, business entities, regional authorities.
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LASHUTINA, V. O. « PERSPECTIVES FOR THE DEVELOPMENT OF CONTAINER CARGO TRANSPORTATION INLAND WATERWAYS OF UKRAINE ». Economic innovations 21, no 1(70) (20 mars 2019) : 106–12. http://dx.doi.org/10.31520/ei.2019.21.1(70).106-112.
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Topicality. The river potential of Ukraine has great prospects in the direction of connecting with Europe at the expense of increasing the transit capacity of the Danube and the Dnieper rivers taking into account the access to the Black Sea. River transport has a number of advantages over land, in particular: ready natural ways; use of water flow; the ability to transport any cargo and passengers simultaneously; safety and environmental friendliness; high bandwidth; high degree of reliability and timeliness of delivery; low cost of transportation, which leads to fuel economy, etc. It should be noted that to date, taking into account the uplift tariffs for transportation by rail and inconvenience of use of motor transport, organization of container service on the Dnieper is the most promising and in demand.Aim and tasks. The aim of the article is to determine the organizational and economic bases of river container transportation in Ukraine. In accordance with the stated aim, it is necessary to analyze the cargo base of river container transportation in Ukraine; to formulate priorities of development of river navigation of Ukraine; to substantiate the efficiency of using container technology of cargo transportation by inland waterways of Ukraine.Research results. The complex of measures for the development of container cargo transportation by inland waterways of Ukraine was proposed, the analysis of the market of river container transportations in Ukraine in comparison with the countries of the European Union and the USA was carried out, the main problems of development of inland water transport were identified and measures for their further development and operation of inland waterways of Ukraine taking into account the prospect of their integration into the European transport network.Conclusion. Ukraine has significant potential for organizing logistics schemes for cargo transportation involving river transport in several directions. The presence, albeit somewhat obsolete, a powerful infrastructure base, a convenient geographical location and the availability of traffic flows that can potentially be transported by inland waterways, creates the preconditions for the restoration and development of this transport area.
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Figueroa, Miguel, Otto Mora Lerma, Ricardo Fuentes et Alfredo Ojeda. « Multimodal movement planning : logistics network and analysis of transportation alternatives. study case ». International Journal of Engineering & ; Technology 8, no 4 (10 novembre 2019) : 559. http://dx.doi.org/10.14419/ijet.v8i4.29975.
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One of the most relevant problems in transport engineering is the planning of multimodal movements where it is necessary to define the logistics network. To analyze the logistics of a foreign trade operator in Colombia, a mathematical model has been designed for the choice of ports, considering multimodal transport and the state of the art. Initially, a multimodal network was built considering modes of maritime, river, rail and road transport, taking advantage of the main river of Colombia (Magdalena river) and the railway infrastructure. Port operating costs, transshipment, port fees, sea freight, operational and variable costs were included in the analysis. It was found that the most suitable ports in Colombia for export are Cartagena and Buenaventura, with the current infrastructure and demand. It has been found that multimodal arcs are more used than those with a single mode, in addition to exports to Ecuador being made by Buenaventura, while to America and Europe is Cartagena. Additionally, there is sensitivity in the choice of ports concerning the level of prices of road transport since in the Colombian context it is vital to change transfers due to the lack of connectivity between modes such as rail and river.
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Mrnjavac, Edna, et Robert Marsanić. « INTELLIGENT TRANSPORTATION SYSTEMS IN IMPROVING TRAFFIC FLOW IN TOURISM DESTINATIONS∗ ». Tourism and hospitality management 13, no 3 (2007) : 627–36. http://dx.doi.org/10.20867/thm.13.3.9.
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The rapid growth and development of motorisation combined with relatively small investments made to improving transportation infrastructure in cities, as well as in tourism destinations, has led to serious problems in the unobstructed movement of vehicles in public traffic areas. Traffic congestion on roadways, in ferryboat ports and at state borders during the summer months and year-round lines of cars going to or returning from work are a regular presence in traffic in most urban and tourism destinations in Croatia, as well as in the rest of Europe. Intelligent transportation systems (ITS) can be implemented in urban and tourism centres, which, for example, have no opportunity for increasing the capacity of their traffic networks by constructing new, or expanding existing, transportation infrastructure, and no opportunity for increasing parking capacities. The only solution would be to optimise traffic networking by introducing intelligent technologies. Intelligent transportation systems and services represent a coupling of information and telecommunication technologies with transportation means and infrastructure to ensure greater efficiency in the mobility of people and goods. ITS implementation helps to provide better information to motorists and travellers (tourists); improve traffic and tourist flows, cargo transportation, public passenger-transportation; facilitate the work of emergency services; enable electronic traffic-related payments; enhance the security of people in road traffic; and monitor weather conditions and the environment. To motorists the system provides guidance to roads on which traffic is less intense, guidance to available parking spaces, and guidance, for example, to a good restaurant or interesting tourist attraction. his paper focuses, in particular, on ITS application in city and tourism destinations in connection with parking problems. Guiding vehicles to the closest vacant parking space helps to reduce traffic congestion, reduce the amount of time lost in searching and increase the occupancy rate of car-parks
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Harkava, Viktoriia, Olena Pylypenko, Oleksandr Haisha, Armen Aramyan et Volodymyr Kairov. « Modeling and trends of road transport development in eastern european countries ». LAPLAGE EM REVISTA 7, no 1 (4 janvier 2021) : 285–92. http://dx.doi.org/10.24115/s2446-6220202171724p.285-292.
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The purpose of the research is as follows: analysis of the current state of functioning of the road transport sector in Eastern Europe and identification of key problems and trends in its development. Research methods: Methods of grouping, comparison and generalization, сorrelation analysis have been used to identify the dynamics of the main indicators of road transport in Eastern Europe. The method of correlation-regression analysis has been applied to determine the impact of increasing the length of roads on the turnover of the road freight transport and the number of employed population in this area. Results. It has been found that the increase in the employed population by 96% and increase in revenues from transportation and storage of goods, postal and courier services (turnover of the road freight transport - in the original language) in the field of road transport by 82% is explained by the change in transport infrastructure capacity by increasing length of highways.
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Polónia, Amélia, et Liliana Oliveira. « Shipbuilding in Portuguese overseas settlements, 1500–1700 ». International Journal of Maritime History 31, no 3 (août 2019) : 539–58. http://dx.doi.org/10.1177/0843871419862711.
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Shipbuilding was an essential element in the creation of overseas empires during the early modern period. It generated demand for raw materials, technology and manpower, and in many cases received direct support from the state. The Portuguese shipbuilding industry enjoyed various incentives from the Crown, but was always a mix between state and private enterprise. With Portugal expanding overseas, building and repairing ships in the various Portuguese possessions became an option. Initially, it was viewed critically by the metropolitan authorities, as they feared losing control. Soon, however, the logistical needs of empire meant that public and private agencies began providing shipbuilding facilities in Portugal’s overseas territories. In Brazil, the abundance of high-quality wood militated in favour of the establishment of shipyards. Wood cut there or on the Atlantic coast of Africa was also transported to metropolitan Portugal. Shipbuilding specialists were sent out to Brazil to supervise the selection of suitable wood, and soon started to operate shipyards there. Little is known about shipbuilding in the Portuguese possessions in western Africa, while more can be said about the industry on the shores of the Indian Ocean. Shipyards in India, particularly in Goa and Cochin, were developed to meet the challenges and needs of formal and informal ‘empire’, particularly regarding ship repairs. The Ribeira de Goa replicated first the Ribeira das Naus of Lisbon, but soon individual shipyards took over specific functions. Crown control, initially tight and systematic, proved difficult to maintain. Indian woods were known for their hardness and durability and were shipped to Europe to build ships for the Indian Route. Expert labourers migrated from Portugal to overseas possessions, with specialists in metallurgy joining the shipbuilders. The scope of the operation also required the recruitment of local shipbuilders. In general, and for its financial resources, Portuguese colonial shipbuilding soon relied on a cooperation of state and private initiative, much as at home.
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Humolli, Fitim, Nevila Çinaj et Naim Kelmendi. « The Typology of Travels in Pristina in Relation to Purpose, Time and Distance ». Quaestiones Geographicae 39, no 1 (31 mars 2020) : 79–91. http://dx.doi.org/10.2478/quageo-2020-0006.
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AbstractSimilar to most cities in Europe/the world, Kosovo also faces the problem of urban mobility, which is characterised by congestion. The most concerning problems are: waste of time, money, energy consumption, environmental problems and others. They arise due to the imbalanced state of using urban mobility in Pristina (Prishtinë), while eco-travels are minor. In order to reduce these problems, this paper aimed to examine the current situation of urban mobility in Pristina by analysing the mobility indicators of cars, trains, buses, bicycles and walking, in relation to purpose, distance and time. The research methodology was the direct survey method conducted with the citizens of Pristina and daily immigrants over a week. The results of the survey showed that 44% of the participants used cars for travelling, while other transportation alternatives (soft and eco-transport) were limited and problematic. In the absence of institutional practices for collecting periodic data, the results of this study will not only contribute in filling the information gap, but also will properly address the needs for transportation planning in Pristina and design objectives for a multimodal transportation strategy in this city to lessen the negative impacts of the aforementioned problems and increase travel facilities.
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Vagnoli, Matteo, Rasa Remenyte-Prescott et John Andrews. « Railway bridge structural health monitoring and fault detection : State-of-the-art methods and future challenges ». Structural Health Monitoring 17, no 4 (24 août 2017) : 971–1007. http://dx.doi.org/10.1177/1475921717721137.
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Railway importance in the transportation industry is increasing continuously, due to the growing demand of both passenger travel and transportation of goods. However, more than 35% of the 300,000 railway bridges across Europe are over 100-years old, and their reliability directly impacts the reliability of the railway network. This increased demand may lead to higher risk associated with their unexpected failures, resulting safety hazards to passengers and increased whole life cycle cost of the asset. Consequently, one of the most important aspects of evaluation of the reliability of the overall railway transport system is bridge structural health monitoring, which can monitor the health state of the bridge by allowing an early detection of failures. Therefore, a fast, safe and cost-effective recovery of the optimal health state of the bridge, where the levels of element degradation or failure are maintained efficiently, can be achieved. In this article, after an introduction to the desired features of structural health monitoring, a review of the most commonly adopted bridge fault detection methods is presented. Mainly, the analysis focuses on model-based finite element updating strategies, non-model-based (data-driven) fault detection methods, such as artificial neural network, and Bayesian belief network–based structural health monitoring methods. A comparative study, which aims to discuss and compare the performance of the reviewed types of structural health monitoring methods, is then presented by analysing a short-span steel structure of a railway bridge. Opportunities and future challenges of the fault detection methods of railway bridges are highlighted.
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Smirnov, S. A., et O. Yu Smirnova. « Economic features of freight maglev transport ». Transportation systems and technology 3, no 1 (15 mars 2017) : 108–18. http://dx.doi.org/10.17816/transsyst201731108-118.
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In the article considered the implementations of magnetic levitation technology (maglev) in the world, evaluated the advantages of implementation the maglev for all types of transportation. Introduction: Freight maglev transport is not implemented widely in the world transportation market yet. The most projects in the area of magnetic levitation are focused on passenger transportation. European, Asian and American specialists research, develop and implement technologies, which allow passenger transportation at highspeed, higherspeed and urban lines. Excellent operation and economics characteristics allow maglev to compete with railway transport in all areas: from highspeed to urban. Analysis: There is the evidence that freight maglev has an opportunity to change the transport logistics market radically in the nearest future. We consider the following approaches to provide it. The first, and main, approach is supposed growth of commodities circulation between Western Europe and South East Asian countries. It requires the stable transport corridor, like The Silk Road, connecting these wide apart regions. Maglev transport has an ability to transport mass cargo 3-5 times faster than railway transport or sea transport, which are the main transport modes for mass cargo transportation. Today there are 2 main transport corridors, which connect Western Europe and South East Asia: Deep Sea and Transsib. Transportation via Deep Sea takes 30-35 days (via alternative Northern Sea Route it is 25-35 days), and via Transsib it is up to 21 days. The second approach is that the demand in reducing the transaction costs caused by freezing of the floating capital in ‘goods in route’ that eventually influences all the areas of national economy. Results: The obvious economic advantages of freight maglev in comparison with conventional railway transport, accordingly to the calculations, are: capital expenses saving on the stage of infrastructure construction; operations sustainability; energy efficiency; freight transportation speed; investments recoupment and profitability; side effects appearing during operating of freight maglev. Conclusions: Today, as the world economics shows some crisis developments the basic economics notations are being revised. There is a strong belief that new economics model should be based on decreasing the transaction costs on all stages of production and consumption. The new logistic concept will be focused on increasing the speed of transportation with a use of freight maglev mainlines.
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Howkins, Trevor J. « The adjustment of international rail passenger services to new state boundaries – the Eastern Marchlands of Europe 1918–39 ». Journal of Transport Geography 7, no 2 (juin 1999) : 147–58. http://dx.doi.org/10.1016/s0966-6923(98)00028-3.
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Imangozhina, Z. A. « Current state of the gas industry of the republic of kazakhstan ». Bulletin of "Turan" University, no 1 (31 mars 2021) : 201–8. http://dx.doi.org/10.46914/1562-2959-2021-1-1-201-208.
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The Republic of Kazakhstan possesses large reserves of natural resources. Gas is one of the most demanded energy resources in the world today. Kazakhstan is one of the 30 leading countries in terms of gas reserves and production, while constantly increasing its production potential and expanding its sphere of influence in the gas field in the world. In percentage terms, Kazakhstan owns 1.7% of the world's proven natural gas reserves. This article analyzes the indicators of the country's gas industry development. There was prepared a forecast of natural gas production up to 2030, it was made using the Brown model of moving average (CC model). The analysis of indicators of gas transportation through pipelines, such as transit and export, is made. The location on the map plays an important role in the development of the gas industry in Kazakhstan, as gas pipelines connecting Europe and Asia pass through its territory. Transit gas pipelines are used both for gas supplies to the domestic market of the country and for gas exports. The total length of high, medium and low pressure gas pipelines in Kazakhstan is 28,628 km. In addition to positive indicators indicating the stable development of the industry, the factors hindering the development of the gas industry of the Republic of Kazakhstan are identified.
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Smith, Edmond. « Corporate naval supply in England’s commercial empire, 1600–1760 ». International Journal of Maritime History 31, no 3 (août 2019) : 574–89. http://dx.doi.org/10.1177/0843871419860693.
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Britain’s imperial and commercial success rested on maritime links. Whether trading wool across the Channel to Europe, seeking spices in South Asia or importing sugar from the Caribbean, shipping was an essential resource. Yet, to undertake these trades, merchants required naval supplies – finished ships, timber to build them and stores to fill them – that were not always easily accessible. This challenge was particularly apparent in the early seventeenth century for trading corporations whose specific needs demanded innovative approaches to the naval supply problem. This article examines the responses of English corporations to the challenge of supplying its international shipping by focusing on activities on each side of the Atlantic. First, it assesses the development of the East India Company’s docks at Blackwall and Dundaniel, before turning to a detailed study of ship-building and supply in Virginia and New England. In doing so, this article highlights the importance of naval supply to Britain’s north Atlantic empire, both in terms of the rhetorical support for empire and the economic incentives of participants. This reveals how traditional interpretations of Britain’s naval development have too often focused on state-driven activities (particularly from the very end of the seventeenth century) and failed to examine the complex, sometimes chaotic attempts by private individuals and corporations to overcome the naval supply challenges common to this early period of globalisation.
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Kuo, Kuo-Cheng, Hsiao-Yun Yu, Wen-Min Lu et Thu-Thao Le. « Sustainability and Corporate Performance : Moderating Role of Environmental, Social, and Governance Investments in the Transportation Sector ». Sustainability 14, no 7 (30 mars 2022) : 4095. http://dx.doi.org/10.3390/su14074095.
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This study employs the two-stage dynamic data envelopment analysis model to examine sustainability and corporate performances of the 29 largest multinational enterprises in the transport manufacturing industry from 2015 to 2019. The results show that, on average, sustainability has a positive relation to corporate performance and sustainability performance is better than corporate performance for all multinational enterprises (MNEs). In addition, we also found that corporate social responsibility (CSR) acts as a moderator in the relationship between sustainability and corporate performances. Overall, the American group leads the others in sustainability performance, followed by Asia and Europe. On the other hand, Europe has the highest score in terms of corporate performance. In terms of size, the results show that it is positively related to corporate performance. In contrast, leverage has a negative relationship with corporate performance. The findings of this research can assist inefficient MNEs in identifying areas for advancement by learning from their peers and provide perspective and insights into the plans for MNEs’ strategies and decisions in the future.
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Bardsley, James S. « Establishment of Human Tissue Banks ». Human & ; Experimental Toxicology 13, no 6 (juin 1994) : 435–37. http://dx.doi.org/10.1177/096032719401300612.
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Mounting interest in Europe over the incorporation of the human biological model in the laboratory has been fuelled by scientific advances and the much improved accessibility to human tissue. The collection of tissue is complicated by a host of ethical considerations and lack of public awareness of the benefits of donation to research and education. In the United States, the International Institute for the Advancement of Medicine (IIAM) has been successful in networking the cooperation of organ banks, tissue banks and hospitals, to collect otherwise discarded anatomical gifts with consent from the donor or donor's next of kin for medical research applications. IIAM is a non-profit, non-transplant anatomic bank that is provisionally licensed in the state of New York- one of the first states to implement comprehensive licensing procedures. Over the last year, IIAM has been serving a growing number of investigators in Europe with both fresh and frozen preparations. However, the various logistical problems in transAtlantic transportation and economic considerations warrant the exploration of establishing a satellite bank in Europe that would entail a more efficient and cost effective service to this region. This permanent facility would have access to IIAM's frozen inventory of tissue and tissue-derived protein samples, and would serve to facilitate the provision of fresh tissue, cells and slices to European researchers requiring such materials for their studies.
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Puskás-Tompos, András. « DR and Aggregators status in CSE Europe ». Proceedings of the International Conference on Business Excellence 16, no 1 (1 août 2022) : 1219–36. http://dx.doi.org/10.2478/picbe-2022-0112.
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Abstract Global warming is one of the biggest challenges of our times. This phenomenon is largely due to the emissions coming from the burning of polluting fossil fuels in the process of electricity generation. In 2019 generation of electricity and heat, together with transportation accounted for more than two thirds of total emissions from fuel combustion. In addition, these sectors were mainly responsible for most of the global growth since 2010. According to the EU’s green vision, Member States have to decrease their CO2 emissions by 55% until 2030, compared to levels from 1990 and by 2050 they have to become carbon neutral. In recent years we could observe positive trends in the increase of green energy generation. The only issue is that by phasing out dispatchable polluting generation and adding non-dispatchable generation units to the electricity grids more demand flexibility is needed. Low-cost solutions to generate the mandatory flexibility necessary for system stability and reliability are Demand Response (DR) programs. The implementation of DR programs usually is made via a new market participant and new service provider entitled aggregators. Aggregators’ main role is to manage directly or indirectly end consumers’ electricity consumption flexibility. Electricity consumers can obtain incentives or can pay less for their electricity bills if they agree to shift or curtail their electricity consumption. In order to promote DR programs, as well as to increase the contribution of aggregators, the EU supports these programs through Directives. Energy Efficiency Directive 2012/27/EU encourages implementation of DR in energy markets, while Directive (EU) 2019/944 defines the independent aggregator. Further, to support these programs, a large-scale smart metre rollout is going on in EU countries. The objective of current research is to analyse the implementation level of DR in Central and South East (CSE) Europe, as well as to provide a comparative analysis in regards of smart metres rollout in developed countries versus those under development. In order to test the hypothesis, during the research the author used qualitative analysis methods such as comparative studies, desk research and case studies. The novelty of this research consists in the presentation of DR programs and aggregators development together with current state in CSE Europe.
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Păunescu, Dragoș-Mihai. « MILITARY MOBILITY IN THE EUROPEAN THEATRE ». STRATEGIES XXI - Security and Defense Faculty 17, no 1 (10 novembre 2021) : 208–12. http://dx.doi.org/10.53477/2668-2001-21-25.
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To ensure its defense and deterrence posture, NATO has to prove the ability to quickly deploy, reinforce and sustain its forces across the entire SACEUR Area of Responsibility. To ensure the end-state of free deployment of forces across Europe, the Alliance identified the need to abolish legal and administrative barriers and to improve the infrastructure status and transportations capacity. Both NATO and the European Union recognized the military mobility deficiencies as a strategic vulnerability for Europe in case of a peer-to-peer conflict scenario.
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Mako, Peter, Andrej David, Andrea Galierikova et Matus Materna. « Globalization Impact on the Maritime Trade between the USA and the Slovak Republic ». SHS Web of Conferences 92 (2021) : 07039. http://dx.doi.org/10.1051/shsconf/20219207039.
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Research background: The paper background is based on the importance of maritime trade. The paper offers a proposal for container transport in two different directions along two different transport routes, taking into consideration all trends in the development of port transhipment facilities as well as the development of container transport. The final comparison is determined based on criteria such as speed and complexity of the transport, distance, price for transportation, as well as the risk of endangering the cargo due to shipping through risky geographical areas. These factors, together with other facts, significantly contribute to the final choice of the shipping route both by the shipper and the carrier. Purpose of the article: The main purpose of this paper is to present the basic possibilities of container transportation by sea between North America and Europe, to express the importance of the Transatlantic maritime transport route and to offer a comparison of two transport proposals in a case study.The main objective of the paper is to evaluate the impact of globalization on maritime trade between the USA and Europe, especially the Slovak Republic. Given the rapidly evolving maritime transport situation between North America and Europe, special consideration is also given to the current technical equipment and transhipment technology in the ports through which this trade takes place. Methods: The method used in the paper is the least squares method, that will be used on the prediction of future stage of maritime trade between Slovakia and the USA. For this purpose, methods of regression and correlation analysis will be also used. Findings & Value added: According to data from Review of Maritime Transport between 1995 – 2018, the prediction of stage of maritime trade will be made. The development of the maritime trade will be also predicted.
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Krzymowski, Adam. « The importance of Ukraine’s political and economic relationship with the United Arab Emirates for the Lublin Triangle ». Economic Annals-ХХI 184, no 7-8 (10 septembre 2020) : 16–28. http://dx.doi.org/10.21003/ea.v184-02.
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The presented research paper demonstrates the dynamic development of political and economic relations between Ukraine and the United Arab Emirates as well as their importance for projects involving the implementation of the Lublin Triangle. The results and findings of the research show that without taking into account the state-owned company from Dubai DP World, the success of the strategic cooperation between Ukraine, Poland, and Lithuania in transportation, as well as in the energy sector, will be limited. For this reason, it is necessary to include the Emirate company in some projects of the Lublin Triangle. Moreover, strategic alliances of the United Arab Emirates with states and international organizations of the Euro-Atlantic community, including the European Union and the North Atlantic Treaty Organisation, should be noted. In this context, the strategic importance of the UAE’s partnership with Central and Eastern Europe should be taken into account. Moreover, a close, deep alliance with the United Arab Emirates will contribute to increasing the impact of the Lublin Triangle states on transatlantic partners. In addition, the UAE, being an economic and trade hub where the interests of Europe, the United States of America, the Middle East, Africa and Asia intersect, can contribute to increasing the role of Central and Eastern Europe in the global dimension. The Emirati company DP World is one of the largest global corporations, with around 150 branches in the world and working for seaports, terminals, industrial parks, logistics and economic zones. So, this Emirati economic entity has great potential in ensuring Central and Eastern Europe an effective supply chain and stable development of trade in the upcoming increasingly aggressive economic wars.
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Mohamed, Kadra Ismail. « IMPACT OF CHINA’S INVESTMENT ON AFRICA TRADE AND FINANCING : CASE OF DJIBOUTI ». Advanced International Journal of Banking, Accounting and Finance 3, no 9 (31 décembre 2021) : 75–85. http://dx.doi.org/10.35631/aijbaf.39006.
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China economic reform led to increase substantial bilateral commercial relation between china, and rest of the world particularly African countries. African soil is rich with natural resources, which is yet to exploit. Moreover, some horn African countries exhibit vibrant and strategic port that link the trade between Africa, Europe and Asia countries. As result, china has become sources of funding, strong trade partner and major investor for those countries. For the past eleven years china has succeed to seize the Djibouti ports, hence china win strategical points. This is because Djibouti lies at the intersection of shipping lanes vital to many economics in both Europe and Asia; and it is the gateway of landlocked country in horn of Africa (Ethiopia). Therefore, china has widely invest in Djibouti in term of providing funding for construction, bilateral trade mostly maritime financing. This study is intend to analyse the long-term effect of china’s investment on trade and financing in Djibouti. To analyses the case, this study used trade and debt data of Djibouti from 1992 to 2019. The finding confirmed that china investment positively affect the trade activities as well as transportation logistic, but it adversely affect the financial state of Djibouti.
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Kettle, Anthony J. « Storm Anatol over Europe in December 1999 : impacts on societal and energy infrastructure ». Advances in Geosciences 56 (23 décembre 2021) : 141–53. http://dx.doi.org/10.5194/adgeo-56-141-2021.
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Abstract. Storm Anatol impacted the North Sea and northern Europe on 3–4 December 1999. It brought hurricane force winds to Denmark and northern Germany, and high winds also in Sweden and countries around the Baltic Sea. For many meteorological stations in Denmark, the wind speeds were the highest on record and the storm was ranked as a century event. The storm impacts included extensive forest damage, fatalities, hundreds of injuries, power outages, transportation interruptions, as well as storm surge flooding on the west coast of Denmark. Strongly committed to wind energy, Denmark lost 13 onshore wind turbines destroyed during the storm. An important industry insurer noted that this was a remarkably low number, considering the storm intensity and the large number of turbines (>3500) installed in the country. In 1999, offshore wind energy was just getting started in Europe, and the storm provided an important test of environmental extreme conditions impacting offshore infrastructure. This contribution takes a closer look at the regional met-ocean conditions during the storm. A brief overview is made of the wind field and available wave measurements from the North Sea. An examination is made of water level measurements from around the North Sea to characterize the storm surge and identify possible meteo-tsunamis and infragravity waves. Offshore accidents are briefly discussed to assess if there had been unusual wave strikes on shipping or platforms. At the time of the storm in 1999, there was a growing awareness in the scientific community of possible changes in ambient sea state conditions and the increasing threat of rogue waves. The offshore wind energy community had become aware from the impact of rogue waves from damage at the research platform FINO1 in the southern North Sea during severe storms in 2006, 2007, 2009, and 2013. Storm Anatol may have been another rogue wave storm at an earlier stage of offshore wind energy development.
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Gnap, Jozef, Juraj Jagelčák, Peter Marienka, Marcel Frančák et Mária Vojteková. « Global Assessment of Bridge Passage in Relation to Oversized and Excessive Transport : Case Study Intended for Slovakia ». Applied Sciences 12, no 4 (12 février 2022) : 1931. http://dx.doi.org/10.3390/app12041931.
Texte intégralRésumé :
The development of an economy and, in particular, the construction of new infrastructure as well as industrial enterprises creates demand for the road transport of oversized freight that exceeds the maximum permissible total mass of vehicle combinations with its share on the axles. Failure to comply with the defined technological processes and a deficiency in the assessment of permitting such forms of transportation can have a large adverse effect, predominantly on the lifetime of bridges in a road network, which can have international implications as well. There is no legislation adopted by the EU Member States, which would at least partially unify the authorisation procedures of these forms of transportation and, therefore, it results in problems when crossing borders and leads to differences related to the assessment of bridge passages. If there is no systematic inspection of this kind of transportation, it can lead to permanent damage of these bridges as well. Currently, and not only in Slovakia but also in other states, the assessment of bridge passage for certain routes is used for heavy and oversized transportation. It means that if we use 100 transports, 100 assessments of individual routes are needed, although some are the same routes or the same vehicles/vehicle combinations used for a number of transports. Thus, the authors designed a global assessment for bridge passage in relation to heavy and oversized road transport while verifying it in the conditions of the EU Member State from Central Europe–Slovakia. Roads are full of different types of vehicles/vehicle combinations for which the axle loads and distances of the axles (wheelbases) are important. Thus, there were vehicle/vehicle combinations parameters (big data) observed, for which the routes relating to heavy and/or oversized transportation were assessed from 1 January 2016 to 31 December 2020 in Slovakia. The global assessment of bridge passage introduces an entirely new approach within the procedure for obtaining a special permission for road use as well as within transport use itself. Given the low presence of freight with an abnormal axle load or enormous total mass, it is appropriate to define the limited conditions under which it would be possible to implement the global assessment in practice as well.
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Goncharova, A. R., et I. A. Stoyanova. « Characteristics of geoecological local conditions for the construction of communications to ensure the transit of products from extractive industries ». Mining informational and analytical bulletin, no 6-1 (20 mai 2020) : 163–75. http://dx.doi.org/10.25018/0236-1493-2020-61-0-163-175.
Texte intégralRésumé :
The sale of extractive industries products on the international market is important not only for the development of mining enterprises, but also for replenishing budgets at various levels and solving social employment problems, which will be particularly important in the post-crisis period. Currently, the state has two main tasks for the coal industry: increasing exports and reducing the negative impact on the environment of mining and transportation processes, including coal transshipment at ports. The creation of new Russian transit sea communications in the face of the loss of a number of ports in the Baltic States will increase the volume of cargo transportation between Russia, Asia and Europe. In these conditions, the geo-ecological safety of port terminals for the transit of products from extractive industries is of particular importance. At the same time, such security involves preventing and reducing the negative impact on all components of the natural environment, including the conservation of animal and plant life, biota in General for the sustainable development of territories. The Economics of nature management or ecological Economics up to now gives very approximate and insufficiently objective economic estimates of the reproduction of plants and animals, so the first stage of such an assessment is a characteristic of local environmental conditions and bioresources in the areas of construction of transit communications. Study on the impact of new facilities on biological resources deepen and expand scientific understanding of geoecologically security. The article provides a brief description of the flora and fauna and their possible losses in the area of the projected universal commercial port terminal, which, among other things, transports and transits coal.
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Melenchuk, T. M., N. M. Artsybasheva, D. O. Purich, O. V. Kovra et V. M. Melenchuk. « INCREASING THE EFFICIENCY OF LOGISTICS PROCESSES OF TRUCK TRANSPORTATION IN THE ODESSA REGION ». Key title : Zbìrnik naukovih pracʹ Odesʹkoï deržavnoï akademìï tehnìčnogo regulûvannâ ta âkostì, no 2(21) (2022) : 42–49. http://dx.doi.org/10.32684/2412-5288-2022-2-21-42-49.
Texte intégralRésumé :
An extensive network of all types of transport operates in Odesa and the Odesa region. All of them are closely related and mutually complement each other. The geographical position in the center of Europe and access to the Black Sea gives the Odesa region the opportunity to create a transport system with a high indicator of the intensity of cargo transportation from ports, in particular by road and other highways of Ukraine. Therefore, the issue of improving the efficiency of logistics processes of freight transportation in the Odesa region is urgent. Since these processes should be considered against the background of logistics relations between Ukraine and the EU countries, in order to achieve the indicated goal, the identification of a quantitative and qualitative assessment of the modern state of the logistics system and the determination of the main directions for optimizing the logistics service of goods flows between Ukraine and the EU countries, using the example of the Odesa region, are important tasks. The object of the study was chosen specifically for road transport, we will give the factors that reveal the advantages of its use. The given indicators of cargo transportation in the Odesa region over the past 18 years indicate a stable trend towards an increase in both cargo transportation in general and by road transport. The analysis given in the work showed that the enterprises of the transport system of the Odesa region during the research period have a positive dynamic of development. Along with this, there are problems related to the chain: "supply - production - distribution - consumption" in the development of the transport industry. Having important transport highways and all types of transport on its territory, the Odesa region can be considered as a main multifunctional transport complex, which combines transport, trade, financial and information flows. All this is accompanied by cargo processing, interaction of various types of transport. This approach will allow improving and increasing the efficiency of the transport system of the Odesa region, and therefore the entire transport complex of Ukraine.
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Mozakka, Masih, Mohsen Salimi, Morteza Hosseinpour et Tohid N. Borhani. « Why LNG Can Be a First Step in East Asia’s Energy Transition to a Low Carbon Economy : Evaluation of Challenges Using Game Theory ». Energies 15, no 17 (5 septembre 2022) : 6476. http://dx.doi.org/10.3390/en15176476.
Texte intégralRésumé :
As countries scramble for cleaner energy production and to meet carbon reduction targets, natural gas seems to become an increasingly attractive option with liquified natural gas (LNG) as a popular transportation choice. In this paper, we first conduct a literature review and discuss the various factors affecting the global natural gas market, its recent history, current state, and future. Then we look at the possibility of East Asia becoming an alternative market to Europe for Russian LNG. We also bring in the US both as a political force that employs economic sanctions and as a potential LNG supplier. As a case study, we define a 3-player game between Russia, The United States, and Japan which results in relative market stability. In the case of sanctions against Russia, we conclude that it will lose its foothold in the Japanese market in the long term. Finally, we discuss the potential of LNG trading as the first step for East Asia’s energy transition to a low-carbon economy.
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Telegin, Anatoly I., Svetlana V. Miloslavskaya Miloslavskaya, Dmitry A. Korshunov et Ekaterina S. Nasedkina. « Concept and algorithm of justification of transport and logistics schemes for delivery of export-import dry cargo with participation of river transport of Russia ». Russian Journal of Water Transport, no 68 (15 septembre 2021) : 163–71. http://dx.doi.org/10.37890/jwt.vi68.190.
Texte intégralRésumé :
The article discusses the development of the transport of dry goods, including in containers, along the inland waterways of Russia. The authors presented the concept and algorithm of substantiating transport and logistics schemes for the delivery of export-import dry cargo with the participation of river transport, since it is here that justified and comprehensive state measures are needed to increase the role of this transport in cooperation with railway, road and sea modes of transport. Factors that negatively affect the functioning of river transport are described, topical transport and logistics schemes for the transport of dry cargo are proposed: through the Northern Sea Route or railway transport (Alternative - through Gibraltar and the Suez Canal); through the international transport corridor (ITC) «North-South»; the scheme of transportation of export-import dry cargo to the regions of Russia and vice versa "Western Europe - Russia." The conclusion contains a list of measures to develop further research.
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Janecki, Maciej, Artur Nowicki, Alicja Kańska, Maria Golenko et Lidia Dzierzbicka-Głowacka. « Numerical Simulations of Sea Ice Conditions in the Baltic Sea for 2010–2016 Winters Using the 3D CEMBS Model ». Polish Maritime Research 25, no 3 (1 septembre 2018) : 35–43. http://dx.doi.org/10.2478/pomr-2018-0094.
Texte intégralRésumé :
Abstract Sea ice conditions in the Baltic Sea during six latest winters – 2010/2011 to 2015/2016 are analysed using coupled ice–ocean numerical model 3D CEMBS (3D Coupled Ecosystem Model of the Baltic Sea). Simulation results are compared with observations from monitoring stations, ice charts and satellite data. High correlation between model results and observations has been confirmed both in terms of spatial and temporal approach. The analysed period has a high interannual variability of ice extent, the number of ice days and ice thickness. Increasing number of relatively mild winters in the Northern Europe directly associated with climate change results in reduced ice concentration in the Baltic Sea. In this perspective, the implementation and development of the sea ice modelling approach (in addition to standard monitoring techniques) is critical to assess current state of the Baltic Sea environment and predict possible climate related changes in the ecosystem and their influence for human marine–related activities, such as fishery or transportation.