Статті в журналах: "Industrial port territories"

1

Orlova, Vlada, Igor Ilin, and Svetlana Shirokova. "Management of port industrial complex development: environmental and project dimensions." MATEC Web of Conferences 193 (2018): 05055. http://dx.doi.org/10.1051/matecconf/201819305055.

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Experience of the leading port industrial complexes indicated high socio-economic performance indicators. However, not every port becomes a basis for formation of a port industrial complex. In different countries, formation happens differently. According to the functional problems, Russian port industrial territories have a lack of development of managerial approaches to its formation and development. Overview of the development of Russian port industrial complexes shows that shortage of research on strategical management, including investment and institutional aspects, leads to an absence of methodological basis for engineering industrial port zones, as well as its strategical development. This requires detection of typical problems of the development of Russian and foreign port industrial complexes, definition of influencing factors, and systematization of managerial experience. During research process, methodology for system economic theory, which is best suited for a complicated territorial facility, was used. Such methodology considers interrelations among environmental, process, project, and object aspects. Namely, the problems of formation and development of port industrial complexes, as well as factors contributing to its growing potential, were identified and systematized in comparative order.

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2

Yeksarova, Nadia, Vladimir Yeksarev, and Andrey Yeksarev. "Potential for architectural adaptation port silos." VITRUVIO - International Journal of Architectural Technology and Sustainability 7, no. 1 (June 29, 2022): 92–103. http://dx.doi.org/10.4995/vitruvio-ijats.2022.17455.

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Post-industrial port structures occupy significant territories and play an important role in the architectural environment of port cities. Constantly changing social needs predetermine the search for new ideas and approaches to the reintegration of the former port territories and structures. The general tendency to preserve the integrity and successive development of the urban environment is the rejection of demolitions, unpromising losses from the standpoint of ecology, culture and economics. Architectural adaptation of a unique historical form (from an individual object to a territory) contributes to its integration into the urban infrastructure; is the art of connecting past and present. The article analyzes the potential of the combined urban planning and architectural value of historical silos as integral elements of port areas, with the aim of their reuse and sustainable development. The catalyst for the search for new ideas for filling, for a vivid imaginative solution of the “space of the future” is the characteristics of port engineering and technical structures (silos, warehouses, berths, cooling towers, etc.), their town-planning value. The overlap of different moments in time stimulates social interaction, forms the “spectacularity of opportunities”, a creative industry. The paper considers the trends and methods of adaptation (transformation, smart reuse) of port territories and silos into a dynamic sustainable environment.

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3

Hauser, Stephan, Penglin Zhu, and Asma Mehan. "160 Years of Borders Evolution in Dunkirk: Petroleum, Permeability, and Porosity." Urban Planning 6, no. 3 (July 27, 2021): 58–68. http://dx.doi.org/10.17645/up.v6i3.4100.

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Since the 1860s, petroleum companies, through their influence on local governments, port authorities, international actors and the general public gradually became more dominant in shaping the urban form of ports and cities. Under their development and pressure, the relationships between industrial and urban areas in port cities hosting oil facilities evolved in time. The borders limiting industrial and housing territories have continuously changed with industrial places moving progressively away from urban areas. Such a changing dynamic influenced the permeability of these borders. Port cities are nodes and logistic points where various flows of commodities, wealth, and knowledge gathered before further re‐distribution. These flows affected port cities by changing their spatial organization and the availabiity of space between borders. The main question here is: How did industrial and urban borders evolve through time in port cities? Through a historical analysis, the article explores the settlements of oil facilities and the influence of oil companies over local, regional, and national governments in creating borders and how it influenced the porosity of port cities. This article, through the petroleum narrative, illustrates the impacts of past borders on the contemporary urban form through the evolution of the French port city of Dunkirk, in the North of France. As a historical study, the article analyzes the changing relationships between petroleum industrial sites and housing areas in the city of Dunkirk, using aerial pictures, archival sources, and regulations of different periods. The importance of this analysis lies in knowing that former oil sites previously located on the periphery of Dunkirk, that were forgotten by the authorities are now located within the current urban tissue. This process demonstrates the importance of historical developments to understand current challenges in the urban planning of industrial port cities.

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4

Taratorina, Olga Sergeevna. "Efficiency of implementing measures of state support for territories of advanced development." Social'naja politika i social'noe partnerstvo (Social Policy and Social Partnership), no. 9 (September 7, 2022): 631–39. http://dx.doi.org/10.33920/pol-01-2209-06.

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To solve the problems of socio-economic development of the Far East, such innovative mechanisms have been developed and launched today as territories of advanced socio-economic development, the free port of Vladivostok, infrastructure support for investment projects, a mechanism for free provision of land plots to citizens of the Russian Federation, reduction of electricity tariffs for industrial consumers of the Far East, prioritization of state programs of the Russian Federation and programs state-owned companies in the interests of the development of the Far East, implementation of social development plans for economic growth centers, preferential mortgage at a rate of 2 percent per annum for young families and participants of the Far Eastern Hectare program, Eastern Economic Forum, electronic visa for foreign citizens arriving at the free port of Vladivostok, investment quotas for fishing, subsidizing interest rates on loans from investors of advanced development territories and the free port Vladivostok, preferential financing of large investment projects and small and medium-sized businesses. This article presents proposals on methodological support for assessing the effectiveness of state support measures. Methods of analysis and synthesis, generalization of data and economic analysis were used.

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5

Novikov, A. V. "Economy of the Arctic coastal territories: analysis of the state and development trends." Arctic: Ecology and Economy 12, no. 2 (June 2022): 200–210. http://dx.doi.org/10.25283/2223-4594-2022-2-200-210.

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The article deals with the issues of economic development of the coastal territories of the Russian Arctic (blue economy). The author assesses the state and development of certain sectors of the blue economy, including marine (coastal) biological resources, mineral resources and hydrocarbons, renewable energy, seaports and infrastructure, coastal tourism. He shows the influence of the economy of coastal territories on socio-economic development, the creation of new jobs, the investment attraction, the traditional crafts of the indigenous peoples of the North and the improvement of the population living standards. The author identifies the development trends of the Arctic coastal territories, which consist in the complex nature of industrial development of the territory taking into account the requirements of environmental protection, the development of renewable energy sources (solar, wind energy), modernization of port infrastructure, creation of a network of specially protected natural Arctic territories.

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6

Tello Toapanta, Zaira. "Impactos en el mercado inmobiliario logístico e industrial provocados por el interpuerto Quadrante Europa : Verona, Italia = Impacts on the logistic and industrial real estate market caused by the Quadrante Europa inter-port : Verona, Italy." Territorios en formación, no. 18 (December 18, 2020): 68. http://dx.doi.org/10.20868/tf.2020.18.4605.

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ResumenUn interpuerto es una estructura compleja con el objetivo de desarrollar la intermodalidad a través de sus servicios logísticos avanzado y maximizar la velocidad del tránsito de mercancías. Esta investigación analiza el interpuerto Quadrante Europa, considerado el número uno en Europa, ubicado en la región Veneto que ocupa el segundo lugar a nivel nacional por la incidencia del consumo del suelo, con un alto índice de galpones abandonados. El estudio identifica los impactos que provoca el interpuerto en el mercado inmobiliario logístico y su relación según su cercanía. Los instrumentos utilizados son mapas georreferenciados, un análisis comparativo entre cuatro áreas de influencia y entre ciudades con y sin interpuerto en sus territorios. Se confirma la hipótesis que la cercanía al interpuerto influye en los precios de arriendo y venta de galpones y se evidencia una alta oferta de arriendo y venta de galpones en ciudades intermedias a interpuertos.AbstractAn interport is a complex structure with the aim of developing intermodality through its advanced logistics services and maximizing the speed of the transit of goods. This research analyzes the Quadrante Europa inter-port, considered number one in Europe, located in the Veneto region, which ranks second at the national level due to the incidence of land use, with a high rate of abandoned sheds. The study identifies the impacts caused by the inter-port on the logistics real estate market and their relationship according to its proximity. The instruments used are georeferenced maps, a comparative analysis between four areas of influence and between cities with and without interport in their territories. The hypothesis is confirmed that the proximity to the inter-port influences the prices of leasing and sale of warehouses and a high supply of leasing and sale of warehouses in intermediate cities to inter-ports is evidenced.

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7

Potseshkovskaya, I. V., and A. N. Soroka. "Revitalization of urban industrial areas based on sustainable development principles." E3S Web of Conferences 266 (2021): 08012. http://dx.doi.org/10.1051/e3sconf/202126608012.

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The article considers the formation of industrial territories in the structure of a historical city and the need to revitalize them in modern conditions on the basis of an integrated approach. Its goals and main objectives of revitalization are given. The problem of the industrial “belt” of the historical city, in particular, the “Grey Belt” of Saint Petersburg, and the potential of depressed former industrial areas in the structure of the city are shown. Examples of reconstruction and adaptation for the new functions of New Holland Island, the revitalization of a part of the territory of the Sevkabel Port plant into public space, and the Loft Etagi Project in the industrial zone in St. Petersburg are described.

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8

KRAVCHENKO, Oksana, and Iryna FEDOSIEIEVA. "The sea trading ports and the sea agencies in Ukraine in the conditions of the world economy globalization." Economics. Finances. Law, no. 6 (June 26, 2020): 34–36. http://dx.doi.org/10.37634/efp.2020.6.8.

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Ukraine is a maritime state, with numerous sea and river ports. This is an integral part of the country's transport and industrial infrastructure. Services provided by seaports and maritime agency services for the organization and establishment of the process of interaction between ships and ports are in great demand, but need to be improved in the context of globalization of the world economy and growing consumer needs. The purpose of the work is to research the system of sea trade ports and sea agencies in Ukraine in the context of globalization of the world economy, to identify priority areas and principles of sea trade ports development in Ukraine. Ukrainian ports have all the opportunities for full participation in world transport flows. The primary goal is to ensure the sustainable development of seaports, increase their capacity, and encourage the improvement of quality in the provision of maritime agency services. This should ensure the growth of cargo flows through increasing of competitiveness, and allow to use the full transit potential of Ukraine. The globalization of the world economy has provoked the diversification of port products and services, which in modern conditions go beyond the ordinary port. The development of distribution functions of ports is due to the emergence in the territories close to ports of enterprises and organizations that are associated with industrial production, commercial, information, financial and other types of service of goods passing through port areas. The goal of the Ukrainian port industry should be to ensure the permanent growth of cargo turnover. The dynamics of the industry's development largely depends on the development of private stevedoring companies, and improving the reliability, quality, and easiness of maritime agency services using.

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9

Grinchak, Е. А. "Research of Factors for Economic Development of the Far East and Arctic." Вестник ТОГУ, no. 2(73) (June 24, 2024): 137–46. http://dx.doi.org/10.38161/1996-3440-2024-2-137-146.

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The article contains a correlation analysis of development factors in the Far East and the Arctic for the period of 2013-2022. The results of the study have shown, that the development of the Far East has been dominated by economic and geographical factors related to the proximity of regional and world markets, as well as the level of the economically active population in them. Organizational and economic socio-economic factors (the volume of industrial production and the availability of qualified personnel) have also been the strong factors. The importance of import of machinery, equipment and vehicles, as well as institutional regimes of investment activity (territories for advanced development, the free port of Vladivostok and others) are noted. As for the Arctic, its economic development has been determined equally by natural-climatic, organizational-economic and socio-economic factors, which include mining, the volume of industrial production, as well as the growth of human capital and unemployment rate.

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10

Коржук, Андрей, and Andrey Korzhuk. "DEVELOPMENT OF THE RUSSIAN FAR EAST AS A LOCOMOTIVE FOR THE ECONOMIC GROWTH OF THE COUNTRY." Bulletin of Kemerovo State University. Series: Political, Sociological and Economic sciences 2017, no. 3 (September 25, 2017): 43–48. http://dx.doi.org/10.21603/2500-3372-2017-3-43-48.

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The article is devoted to the issues of economic development of the Far Eastern territories of Russia. The Russian Far East occupies a rather advantageous economic and geographical position in Russia and the Asia-Paciﬁc region since it borders with China, Japan and the United States. The purpose of the research is to determine the main directions for improving the economic development of the Far Eastern coastal territories, to compare the development of the coastal territories of the Far East, namely, the territory of Primorsky Krai with other countries, to provide a comparative analysis and draw certain conclusions. The area of the region makes up 36 % of the whole Russian territory while its population is only 4 % of the country’s population, which is due to severe weather conditions and weak economic development. The gross regional product to the Far East accounts for 5.7 % of the GRP of Russia. The paper features foreign experience in the development of coastal territories in the USA, China, Japan and Canada. It can be concluded that Russia signiﬁcantly lags behind these countries in terms of GDP, exports, involvement in trade with the Asia-Paciﬁc Region, and the sale of manufacturing products. A comparative analysis showed that the industrial structure of Russian coastal areas is similar only with those of Canada in raw material orientation of shipped goods, population of the port cities, whereas the indicators of the volume of Far Eastern cargo transportation in Russia lag behind all the countries examined. Apparently the main areas of development of the Far Eastern territories are: structural changes in the economy; attracting foreign investment in the creation of both mining, logging, and processing industries; development of transport infrastructure.

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11

Andrade-Suárez, María, and Iria Caamaño-Franco. "The Relationship between Industrial Heritage, Wine Tourism, and Sustainability: A Case of Local Community Perspective." Sustainability 12, no. 18 (September 10, 2020): 7453. http://dx.doi.org/10.3390/su12187453.

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Our research addresses wine tourism as a means of enhancing the heritage and industrial memory of wine. Specifically, it considers winery tours as a form of industrial tourism capable of boosting the sustainable development of winemaking territories. This article explores the significance and perception of wine tourism from the perspective of the local community by examining a specific case: The Port Wine Cellars in Vila Nova de Gaia (Portugal), where tourism and the wine industry are undergoing a greening process, sharing both cultural and commercial ties. The originality of this article lies in the empirical part of the research, which, using quantitative methods based on questionnaires, provides primary data regarding the relationship between sustainability and industrial wine tourism from the perspective of local residents, key agents in the promotion and success of the destination. In general terms, the results statistics obtained through a cluster analysis show that local perception of the impact of wine tourism in Gaia is favorable, and it is considered an element with the capacity to revitalize the economy and also enhance the city’s image. It is also seen as a sustainable option, attributable mainly to economic, cultural, and governance considerations.

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12

Mykhailyk, Olha. "TOWN PLANNING DEVELOPMENT OF COASTAL TERRITORIES AS AREAS OF PUBLIC SPACES." Urban development and spatial planning, no. 85 (March 29, 2024): 420–32. http://dx.doi.org/10.32347/2076-815x.2024.85.420-432.

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The impression of the city is formed on the basis of its public spaces, which are also formed on the coastal zones. The expressive, beautiful and convenient public space of the coastal zone is the face of the city, its presentation. Professionally organized embankments for residents' promenades with bicycle routes, parks, boat gardens, zones for active and quiet recreation are the decoration of the city fabric. The possibility of access to water for all citizens, the prohibition of the construction of transit highways and industrial enterprises, the prohibition of landfills, the organization of fixed landscaped coastal protective strips are necessary components of the public development zone of the coastal areas of the city. Today, only 15% of the Dnipro shoreline within Kyiv can be considered generally accessible with an appropriate level of comfort. The transformation of the Dnieper embankment of the capital into a center of elite housing and a transport corridor is an impoverishment of the urban fabric, the loss of an important public space of Kyiv. River embankments in Kharkiv (Lopan, Kharkiv) are not architecturally organized public spaces, because unlike the Western European formation of embankments with parade facades, in Kharkiv, the backyards of warehouse and industrial zones traditionally extended onto the coastal areas. Primorsky Odessa is «faceless»: Primorsky Boulevard is narrow (the length of the boulevard is several hundred meters), the famous Potemkin Stairs lead «to nowhere» (they do not have direct access to the sea, but lead to the Maritime Station), the majestic building of the Opera House «turned away» from seas, adjacent water areas are occupied by port harbors. The experience of the urban planning organization of the coastal zones of Budapest, Bratislava, the Danube cities of Germany and the Slavic Embankment of Venice is a worthy example of coastal zones where ancient traditions and modernity are combined - from ancient buildings and historical monuments to modern art and hip festivals, active recreation in nature with cognitive cultural - historical and gastronomic tourism. Cities of Ukraine lack urban development of coastal zones as public spaces. The world experience of revitalization of urban coastal zones, its transformation into an active urban public space is an example of modern urban planning trends.

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13

Zhuravel, Valery. "NORWAY’s ARCTIC STRATEGY AND SECURITY ISSUES." Scientific and Analytical Herald of IE RAS 23, no. 5 (October 31, 2021): 23–30. http://dx.doi.org/10.15211/vestnikieran520212330.

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The article examines Norway’s Arctic strategy and the country’s policy in the field of defence and security. It is noted that Oslo, among the countries of the Arctic Council, is the leader in the development and further improvement of strategies in the Arctic, taking into account the peculiarities of the country and its northern territories. The country is implementing one of the most innovative economic strategies in the region, developing high-tech sectors of the economy, reducing its dependence on the export of hydrocarbon raw materials, improving the administrative-territorial division of the country in the interests of developing the northern provinces. Attention is paid to the development of the industrial sector of the economy, transport (primarily port) infrastructure, scientific and educational complexes, Arctic tourism and recreational business, migration policy and support of the indigenous population. The author pays special attention to Norway’s place in NATO, noting that the North of Norway is becoming one of Scandinavia’s most militarised regions. It is emphasised that this greatly hinders international cooperation with the closest neighbours, primarily with Russia. It is necessary to seek to improve relations between our countries, even in the face of the current friction at the interstate level in matters of security and severe contradictions in the area of the Spitsbergen archipelago.

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14

Shin, Dong-Ho. "Governing Interregional Conflicts: The Planning Approach to Managing Spillovers of Extended Metropolitan Pusan, Korea." Environment and Planning A: Economy and Space 32, no. 3 (March 2000): 507–18. http://dx.doi.org/10.1068/a3290.

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A perennial problem of urban industrial growth is spillovers into adjacent governmental jurisdictions. The resulting intergovernmental conflicts provide a window, as a part of urban governance, into conflict management. This paper focuses on such conflicts and the several ways of resolving them that have been attempted in southeastern Korea, centred on the country's major port of Pusan. In one way or another, conflicts with neighbouring Kyungnam Province have been festering since the administrative separation of Pusan as a metropolis, coequal in rank with the province of which it had been the capital. Three approaches of solving the region's problem were tried, all involving the central government in Seoul: aggressive annexations by Pusan of Kyungnam territories; a bland form of nonbinding mediation through an administrative device called ‘association’, and, most recently, a tripartite collaborative form of interregional planning involving Pusan, Kyungnam Province, and the national Ministry of Construction and Transportation. Based on enabling legislation, the collaborative planning approach appears to be working and has been adopted by a number of other conflicted regions in Korea.

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15

Mikhaylyukova, Polina, Dmitry Petrakov, Olga Tutubalina, Mikhail Zimin, and Marina Vikulina. "Analysis of snow cover pollution in Arctic cities based on satellite albedo measurements." InterCarto. InterGIS 27, no. 1 (2021): 394–408. http://dx.doi.org/10.35595/2414-9179-2021-1-27-394-408.

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The article presents the results of the work devoted to the analysis of the Sentinel-2/MSI optical images applicability for monitoring the snow cover pollution in industrial Arctic cities. Initially, the authors evaluate the accuracy of calculating the albedo values from satellite images based on the albedo ground-based measurements with a pyranometer in Moscow and Kirovsk. Statistical analysis has shown a high correlation between ground-based and satellite albedo measurements, which makes it possible to use quantitative albedo values in the spatiotemporal analysis of snow cover contamination. For three cities (Murmansk, Vorkuta, Norilsk) that differ in physical and geographical conditions and the type of industrial enterprises, the analysis of snow cover contamination for the period 2016–2020 was carried out. For Murmansk, the main pollutant is coal dust from the seaport, where coal is handled in an open way. In early 2020. the city authorities have completed the construction of a dust screen around the port terminals to reduce urban pollution. The analysis carried out in the work showed that the installed screen significantly reduced the area of pollution in the city of Murmansk. For terrain height more than 120 m, the albedo values correspond to the maximum values for the selected date, which indicates that coal dust spreads for territories located at altitudes of less than 100 m. It was not possible to identify long-term dynamics of albedo values for Vorkuta and Norilsk. Polluted snow cover is observed at a distance of up to 10 km from polluting enterprises.

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16

Goncharova, A. R., and 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 (May 20, 2020): 163–75. http://dx.doi.org/10.25018/0236-1493-2020-61-0-163-175.

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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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17

Grigorishchin, Aleksey V., Tatyana Yu Sorokina, Maksim Yu Zadorin, Dilmurad B. Yakhyaev, and Irina E. Bashkina. "Economical and Legal Barriers and Its Potential Overcoming During the Northern Sea Route Exploitation in the Context of Pan-Asian Trade." Arctic and North, no. 46 (March 25, 2022): 79–106. http://dx.doi.org/10.37482/issn2221-2698.2022.46.79.

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The article provides a systematic analysis of the critical economic and legal factors affecting the current state of cargo flow in the Northern Sea Route in the convergence of the Asian and European markets. First of all, these are legal norms, environmental standards, economic efficiency and organizational and managerial motives, and the development of transport and port infrastructure along the route of the “historically developed national unified transport communication of Russia in the Arctic”. The authors pro-pose specific steps and recommendations to overcome obstacles that create an unfavorable barrier envi-ronment for logistics companies to strengthen cooperation and interaction on an equal and mutually beneficial basis with Russia and counterparty partners in the market. These include irregular deliveries due to the seasonal functioning of the transport route and ice conditions, a high level of tariffs due to low cargo flow, and the inability to transport return goods. Particular attention is paid to the need for international cooperation to implement large infrastructure projects for the development of the NSR and the industrial and economic development of the Arctic territories. The authors propose specific steps and recommendations to overcome obstacles that create an unfavorable barrier environment for logistics, stevedoring and insurance companies, infrastructure operators, ship-owners and regulatory authorities to enhance cooperation and interaction on Russia’s equal and mutually beneficial basis and counterparty partners in the international market.

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Nikitaeva, Anastasia, Olga Chernova, and Olga Dolgova. "Conceptualization for Decision-Making on Circular Economy Development in the Russian Black Sea Regions." Regionalnaya ekonomika. Yug Rossii, no. 4 (December 2022): 162–75. http://dx.doi.org/10.15688/re.volsu.2022.4.15.

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The specifics of the Russian Black Sea regions, manifested in the presence of a large number of opportunities and contradictions in the implementation of social and economic and environmental aspects of sustainable development, requires the search for new rational models of resource use. The most promising in this regard are the models of the circular economy. In accordance with this idea, this article is aimed at identification of the directions and levels of managerial decision-making for the development of a closed-cycle economy in the regions of the Russian Black Sea regions, taking into account the need for informational and analytical support for the relevant regulatory and self-regulatory processes. The study provides a detailed description of the specifics of economic potential of coastal territories of Krasnodar Krai and Rostov region. The paper shows that tourism and recreation, agriculture, and marine economic activity are important in the economy of the Russian Black Sea region. The priority is the development of industrial and port facilities that provide export-import operations. At the same time, there is a fragmentation of social and economic components of these territories and their selective development. Taking this fact into account, priority areas of application of circular models were identified: environmental regulation of the processes of social and economic development of coastal territories; efficiency improvement of marine economy; removal of restrictions and activation of growth points of the Russian Black Sea regions. This made it possible to structure the elements of the circular economy and measures for their implementation, as well as to build a simulation model of the interaction of industries in the Russian Black Sea regions. The analysis of the model showed that, despite the close interconnection of various industries, the process of circularization is not yet working on a regional scale, but there are prospects for the development of circular value chains. In accordance with this, indicators for monitoring the development of a closed-loop economy in relation to the levels of managerial decisionmaking were suggested. The framework of decision-making on the development of circular economy in the Russian Black Sea regions established in the work allows us to focus state policy on the implementation of plans that allow us to get closer to the achievement of the goals of regional sustainable development.

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Mihai, Natalia. "PROBLEMS AND PROSPECTS OF DEVELOPMENT OF SEAPORTS LOGISTIC INFRASTRUCTURE IN UKRAINE." Three Seas Economic Journal 1, no. 1 (July 1, 2020): 53–59. http://dx.doi.org/10.30525/2661-5150/2020-1-9.

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The article is devoted to the study of the seaports of Ukraine and the identification of problems in the development of their logistics infrastructure. The purpose of the paper is to study the main problems of development of logistics infrastructure of seaports of Ukraine and determine the benefits of forming effective logistics centers based on them. The methodological basis of the study is general scientific techniques and methods. In particular, the systemic approach, method of analysis and synthesis, logical and prognostic methods. The results of the study allow us to determine that the degree of integration of Ukraine’s port industry into the international community remains low. The productivity of transport infrastructure and logistics processes are low. Seaports, of which there have been 13 in 2019, have a high investment potential due to their specialization and geographical location of the country. Much has been done by the government to develop the port industry since independence, but today there are a number of important issues, including low levels of private investment due to instability and high risk of corruption in the domestic economy, declining seaport turnover due to unreliable maritime logistics systems, imperfect tariff policy and many others. The results of the paper are the study of the experience of forming logistics infrastructure abroad, in particular in Germany and the Netherlands, and the argument for the creation of multimodal logistics centers on the basis of the Ukrainian seaports. It is determined that a special role in their formation and control over their activities should belong to state and municipal authorities. When creating a multimodal logistics center, a comprehensive approach should be applied, which covers such areas of activity as: development of the logistics services market; optimization and development of transport infrastructure (ensuring the possibility of cargo handling by different modes of transport); effective investment policy; development of trade relations; environmental protection; development of territories, creation of industrial parks and social policy (location of multimodal logistics centers near large settlements, creation of additional jobs). The support for these areas will diversify the economy of those regions, in which seaports are located, and will have an overall positive impact on the country’s economy as a whole, increase its logistics potential and competitiveness. Value/originality. A detailed analysis of the Ukrainian seaports and existing problems in the development of their logistics infrastructure provides a better understanding of the need to create powerful multimodal logistics centers and the formation of a single information space for the integration of Ukrainian and European port industry.

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Stepanov, N. S. "THE ARKHANGELSK REGION AS AN ESSENTIAL PART OF THE RUSSIAN NORTH AND THE WESTERN GATE OF THE NORTHERN SEA ROUT." Federalism, no. 2 (July 22, 2019): 37–51. http://dx.doi.org/10.21686/2073-1051-2019-2-37-51.

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The Arkhangelsk region is one of 11 regions of the Russian Federation within the North-West Federal District (NWFD), which unites two economic regions — the North and North-West. Today it represents the largest region of the whole European part of Russia. The article discusses the changing role of the Archangelsk lands in the historical context and their ability to develop in the modern, sometimes not always simple conditions of globalization of the world economy, where international cooperation comes to the fore, based mainly in this particular case on the export of natural resources, which are rich territory. At this time, the economic activity of the Arkhangelsk region is characterized by the predominant raw material component. Based on this, the most important strategic goal is the reorientation of the regional economy to the production of products of deeper processing and to a certain extent with high added value. This refers to the processing industry. The author pays great attention to the problems of small business in local conditions and focuses on such leading segments of the entire industrial complex as the forest industry and shipbuilding. Due to its geographical position, which is favorable from many points of view, the port city of Arkhangelsk itself is considered as a base for the development of the Arctic territories of the Russian Federation and the further effective use of the Northern Sea Route (NSR). Sincere concern to the creator of the article is caused by the environmental problems of the Arkhangelsk region and measures taken to protect the environment.

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Antonova, N. E. "Implementation of the state policy in the forest complex of the Khabarovsk territory: the current stage." POWER AND ADMINISTRATION IN THE EAST OF RUSSIA 93, no. 4 (2020): 37–47. http://dx.doi.org/10.22394/1818-4049-2020-93-4-37-47.

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The Khabarovsk territory is the main forest industry region of the Far-Eastern federal district. The forest complex of the Khabarovsk territory, within the framework of the implementation of the "new model" of development of the Far-Eastern federal district, is a recipient of applied measures of the state policy. In addition, it is under the influence of a nationwide industrial policy aimed at increasing the production of high value added products. The purpose of the article is to study the results of implementation of the state policy measures for development of the forest complex of the Khabarovsk territory. The main instruments of the regional development policy (territories of advanced socio-economic development, the free port of Vladivostok, investment support for infrastructure) and industrial policy (subsidies, priority investment projects, quotas for the export of logs) are considered, the practice of their application in the forest complex of the region now is analyzed. It is shown that the influence of the listed public policy instruments is unequal in the strength of their impact, focus, and choice of preferences on the part of companies. It was revealed that, despite the applied regulatory measures, the parameters of the functioning of the forest complex of the Khabarovsk territory demonstrate instability, which is associated, among the other things, with the strong dependence of complex on the situation in the Chinese market. It is concluded that the state support is aimed at creating the production facilities and reaching the design capacity and does not apply to their achievement of design payback, which, given the instability of the situation, leads to their loss ratio and stoppage. In addition, it was revealed that state support instruments are used mainly by large companies and, as a rule, already have preferences from the government. For small businesses, there is no opportunity to use the instruments of state support, which leads to reduction in their number, and as a consequence to decrease in the special social role of the forest complex in the municipalities of the region.

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Zenzile, Enoch. "The victimization of community members in the realm of traditional leaders at OR Tambo District Municipality, South Africa." International Journal of Research in Business and Social Science (2147- 4478) 12, no. 9 (December 18, 2023): 513–20. http://dx.doi.org/10.20525/ijrbs.v12i9.2896.

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Within the largely rural OR Tambo District Municipality (ORTDM), a significant number of community members continue to experience victimization annually. Crime continues to be a persistent issue for both individuals and society at large, with no resolution or justice achieved in its wake. The prevalence of crime in society significantly impacts individuals' behavior, residential choices, and decisions regarding their social activities, including the selection of locations and timing. Typically, individuals tend to experience an increase in fear of becoming a victim of crime, rather than a decrease. This article is characterized by its qualitative approach and use non-probability sampling methodologies. The study aimed to investigate the involvement of traditional leaders in safeguarding women, children, and the elderly from being victimized within the ORTDM community, encompassing the local municipalities of KSD, Ingquza Hill, Mhlontlo, Nyandeni, and Port St. Johns. The primary objective of this discussion paper was to ascertain the specific categories of criminal activities occurring within the territories governed by traditional leaders. This study further demonstrates the significance of examining rural crime and uncovers obstacles that hinder crime prevention in the ORDM. Fifty-eight traditional leaders were interviewed as crucial informants and custodians of the customs of different groups. Traditional leaders, research participants, and community members shared accounts of rape and murder during Imbizos. These incidents involved school-going youngsters and older individuals, including those as old as 95 years. A number of individuals in the neighborhood had paralysis, while others were deprived of their retirement benefits. Traditional leaders argue that, despite this circumstance, the criminal justice system does not give priority to the rights of the victims. The findings together indicate that traditional leaders are involved in the creation, implementation, and monitoring of crime prevention strategies. Nevertheless, the absence of financial support from the government hinders the implementation of crime prevention activities within its jurisdiction. The analysis confirms that crime prevention is an enduring objective. Investing in traditional leaders has the potential to enhance the overall societal well-being.

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Patrakeeva, Olga, and Svetlana Pyankova. "Transport Infrastructure of the Republic of Crimea: Constraints and Prospects of Development." Regionalnaya ekonomika. Yug Rossii, no. 4 (December 2019): 148–56. http://dx.doi.org/10.15688/re.volsu.2019.4.14.

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The Republic of Crimea has the potential and opportunities for the development of the agricultural and industrial complex, foreign trade relations, and the tourism cluster. However, the lack of modern transport infrastructure is a serious limiting factor for the economic growth of the region. The organization of transport and logistic flows in modern conditions is difficult due to both political and economic factors. It is the current state of the infrastructure which causes additional costs for shipping carriers. According to statistics of the Federal State Statistics Service in the Republic of Crimea, high transportation costs are the third most important limiting factor in the development (after the insolvency of buyers and the lack of financial resources) of the peninsula’s trading sector. Creating and modernizing the infrastructure is a systemic task connected both with the improvement of the logistics efficiency of the Crimea and directly with the intensification of the manufacturing sectors, and with the integration of these areas into the economy of the Russian Federation. In order to increase the capacity of freight and passenger transportation, it is necessary to reconstruct the entire transport system of the peninsula. Large-scale projects transforming the transport framework of the peninsula include the construction of the Crimean Bridge, the “Tavrida” highway and the new terminal of the International Airport “Simferopol”. The article shows that developing port and logistics facilities, implementing related investment projects require creating an accompanying social and engineering infrastructure. Improving the transport constituent will give a powerful impulse to the development of the tourism sector, will allow to implement the social and economic opportunities of the peninsula by increasing the tourist flow, reducing the cost of transportation, marketing and delivery of goods and the growth of transport accessibility of the territories.

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Elchaninov, Anatoly. "On the Great Silk Road—the Ice Silk Road—the road of peace and economic cooperation." InterCarto. InterGIS 25, no. 2 (2019): 330–44. http://dx.doi.org/10.35595/2414-9179-2019-2-25-330-344.

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The project on the organization of trade relations between China and other countries arose in the second half of the II century BC. The caravan road connecting East Asia with the Mediterranean in the ancient time and to the Middle Ages was used, first of all, for export of silk from China. Therefore in 1877 the German geographer F.F. von Richtgofen called this route giving the chance for establishment of business contacts, cultural dialogue, promoting to mutual enrichment of large civilizations,—“A Silk Road”. By XV century the overland Silk Road fell into decay, sea trade and navigation began to develop. At the present stage of its development the mankind realized need of restitution of the interstate and international interaction inherent in the period of existence of the Great Silk Road. At the XXIV session of the UNESCO General conference in 1987 the project on complex studying of the Great Silk Road was developed. This international project worked according to two large programs of UNESCO: “The environment surrounding the person, resources of the ground and sea” and “The culture and the future”. In the next years development of the idea of reconstruction and expansion of the opportunities put in the ancient times in the Great Silk Road continued. In 2013 the Chinese President Xi Jinping put forward the concept of “A New Silk Road” under the slogan “One Belt – One Road” including the “Economic Belt of the Silk Road” and “Sea Silk Road of the XXI Century” projects. The strategy of “A New Silk Road” included the project of development of the Northern Sea Route. The Northern Sea Route—the major navigable main passing across the seas of Arctic Ocean, connecting the European and Far East ports and also mouths of the navigable Siberian rivers into the unified transport system of the Arctic. The history of the Northern Sea Route began with the first voyages of the Pomors. Development, studying and the description of sea routes of the Russian Arctic continued further. Development of the Arctic navigation promoted the beginning of the industrial development of natural resources of the region. The large-scale industrial development of the Arctic territories began in the 1930s. During the Great Patriotic War of 1941–1945 ice breakers played a large role in conducting of northern convoys. The existing ports were specially converted, new polar stations are built and also additional airfields are developed. In post-war years the Arctic navigation gained further development thanks to the commissioning of icebreaking vessels of new classes. The map of the Northern Sea Route on which the objects built in the 1930–1940s are shown is presented in the article. In July, 2017 during the visit to Russia the chairman Xi Jinping with the president V.V. Putin reached the important agreement on development and use of the Arctic Sea Route and creation of the Ice Silk Road, the sea way uniting North America, East Asia and Western Europe. Within the project of “The Ice Silk Road” tankers with production of Yamal LNG for the first time in the history went the Arctic Sea Route without icebreaking maintenance in the summer of 2018 and arrived from the Arctic port Sabbeta to the Chinese port Jiangsu Zhudong. By these flights the beginning of the regular supply of LNG across the Northern Sea Route is opened.

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Golon, Mirosław. "Budownictwo mieszkaniowe w województwie pomorskim w dwudziestoleciu międzywojennym (na tle ogólnopolskim)." Rocznik Instytutu Europy Środkowo-Wschodniej 21, no. 4 (December 2023): 249–72. http://dx.doi.org/10.36874/10.36874/riesw.2023.4.12.

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The article characterises selected aspects of Poland’s housing situation during the interwar period, particularly in the Pomeranian Voivodeship, which was actually annexed to Poland in 1920. The largest urban centres were Toruń and Grudziądz for the first decade, with Gdynia coming to the fore in the 1930s. In 1938, the area of the voivodeship was significantly enlarged and its borders included, among others, Toruń. Bydgoszcz, as the largest city in the region, was added to the voivodeship, and the article made limited mention of the housing situation in this city. Most attention was devoted to the analysis of statistical data from from the two Polish censuses, including the housing situation, which were conducted in September 1921 and December 1931. For Pomerania, reference was also made to data from the German census of May 1918. Full data from the Polish censuses, including those for the area of Pomeranian Voivodeship, were published between 1927 and 1938. They made it possible to indicate that, against the national background, the situation of Pomeranian Voivodeship was one of the best in the whole of Poland. This was evidenced by a small group of the tightest single-room flats, as well as a very high index of good technical equipment of flats. Most had gas, electricity, sewerage and water supply. In the former Russian and Austrian occupied territories it was exactly the opposite. The towns there were much tighter and their technical equipment extremely modest. Despite the relatively good housing situation in the Pomeranian Voivodeship, social tensions also occurred in this area. There were social tensions over the housing situation. Above all, this concerned the lack of housing. In quantitative terms, this was not as acute as in Warsaw, Łódź or Lwów, for example, but it was also perceptible. The problem affected mainly cities, even not very large ones such as Chełmno or Chojnice. However, it was most acute in large centres such as Toruń or Grudziądz, and from 1938 Bydgoszcz, where the number of people without housing, nestling in makeshift conditions reached up to several thousand. The most difficult situation arose in Gdynia, as the extremely dynamic port city, with its increasingly strong industrial base and with a large number of jobs, could not keep up with the construction of housing infrastructure. The number of genuinely homeless people condemned to live in slums was reaching even over 20,000.

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Malaguti, Paolo. "The Reform of the Port System Authorities in Italy." Res novae: revija za celovito znanost 4, no. 1 (June 2019): 99–116. http://dx.doi.org/10.62983/rn2865.191.5.

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Recently the Italian Government has adopted a new regulation of the Italian Port Authorities under the law no. 124 of 7 August 2015 in order to implement the European Union’s transport policy as well as to improve the strategic maritime logistic sectors and attracting investments. The 58 Italian ports have been organized into 15 new Port System Authorities (PSA) with the cooperation by the National Coordination Conference under the supervision of the Ministry of Infrastructures and Transport. The achievement of the aforementioned objectives was pursued by the Government through four key points: the introduction of strategic decision-making centres, administrative reorganization, bureaucratic simplification, and the promotion of other actions for logistics and ports. The tasks of the new Port System Authorities, which represent the nodes of the TEN-T Corridors, a logistics network integrating maritime, road and air transports, are: a) guidance, planning, coordination, and control of port operations and services, concessionary activities and other commercial and industrial activities carried out in ports and territorial districts as well as ordinance powers in safety and hygiene at work; b) ordinary and extraordinary maintenance of the common parts in the port area, including that for the maintenance of the seabed; c) entrustment and control of activities aimed at supplying services of general interest to port users for valuable consideration, with the exception of port operations and services strictly connected to said operations; d) coordination of administrative activities carried out by public bodies and bodies within the ports and in the state-owned maritime areas included in the territorial district of the Authority; e) the exclusive administration of the areas and assets of the maritime state property included in their own districts; f) promotion of the forms of connection with the port and inland logistics systems.

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De Rosa Giolito, Enrique Rafael. "El patrimonio portuario como activo turístico y palanca de renovación urbana. El caso de la bahía de Pasaia (Gipuzkoa)." Revista de Estudios Andaluces, no. 47 (2024): 53–77. http://dx.doi.org/10.12795/rea.2024.i47.03.

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El objetivo de esta investigación es explorar la convergencia del sector turístico con las industrias culturales y orientar el ámbito patrimonial a una planificación concertada a dos niveles. El primero se centra en la administración pública y en la gobernanza multinivel, propiciando diálogos para la superación de conflictos. El segundo se enfoca en aproximarse a una transición económica sostenible aglutinando los distintos actores. En la metodología se utiliza un modelo geohistórico que tiene en cuenta los modos de producción, la sociedad y el espacio; temáticas que en tiempos de pandemia se hicieron más evidentes. Además, se llevaron a cabo 38 entrevistas semiestructuradas a agentes territoriales especialistas de las que se obtiene información cualitativa sobre esta temática, permitiendo estudiar los significados subjetivos, actitudes y opiniones, entre las personas y su entorno, producto de su experiencia en la vida cotidiana. Igualmente se llevó a cabo una sistematización de documentación e información. Con dicha información se efectuó un diagnóstico territorial, donde se ponen de manifiesto las condiciones actuales de la relación puerto-ciudad y se estudia el caso de Albaola junto a los museos de la comarca. Las conclusiones demuestran la necesidad de una concertación entre los diversos actores y una propuesta en común consensuada, institucional y social, en torno a un plan de acción estratégico.

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Urolov, Akhtam Sindarovich. "ALISHER NAVOI WAS A GREAT CREATOR." INTERNATIONAL JOURNAL OF ALISHER NAVOI 1, no. 2 (April 30, 2021): 116–23. http://dx.doi.org/10.26739/2181-1490-2021-2-13.

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The article, based on the study of historical sources of the time of Navoi, extensively covers the creative works of the great poet of the East and statesman Alisher Navoi (Khondamir, Mu-hammad Khivaki, Navoi, Babur) in the field of architecture, urban planning, landscape art and landscaping works carried out by him in Herat and other territories of Khorasan. It is reported that Navoi built mosques, madrasahs, hospitals, Khanaqah, Langarkhana, caravanserais, baths, Rabats, ponds, bridges, dug wells and canals for the administration of the people and citizens ' comfort.By the author developed the first table on the objects constructed by Alisher Navoi, their location and territories based on specific examples. It is proved that Navoi was not only a great poet of the East, but also a great creator, that is, the architect of his time and people. It is proved that Navoi was not only a great poet of the East, but also a great creator, that is, the architect of his time and people.Key words: Alisher Navoi, Herat, Khorasan, architecture, urban planning, lands-cape art, land-scaping works, geography of Navoi's creative activity, table of his creative works

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Mayorova, Irina, Alisa Temerbek, Oksana Nosovckaj, Valentyn Ryabchuk, and Elena Ocheredco. "Indicators of the seaport ecological state of a depressed industrial hub." MATEC Web of Conferences 339 (2021): 01010. http://dx.doi.org/10.1051/matecconf/202133901010.

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The article presents the results of the seaport ecological condition indicators study of a depressed industrial hub. The traditional ranking of indicators of ecological condition on three levels is analyzed: international, national, regional. Based on the recommendations of Eco Port PERS, the requirements of ISO 14001 and environmental management and audit, EMAS analyzes the environmental indicators that are recommended for use. The scientific novelty is the justification of the necessity to use the territorial indicator of the seaport ecological condition due to the specifics of the territorial location - first, the nature of the seaport as a city-forming enterprise - secondly, the seaport - the third, deterioration of an ecological situation of an industrial site, in - the fourth. The ecological model of the seaport is based on its division into two subsystems: production and consumer, and the link between them is transport and transport processes. The necessity of maintaining the ecological and economic balance in the seaport and on the territory of the depressed industrial hub is substantiated according to the indicators of the cargo transportation intensity, the quality of transport services and the current ecological situation of the territory as a whole, which is provided by the System of ecological condition of European ports PERS.

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Умаров, Шахзод Акбарович, Сайдагзам Сайдахматович Хабибуллаев, Людмила Ивановна Нестерова, and Гулноза Джалоловна Авазова. "Carbonate sediments of Jurassic age in Surkhandarya megasinklinal coastal zones - the most promising objects of exploration for hydrocarbon reserves of the Republic of Uzbekistan." Нефтяная провинция, no. 3(27) (September 30, 2021): 1–12. http://dx.doi.org/10.25689/np.2021.3.1-12.

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В настоящей научной работе авторами статьи выполнены исследования и анализ карбонатных отложений юрского возраста на прибортовых зонах Сурхандарьинской мегасинклинали, которые являются наиболее перспективными объектами поисково-разведочных работ на углеводородное сырьё Республики Узбекистан. В частности, рассмотрен анализ данных глубокого бурения на площадях Акташ, Ляйлякан, Майдан, Бешкыз, Актау, Дасманага, Пахтаабад и других объектов. Анализ показал, что даже при достижении скважинами глубин, превышающих 4 000 м, они оказывались в верхней части разреза мезозоя и кайнозоя, чаще в опущенных, автохтонных частях надвиговых зон. Аналитическая работа с активным использованием данных глубокого бурения и результатов других геолого-геофизических работ проведенных на объектах ЮЗОГХ, а также совместный анализ имеющихся сведений геологического строения надвиговых зон бортовых частей Сурхандарьинской мегасинклинали свидетельствует о почти зеркальном сходстве их геологического строения. В процессе аналитических исследований и на основании полученных результатов авторами статьи представлено заключение о том, что поисковые структуры перспективные на обнаружение мест скопления УВ-сырья ранее прогнозировались в опущенных блоках надвиговых зон, что дополняет полную картину данных, где были исключены из комплекса рассматриваемые данные зон в его аллохтонах. Расчеты показывают, что прогнозные запасы газа только в пределах Шерабад-Сарыкамышской и Бабатагской надвиговых зон Сурхандарьинской мегасинклинали составляют около 650 млрд.м. Это свидетельствует о больших резервах наращивания промышленных запасов УВ-сырья в рассматриваемом регионе. Целенаправленный поиск зон тектонического выклинивания известняков верхней юры в прибортовых территориях Шерабад-Сарыкамышской и Бабатагской складчатых зонах Сурхандарьинской мегасинклинали будет способствовать обеспечению прироста значительного запаса нефти и газа соответствующих промышленных категорий. In this scientific article the authors carried out research and analysis of carbonate deposits of Jurassic age on the port zones of the Surkhandarya megasinklinal, which are the most promising objects of exploration for hydrocarbon raw materials of the Republic of Uzbekistan. In particular, the analysis of deep drilling data at the areas of Aktash, Leilyakan, Maidan, Beshkyz, Aktau, Dasmanagh, Pakhtaabad and other facilities was considered. The analysis showed that even when wells reached depths exceeding 4,000 m, they ended up in the upper part of the Mesozoic and Cenozoic section, more often in the lowered, autochthonous parts of the overhanging zones. Analytical work with the active use of deep drilling data and the results of other geological and geophysical works carried out at the South-Western spurs of the Gissar ridge mountains facilities, as well as a joint analysis of the available information on the geological structure of the overlying zones of the onboard parts of the Surkhandarya megasinklinal testifies to the almost mirror similarity of their geological structure. Based on the analytical factual information obtained, the following can be assumed: - within the Sherabad-Sarykamysh and Babatag overhang zones, hydrocarbon clusters have localization, concentrated mainly in areas of tectonic wedging of limestones of the upper Jurassic; - hydrocarbon deposits are presumably localized in areas prone to allochthonous faults. The data obtained after the Geologic Exploration Works, as well as calculations after the analytical processing of actual materials, show that in most of the territory of the Surkhandarya megasinklinal, the traps of structures in Jurassic sediments are expected to be opened by deep drilling at depth intervals exceeding 5,000 m. In the present study, the authors of the article selected the northern part of Babatag as the tectonic type of formed geological complexes, and also performed the corresponding analysis. The analysis showed that despite the significant costs, none of the deep wells was able to open saline carbonate Jurassic deposits. Calculations show that the forecast gas reserves only within the Sherabad-Sarykamysh and Babatag supervige zones of the Surkhandarya megasinklinal amount to about 650 billion m. This indicates large reserves of industrial reserves of hydrocarbon raw materials in the region under consideration. The purposeful search for zones of tectonic wedging of limestones of the Upper Jurassic in the coastal territories of the Sherabad-Sarykamysh and Babatag folded zones of the Surkhandarya megasinklinal will contribute to the growth of a significant supply of oil and gas of the corresponding industrial categories.

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López-Arquillo, Juan Diego, Cano Ciborro Víctor, Oliveira Cristiana, Esteban Penelas José Luis, Domouso de Alba Francisco, and Arteaga Orozco Mariana Bernice. "Ecological Design for Urban Regeneration in Industrial Metropolitan Areas: The Santa Cruz Refinery Case." Urban Science 8, no. 3 (August 14, 2024): 114. http://dx.doi.org/10.3390/urbansci8030114.

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Ecological design is crucial in shaping contemporary, resilient, and livable cities. The Santa Cruz de Tenerife Refinery, a prominent landmark in the Mid-Atlantic, serves as an exemplary case study for understanding advanced metropolitan processes and integrating trans-scalar, transdisciplinary, and nature-based solutions (NBS) practices into urban contexts. This article explores the challenges of transforming obsolete industrial areas, including the refinery’s decommissioning process, its port, and industrial heritage value, and their relationship with the sea, into vibrant urban cores. It examines innovative strategies for land use, decontamination, and urban resilience, which are vital for fostering adaptability and recovery from natural and anthropogenic disasters. By emphasizing the refinery’s connection to Santa Cruz de Tenerife and its metropolitan area, as well as its coastal interface, this study proposes a comprehensive methodology to assess the territorial impacts of urban processes and guide project decisions toward enhancing the quality of life for the region’s residents.

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Hernández Rodríguez, Josué. "Una lectura postpornográfica de Roberto Bolaño: escritura, feminismo y postcolonialismo." Moderna Språk 115, no. 3 (June 4, 2021): 122–41. http://dx.doi.org/10.58221/mosp.v115i3.6838.

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La proliferación de movimientos críticos y creativos postporno, que reivindican la representación de las sexualidades disidentes bajo una nueva perspectiva feminista, queer y transgénero, proporcionan herramientas de análisis para repensar las producciones pornográficas literarias y audiovisuales pretéritas, así como para reformular las actuales. En esta línea de investigación intermedial, entre el cine y la literatura, se plantea una aproximación a la obra del escritor chileno Roberto Bolaño que permita discernir si se le puede considerar un autor postporno emparentado con la Edad Dorada del cine pornográfico de los años 70 y 80. Se estudiarán dos de sus relatos y una novela: “Joanna Silvestri”, del que se hará una lectura de género que problematiza el papel de la mujer dentro de una industria eminentemente heteronormativa, obsesionada con representar la eyaculación masculina; “Prefiguración de Lalo Cura”, analizada bajo una perspectiva postcolonial de apropiación de los cuerpos subalternos concebidos como territorios geográficos, y Una novelita lumpen, en el ámbito de la pedagogía del porno. Los hallazgos resultantes permiten establecer que efectivamente Roberto Bolaño puede considerarse un autor postporno al trasladar las propuestas narrativas del cine porno de la Edad Dorada a su propio proyecto literario, con una intención crítica feminista y postcolonial. The proliferation of critical and creative post-porn movements, which vindicate the representation of dissident sexualities under a new feminist, queer and transgender perspective, provide tools of analysis to rethink past literary and audiovisual pornographic productions, as well as to reformulate current ones. In this line of intermediate research, between cinema and literature, an approach to the work of Chilean writer Roberto Bolaño is proposed that will allow us to discern whether he can be considered a post-porn author related to the Golden Age of pornographic cinema in the 1970s and 1980s. Two of his stories and a novel will be studied: “Joanna Silvestri”, from which a gender reading will be made that problematizes the role of women within an eminently heteronormative industry, obsessed with representing male ejaculation; “Prefiguración de Lalo Cura”, analyzed under a postcolonial perspective of appropriation of subaltern bodies conceived as geographical territories, and Una novelita lumpen, in the field of porn pedagogy. The resulting findings make it possible to establish that Roberto Bolaño can indeed be considered a post-porn author by translating the narrative proposals of the Golden Age porn films into his own literary project, with a feminist and post-colonial critical intention.

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Brinkman, Richard, Edward Butler, Terry O'Connor, and Claire Streten. "Darwin Harbour – a partnership approach to understanding and evaluating environmental challenges." APPEA Journal 59, no. 2 (2019): 523. http://dx.doi.org/10.1071/aj18137.

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Darwin Port plays a critical role in the Northern Territory’s export-oriented economy and in supporting the economy of northern Australia more generally. Darwin Port is the only true multi-modal port in northern Australia, with direct connectivity to southern Australia and beyond via the southern rail link. The port has developed rapidly over the past decades, with redevelopment of the Waterfront Precinct, development of numerous residential marinas, construction of the East Arm Wharf and marine supply base, and construction and operation of liquefied gas processing and export facilities. Future development plans include Middle Arm Industrial Precinct and Marine Industry Park. These developments have resulted in an order of magnitude increase in dredging requirements, an increase in vessel traffic and an increase in public focus on environmental quality within the harbour. A coordinated, multi-agency approach to understand the complex marine environment of Darwin Harbour has underpinned much of the development activity and provided a sound scientific basis to evaluate potential environmental impacts associate with past and future developments. Through a hierarchical process of environmental assessment and identification and mitigation potential risks, the Australian Institute of Marine Science has partnered with industry, government and other research providers to deliver projects to map and assess habitats, monitor environmental attributes and evaluate potential impacts, and provide environmental information in novel and accessible ways to support harbour operations and inform strategic planning. The partnership approach adopted for Darwin Harbour serves as a model for leveraging resources to understand and manage environmental and operational risks in northern ports.

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Uche-Soria, Manuel, and Carlos Rodríguez-Monroy. "Solutions to Marine Pollution in Canary Islands’ ports: Alternatives and Optimization of Energy Management." Resources 8, no. 2 (April 2, 2019): 59. http://dx.doi.org/10.3390/resources8020059.

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The study of waste generated in ports is a vitally important issue to reduce marine pollution and improve port management systems. In this article, the authors study the management of solid waste generated in the ports of the Canary Islands. For this purpose, a waste management model based on the circular economy is developed. With this model, it is possible to reduce pollution in the port areas of the capital's islands, increase the fraction of recycled waste and obtain additional energy for the ports. The interest of this study lies in the singularities of these islands with respect to the geographic limitations that make them weak energy environments. The proposed solution to solve the current problems and achieve a zone of zero waste (throughout the port of Santa Cruz and its industrial estate) has two main phases: the first, in which solid waste is processed and a part is recycled, and the second, which consists of recovering the energy of the converted fuels. The advantages of the application of this model are that CO2 emissions are reduced, energy savings are realized, waste management is improved in these environments (the recycling fraction is increased considerably), and new jobs are created. This model also contributes to the development of the Special Territorial Plan for Waste Management of the Canary Islands, in accordance with the policies of the European Union required for the coming years.

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Khudoba, Volodymyr, Roman Skabara, and Mariia Samartseva. "CHERNOBYL EXCLUSION ZONE AS A UNIQUE TOURIST DESTINATION." SCIENTIFIC ISSUES OF TERNOPIL VOLODYMYR HNATIUK NATIONAL PEDAGOGICAL UNIVERSITY. SERIES: GEOGRAPHY 50, no. 1 (July 1, 2021): 111–18. http://dx.doi.org/10.25128/2519-4577.21.1.13.

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The publication highlights the features of the Chernobyl tourism product. The most attractive objects in the exclusion zone are characterized and singled out, which include: Pripyat; Chernobyl observation deck and sarcophagus; secret radar station "Duga" (Chernobyl-2); red forest; kindergarten in Kopachi; cooling tower; abandoned cargo port. It have been found that the release of a number of documentaries and the HBO series "Chernobyl", numerous computer games, including STALKER and Isotopium, simplification of the visit to the zone are main factors that influencing the development of tourism in the Chernobyl Exclusion Zone. It is established that the number of visitors to the "exclusion zone" of the Chernobyl nuclear power plant for the period from 2015 to 2019 has been increased extremely rapidly. If we compare the flow of visitors from 2015 to 2019, we can see an increase from 8 to 124 thousands. It has been discovered that in 2019, 80% of tourists were foreigners. It has been investigated that in 2020 there was a decrease in the flow of tourists, which was caused by the Covid-19 pandemic. It is estimated that the volume of services provided by tour operators made on the basis of the cost of Chernobyl Tour services in 2019 amounted to approximately 11 million USD. This, in turn, confirms the popularity of this tourist destination, both among domestic and foreign tourists and thus brings good profits. Current tourist and excursion routes have been considered. Chernobyl routes are usually standard. Tourists usually get from the checkpoint to Chernobyl, then the nuclear power plant, Pripyat, one of the villages where the natives returned, dinner in Chernobyl and return to Kiev. Currently, 22 routes are officially registered, including five water, three air, one bicycle and 13 bus routes. An author’s tourist route to the art objects of Pripyat has been developed, where you can simultaneously see and feel the atmosphere of the Soviet times, the impact and consequences of the man-made catastrophe and make content against the breathtaking graffiti. Research has been conducted in the form of a survey of potential tourists to establish a portrait of the consumer of this tourist product. 178 people took part in this survey, including 117 (65,7%) women and 61 (34,3%) men. According to the results of the survey, it can be concluded that tours to the Chernobyl Exclusion Zone are interesting mostly for young people and adults aged 19 to 35, who have an average monthly income from 5 to 15 thousand UAH. The main problems of tourism development of the study have been considered. Among the most sufficient finding for the development is not only tourism, but also the area as a whole. Under tourist developed infrastructure and unsatisfactory of security services organization, which causes illegal entry into the exclusion zone of stackers. Another problem in the Chernobyl Exclusion Zone is forest fires, which causes huge damage, including tourism. As a result of the 2020 fires, the territories of the former villages of Leliv, Kopachi, Poliske, Grezlya, Rudnya-Grezlyanska, Kovshylivka, Varovychi, Buda-Varovychi, Martynovychi, Smaragdovy, Volkhov, Chistogalivka burned down, the territory of the Red Forest burned down, the pioneer camp "Kazovekovy" Chernobyl-2, the city of Chernobyl has been affected. As a result, a unique objects on tourist routes has been lost. Among the prospects for the development of tourism in the Chernobyl zone can be noted the introduction and improvement water and air routes, the creation of various quests, arrangement of places for sport fishing and photo hunting. Good prospects for the tourism development in the exclusion zone will have the following types of tourism: extreme, scientific, environmental, nostalgic, industrial, nuclear or dark. Effective use of tourism potential is one of them aim prior the development of the Chernobyl Exclusion Zone. Keywords: tourism, Chernobyl Exclusion Zone, attractiveness, tourist resources.

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Dyke, Larry D. "Contaminant migration through the permafrost active layer, Mackenzie Delta area, Northwest Territories, Canada." Polar Record 37, no. 202 (July 2001): 215–28. http://dx.doi.org/10.1017/s0032247400027248.

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AbstractBuried pits (sumps), used for the disposal of drilling muds in the Mackenzie Delta area of Arctic Canada, provide an opportunity for assessing the effectiveness of ice-bonded permafrost sediments as a containment for industrial wastes. Potassium chloride (KCI) added to drilling muds as a freezing-point depressant provides a suitable tracer, because it is easily identified and natural concentrations in sediment pore water are typically low (less than 0.02 g l−1; potassium). Muds with KCI concentrations of up to 10% by weight (100 g l−1) have been used. In the vicinity of sumps, potassium is found at elevated concentrations of up to several g l−1 in the seasonal thaw layer (active layer) at distances well beyond what would be expected from diffusive transport alone. Within the level alluvial silts of the modern Mackenzie Delta, KCI has moved up to 50 m laterally from sump edges. On surrounding tundra uplands, KCI has migrated several hundred metres downslope within the active layer.Although ice-rich permafrost sediments appear to form an effective barrier against downward movement of solutes, thawing ice lenses and veins within the active layer greatly increase the lateral hydraulic conductivity in this zone during the thaw season. Compared with unfrozen silty sediments, the large pores left by thawed ice fabric in the same sediment after a freeze–thaw cycle have been shown to increase the hydraulic conductivity up to four orders of magnitude. This phenomenon is probably common in thawing, ice-rich sediments and presumably favours accelerated downhill movement of solutes. On level ground, it is anticipated that KCI movement is promoted by fluid densities approaching that of sea water. Laboratory experiments with thawed sand and both unfrozen and thawing Mackenzie Delta silt confirm the existence of density-driven solute movement and the importance of thawing ice fabric in promoting solute movement. The thawed ice fabric of active-layer sediments and the presence of a frost table promote lateral movement of fluids when a density or elevation gradient is present. These tendencies widen the area potentially affected by contaminant migration from abandoned waste sites and they may also promote the movement of contaminants that escape from future containments.

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Gravagnuolo, Antonia, Mariarosaria Angrisano, and Luigi Fusco Girard. "Circular Economy Strategies in Eight Historic Port Cities: Criteria and Indicators Towards a Circular City Assessment Framework." Sustainability 11, no. 13 (June 26, 2019): 3512. http://dx.doi.org/10.3390/su11133512.

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The circular city is emerging as new concept and form of practice in sustainable urban development. This is a response to the complex and pressing challenges of urbanization, as highlighted in the New Urban Agenda (NUA). The concept of a “circular city” or “circular city-region” derives from the circular economy model applied in the spatial territorial dimension. It can be associated with the concept of a “self-sustainable” regenerative city, as stated in paragraph n.71 of the NUA. This paper aims to develop an extensive form of “screening” of circular economy actions in emerging circular cities, focusing on eight European historic port cities self-defined as “circular”. The analysis is carried out as a review of circular economy actions in the selected cities, and specifically aims to identify the key areas of implementation in which the investments in the circular economy are more oriented, as well as to analyze the spatial implications of the reuse of buildings and sites, proposing a set of criteria and indicators for ex-ante and ex-post evaluations and monitoring of circular cities. Results show that the built environment (including cultural heritage), energy and mobility, waste management, water management, industrial production (including plastics, textiles, and industry 4.0 and circular design), agri-food, and citizens and communities can be adopted as strategic areas of implementation of the circular city model in historic cities, highlighting a lack of indicators in some sectors and identifying a possible framework for “closed” urban metabolism evaluation from a life-cycle perspective, focusing on evaluation criteria and indicators in the (historic) built environment.

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Verhoturov, Alexey A., and Vyacheslav A. Melkiy. "GEOINFORMATION SUPPORT FOR FORECASTING FLOOD ZONES IN THE SOUTH OF SAKHALIN." Vestnik SSUGT (Siberian State University of Geosystems and Technologies) 26, no. 2 (2021): 115–26. http://dx.doi.org/10.33764/2411-1759-2021-26-2-115-126.

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Modern systems of hydrometeorological monitoring, for the most part, widely use WEB and GIS technology tools. Territorial fragmentation divisions of the World Meteorological Organization (WMO), Roshydromet, Russian Academy of Sciences and other services and departments interested in obtaining data requires creation of unified information environment for exchange of heterogeneous information. Formation field for geospatial data has become possible with the availability of industrial design platforms with high performance, supporting standard data exchange formats suitable of system for building projectoin. The purpose of the study is to develop requirements for geoinformation sup-port of the system necessary for flood forecasting. Methods: GIS mapping, interpretation and analysis of remote sensing data of the Earth. When developing system for hydrological monitoring of rivers in the Southern Sakhalin, we used the experience of operating similar observational network in services of several European countries, as well as the geographically distributed GIS created by Roshydromet. Considering the vast experience of predecessors and requirements for geoinformation support neces-sary for predicting flood zones in the rivers of Southern Sakhalin have been developed. The initial da-ta for creating the correct flood model are satellite images, large-scale topographic maps, digital terrain models, data from long-term hydrometeorological observations, and engineering surveys.

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Lee, Wanyoung. "A Study on Marking Northern Region of Ancient Korean Peninsula as Subject Country in Chinese History Textbook as a Part of Post Northeast Project: Was Northern Region of Korean Peninsula the territory of Han, Wei and Jin Dynasty?" Barun Academy of History 16 (September 30, 2023): 7–52. http://dx.doi.org/10.55793/jkhc.2023.16.7.

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Chinese Northeast Project for three Northeastern provinces on the basis of the unified multi-ethnic state theory was expanded to the history, culture and territory of Korea beyond the simple ancient history and has been accelerating the forgery of Chinese history that the territories around China were the subject countries of China. Such movement has high possibility to create the diplomatic issues on the territory against South and North Korea. It was widely known up to now that Northeast Project distorted mainly the history of Goguryeo, Balhae or Buyeo to the history of subject countries of China through media. Moreover, introduction of Hanbok and Kimchin in 2022 Beijing Olympics as a part of Chinese culture is also a part of Northeast Project. Reasoning of Northeast Project on the history established by the new Sinocentrism was reflected and described on the government designated history textbook of Korea as it was. The government designated textbook of China used in these days marked the northern region of Korean peninsula in the ancient history as the territory of Han, Wei and Jin dynasty. This study investigated the background of reasoning above by analyzing the contents of the government designated textboom of China describing the northern region of Korean peninsula in the ancient times as the territory of subject countries of China, and discussed the approach to solve the issue above. The existing researches on Northeast Project in Korea and abroad tended to focus on the clearly exposed issues. Reasoning for insisting the territories of Gojoseon, Goguryeo, Balhae and Buyeo as the subject countries through Northeast Project is the ‘insistence that Pyeongyang in Korean peninsula was Nakrang-gun’. It’s the reasoning that has been continuously insisted by the academic world of Korea. For correcting the history textbook of China describing the northern region of Korean peninsula as the territory of Nakrang-gun of Han dynasty and furthermore, the territory of Wei and Jin dynasty as the territory of Korean peninsula, this study suggested the practical tasks for Korean government and the historical studies world of Korea to solve the issues of Northeast Project. The suggestions are ‘complete review on the location of Hansagun and Nakrang-gun in Pyeongyang’, ‘publication of Korean ancient history map’ that can acknowledge the accurate Korean history to the world against the Northeast Project map, and ‘revision of national history book’ eliminating Northeast Project of China and the peninsula historical view by Korean History Compilation Committee of Japan during the Japanese colonial era, which have a thread of connection each other.

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De Sant’Ana Júnior, Horácio Antunes. "COMPLEXO PORTUÁRIO, RESERVA EXTRATIVISTA E DESENVOLVIMENTO NO MARANHÃO." Caderno CRH 29, no. 77 (April 18, 2017): 281–94. http://dx.doi.org/10.9771/ccrh.v29i77.20003.

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Em São Luís (MA), projetos de desenvolvimento implicam ampliação do Complexo Portuário e conflitos com comunidades tradicionais que demandam a legalização da Reserva Extrativista de Tauá-Mirim. Confrontam-se lógicas diferenciadas de ocupação territorial e de concepções da natureza, em um conflito ambiental que toma novos contornos com projetos de ampliação de equipamentos de infraestrutura e industriais, além de modificações na legislação urbanística do município. Assim, o objetivo aqui é analisar como concepções de desenvolvimento que orientam os vários agentes provocam consequências sociais e ambientais e se desdobram em situações conflitivas. Parte-se de trabalho de pesquisa efetivado por dez anos, através de levantamento bibliográfico, realização de entrevistas, conversas informais, acompanhamento de reuniões, assembleias, audiências públicas e manifestações públicas. A lógica de ocupação e uso do espaço que tem orientado planejadores e agentes de desenvolvimento estatais e privados em São Luís desqualifica modos de vida de comunidades rurais cujas principais lideranças, na busca de manter seu território, acionam repertórios de luta e constroem mecanismos de enfrentamento.Palavras-chave: Conflitos ambientais. Projetos de desenvolvimento. Complexo Portuário de São Luís. Reserva Extrativista de Tauá-Mirim. Legislação urbanística.PORT COMPLEX, EXTRACTIVE RESERVE AND DEVELOPMENT IN MARANHÃOIn São Luís-MA, development projects imply in expanding of the Port Complex and conflicts with traditional communities that demand the legalization of the Reserva Extrativista de Tauá-Mirim. Face territorial occupation and conceptions of nature differents logics, in an environmental conflict with new contours with projects of expansion of infrastructure and industrial equipment and modifications in the urban legislation. Therefore, the goal here is to analyse how development concepts that guide the various agents cause social and environmental consequences unfold in situations of conflicts. This article part of research work realized for ten years, through bibliographical survey, interviews, informal conversations, follow-up assemblies, meetings, public audiences, and public manifestations. The logic of occupation and use of the space that has guided planners and State and private development agents in São Luís disqualifies lifestyles of rural communities whose main leaders, in seeking to maintain their territory, fighting repertoire and build face mechanisms.Key words: Environmental Conflict; Development Projects; Port Complex of São Luís; Reserva Extrativista de Tauá-Mirim; Urban LegislationCOMPLEXE PORTUAIRE, RÉSERVE EXTRATIVISTE ET DÉVELOPPEMENT AU MARANHAOEn São Luís-MA, projets de développement impliquent dans l’expansion du complexe portuaire et les conflits avec les communautés traditionnelles qui demandent la légalisation de la Reserva Extrativista de Tauá-Mirim. Visage différentes logiques de occupation territoriale et des conceptions de la nature, dans un conflit environnemental prend nouveaux contours avec des projets d’expansion des infrastructures et des équipements industriels et de modifications dans la législation urbanistique. Le but ici est donc d’analyser comment les concepts de développement qui guident les divers agents causent conséquences sociales et environnementales et se déroulent dans des situations des conflits. Le article partie de travail de recherche realisé pendant dix ans, au moyen d’une enquête bibliographique, mener des entrevues, des conversations informelles, réunions, suivies assemblées, des audiences publiques, et manifestations publiques. La logique d’occupation et d’utilisation de l’espace qui a guidé les planificateurs et les agents de développement de le Stat et privé au São Luís disqualifier des modes de vie des communautés rurales dont les principaux dirigeants, en cherchant à maintenir leur territoire, gargette répertoire de combat et construire des mécanismes de faire face.Mots-clés: Conflit Environnemental; Projets de Développement; Complexe Portuaire de São Luís; Reserva Extrativista de Tauá-Mirim; Législation Urbanistique Publicação Online do Caderno CRH no Scielo: http://www.scielo.br/ccrh Publicação Online do Caderno CRH: http://www.cadernocrh.ufba.br http://dx.doi.org/10.1590/S0103-49792016000200006

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Lozada Martinez, Ivan D., Stefhany Hernandez Muñoz, Ailyn Z. Angulo Lara, Estefanía Ruiz Benítez, Cindy S. Buitrago Almanza, Jhon A. Hernández Gallego, Laura C. Carreño Mancilla, Nathalia C. Ordóñez Veloza, and Yohan S. Reyes Triviño. "Navigating mysterious lands regarding the predictive value of the SOFA score: the race dilemma." Revista de la Facultad de Medicina Humana 22, no. 4 (October 12, 2022): 833–40. http://dx.doi.org/10.25176/rfmh.v22i4.5036.

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Critical syndromes are conditions that carry a high global burden of disease. Scoring systems are practical and reproducible aids that allow patients with more severe disease to be quickly identified and admitted to intensive care and to initiate structured and aggressive therapy. The Sequential Organ Failure Assessment (SOFA) score is one of the most widely used in the world, as there are several versions and it is simple. However, with the appearance of the COVID-19, several studies showed that there was a disparity in the estimation of mortality and associated outcomes, with respect to race, which culminated in an excess of preventable mortality in certain racial groups. Constant evaluation of the performance of these scoring systems must be performed due to definitional updates, which may vary the accuracy of the predictive value. There is a very large evidence gap in this regard, as the existing studies are from high-income countries where the predominant racial group is Caucasian, which should draw attention to the magnitude of the problem. Based on the above, the objective of this review is to discuss evidence on the performance of critical care scoring systems, particularly SOFA, and the impact that race has had on its predictive value.

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Shapovalov, KA, and PK Shapovalova. "Disabled industrial traumatic brain injury of members of vessel`s crew in water transport of the Northern Water`s Basin." Annals of Marine Science 7, no. 1 (January 19, 2023): 001–5. http://dx.doi.org/10.17352/ams.000030.

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Introduction: Epidemiological study of Traumatic Brain Injury (TBI) and the improvement of the organizational capabilities of medical care at all stages of its provision plays an important role in forecasting and social and labor rehabilitation of the sailing crew. Planning the development of the neurosurgical service of port hospitals is impossible without knowing the structure of TBI, both in severity and sectoral, occupational and territorial prevalence. Materials and methods: The analysis of the treatment of 92 patients from members of the vessel`s crew who received industrial TBI with a disability while performing voyage tasks in the northern water basin was carried out. When working on the material, analytical and statistical methods were used. The significance of differences was calculated using a t-test for independent samples. Results: In the general structure of traumatism of the studied contingent of the members of the vessel`s crew, TBI accounted for 4.1% of cases, while in the territorial population, they reach 30.0% - 40.0%. Most of the victims worked in the transport fleet of the northern water basin - 68.7% (9.4), while in the fishing fleet - 17.2% (3.3) and the river fleet - 14.1% (4.6). Command staff: navigators (10.5), captains (10.1), chiefs of radio stations (7.4), skippers (6.8), as well as boatswains (27.8), who are responsible for organizing and conducting deck operations, receive TBI 4.0 - 2.5 times more often than rank-and-file personnel. This distribution becomes easy to understand if we take into account that 43.4% of the damage was sustained during the performance of ship operations related to movement on ladders and decks, in the engine room, and their hasty execution by the supervisors in the absence of safety precautions leads to severe TBI. The members of the vessel`s crew receive them several times less often when performing loading and unloading operations (0.9), closing holds (0.4), mooring, and servicing deck mechanisms (0.2 each). The probability of getting TBI is especially high during the first three years of work in the specialty (34.8% of all injuries). With an increase in work experience, injuries decrease by more than 1.4 times among workers with 15 years of work experience. Every third TBI (36.5%) on ships is associated with a fall of the victim from a height, that is, it is a catatrauma. All injuries arise from collisions with blunt objects. Discussion: Every twenty-fifth work-related injury with loss of ability to work, sustained by the members of the vessel`s crew of the northern water basin, while performing ship operations, is a TBI. The minimum knowledge required for shipboard crew members, and ship managers to suspect this life-threatening condition, is given during an injury first aid session that is required by the ship’s medical officer. Conclusion: 1. In the general structure of industrial injuries of the studied contingent of the members of the vessel`s crew, TBI accounted for 4.1% of cases, while in the territorial population, they reach 30.0% - 40.0%. The incidence of TBI in men from among the members of ve+-ssel`s crew is only 1.5 times higher than in women and is the highest in people under 20 years of age (4.8%; 11.0). 2. Most of the victims worked in the transport fleet of the northern water basin - 68.7% (9.4), while in the fishing fleet - 17.2% (3.3) and river - 14.1% (4.6). The members of the vessel`s crew receive them several times less often when performing loading and unloading operations (0.9), closing holds (0.4), mooring, and servicing deck mechanisms (0.2 each). Every third TBI (36.5%) on ships is associated with a fall of the victim from a height, that is, it is a catatrauma. 3. TBI, accompanied by a concussion, in the northern basin accounts for up to two-thirds of all head injuries, of which 69.5% fall on the most able-bodied and productive age of workers (20-39 years). Concussions occur 4 times more often in the transport fleet than in the fishing and river fleet. Sailors and minders make up 44.3% of the victims. Falls from a height onto decks, mooring lines, into the hold, or overboard were the cause of 78.5% of concussions. 4. Mild brain contusions are a rarer pathology and occur mainly in transport and fishing fleets with rank-and-file personnel during falls from a height. 5. Brain contusions of moderate and severe degrees occur only in the transport fleet in the youngest men: in every second case, the patients were 20-29 years old. Every third victim is a sailor, every sixth is a minder. A severe degree of brain injury was more often observed in persons who received TBI while servicing deck mechanisms, moving along ladders, and mooring operations. More than half of them are associated with falls from a height.

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Krol, Aleksej A. "Petrogliphs of Umm-Agaib (Hukab-Karar) recorded by the Nubian archaeological expedition of the academy of sciences of USSR. Part 1. Tribal brands." Moscow University Anthropology Bulletin (Vestnik Moskovskogo Universiteta. Seria XXIII. Antropologia), no. 4 (November 21, 2022): 124–36. http://dx.doi.org/10.32521/2074-8132.2022.4.124-136.

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This article presents the research of petroglyphs discovered by Soviet archaeologists in 1962 and 1963 in course of epigraphic studies in Wadi al-Allaqi region within the framework of the archaeological expedition of the USSR Academy of Sciences. 200 hieroglyphic inscriptions were discovered in Umm-Agaib, copied and subsequently published. As for the petroglyphs, due to lack of time they were not reproduced and studied. However, the photos of the rocks in Umm-Agaib preserved in the archive of one of the expedition members, A.V. Vinogradov, allow us to make trace drawings of the petroglyphs, to study and publish them. Materials and methods. In this article we publish the so-called tribal brands (Arabic Wasm, pl. Wusum), used by the Bedouins of the Middle East (Iraq, Syria, the Arab Peninsula, Egypt, Sudan) primarily for branding camels. However, brands were also tribe symbols of sorts, and as such were often drawn on tents, clothing, or tattoos. Wasm was used by the Bedouins as a territorial marker, as well as to indicate caravan routes or the tribe’s migration. As such the brands were drawn on the rocks at the campsites. Results and discussion. This article attempts to determine the time period when tribal brands were drawn on the rocks of Umm-Agaib, as well as to answer the question of who could have left them: the Blemmyes who inhabited the Nubian desert in late Antiquity; the Arabs who migrated to the region of present-day Sudan in the 9th-11th centuries because of the active gold mining in Wadi al-Allaqi region and caravan trade that connected the Red Sea port of Aidhab with the Upper Egypt cities; or the Beja, indigenous inhabitants of the Nubian Desert. Conclusion. The author comes to the conclusion that at the current level of our knowledge of the brands left in the Nubian Desert, it’s impossible to accurately determine the time period when they were drawn. So far, we can talk about a wide time range from late Antiquity to the present.

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Wibowo, Dwi Santoso, Ateng Supriatna, and Yuni Tri Hewindati. "Analysis of Compliance Level of Fishing Activities In The Natuna Sea." Torani Journal of Fisheries and Marine Science 7, no. 1 (December 15, 2023): 17–29. http://dx.doi.org/10.35911/torani.v7i1.29598.

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Illegal fishing in Indonesian territorial waters, especially by foreign fishermen, has harmed the Indonesian state financially, because it has contributed greatly in reducing productivity and catches very significantly. It has has also threatened the sustainability of the utilization of Indonesia’s marine fishery resources. Economic losses due to IUUF are not only in the form of state income which reaches the range of Rp. 30 trillion per year, but also the loss of opportunities to utilize fish resources of around 1 million tons of fish each year that can be caught (harvested) by Indonesian fishermen, and what happens is in fact stolen by foreign fishermen. entering Indonesian waters. Foreign fishermen who often enter Indonesian waters, among others, come from Thailand, Vietnam, the Philippines, and Malaysia. To prevent and overcome IUUF activities, one of the steps taken by the Ministry of Maritime Affairs and Fisheries (KKP) of the Republic of Indonesia through the Directorate General of Supervision of Marine and Fishery Resources (DITJEN PSDKP) is to supervise fisheries such as fishing activities in the fisheries management area of the Republic of Indonesia. Supervisory implementation is carried out by the Technical Implementation Unit (UPT) PSDKP. UPT Directorate General of PSDKP in handling its duties is supported by the Marine and Fishery Resources Supervision Unit (PSDKP Satker) and Marine and Fishery Resources Monitoring Post (PSDKP Post) spread throughout Indonesia. In carrying out its duties, the Fisheries Supervisory Vessel may stop, inspect, carry, and detain ships suspected of violating the law to the nearest port for further processing. In addition, based on Law No. 31 of 2004 concerning Fisheries, as amended by Law No. 45 of 2009, in certain cases Fishery Supervisory Vessels, in this case, fishery supervisors or Fisheries Civil Servants Investigators, can also take special actions in the form of drowning. The high level of fishing activity in the Indonesian State Fisheries Management Area 711 must be accompanied by adequate monitoring activities to ensure compliance by business actors, both industrial scale and small fishermen, so that the sustainability of fisheries resources can be maintained.

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Tychsen, John, Ole Geertz-Hansen, and Jesper Kofoed. "KenSea – development of an environmental sensitivity atlas for coastal areas of Kenya." Geological Survey of Denmark and Greenland (GEUS) Bulletin 10 (November 29, 2006): 65–70. http://dx.doi.org/10.34194/geusb.v10.4912.

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The Kenya coastline extends 600 km from the border of Tanzania in the south to the border of Somalia in the north (Fig. 1). The Kenyan coast features a diverse marine environment, including estuaries, mangroves, sea grass beds and intertidal reef platforms and coral reefs, which are vital for the reproduction of marine organisms. These coastal ecosystems are regarded as some of the most valuable in Kenya but face serious threats from the ever increasing human pressure of tourism, industrial pollution, destructive fishing, mangrove logging and other unsustainable uses of marine resources. Another serious threat is the maritime transportation activities along the coast and at the ports. It is estimated that at any given time more than 50 ships operate in the major shipping lanes off the Kenyan coast, of which about nine are oil tankers with capacities ranging from 50 000 to 250 000 tonnes. Furthermore, the harbour of Mombasa serves as the major port for countries in East Africa. In recognition of the risks posed by oil pollution the government of Kenya and the commercial petroleum industry agreed to develop a National Oil Spill Response Contingency Plan (NOSRCP) with the purpose of enabling a speedy and effective response to any oil spill within the territorial waters of Kenya. An important element of this plan was the mapping of the coastal resources and the development of an environmental sensitivity atlas showing the vulnerability of the coast to marine oil spills. In 2004, the Government of Kenya approached the United Nations Development Program (UNDP) in Kenya for financial support to develop an environmental sensitivity atlas. The project was approved and forwarded for funding by the Danish Consultancy Trust Fund administrated by United Nations Operational Program (UNOPS) in Copenhagen. The project was announced in Denmark, and the KenSea group headed by the Geological Survey of Denmark and Greenland (GEUS) was awarded the contract. The project comprises four phases: (1) data compilation and development of the KenSea database, (2) development of a coastal classification for Kenya, (3) development of the sensitivity index jointly with a group of stakeholders, and (4) compilation of the KenSea environmental sensitivity atlas (Tychsen 2006).

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Runkov, R. A., and D. V. Ilyasov. "SPATIAL VARIABILITY OF METHANE EMISSIONS FROM SOILS OF WET FORESTS: A BRIEF REVIEW." Environmental Dynamics and Global Climate Change 14, no. 3 (January 18, 2024): 167–80. http://dx.doi.org/10.18822/edgcc375293.

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Methane is one of the most important greenhouse gases that cause climate change [Karol and Kiselev, 2003]. An increase in the atmospheric concentration of methane contributes to an increase in the temperature on the Earth, because this gas absorbs outgoing thermal radiation from the Earth's surface [Berdin, 2004]. Methane has a much shorter atmospheric lifetime than carbon dioxide (CO2), but CH4 absorbs certain wavelengths of energy more efficiently than СО2. The global warming potential of CH4 is 28 times greater than that of CO2 over a 100-year period [IPCC, 2013]. Its contribution to the formation of the greenhouse effect is 30% of the value assumed for carbon dioxide (Bazhin, 2006). Methane is removed from the atmosphere by photochemical oxidation in the troposphere and, to a lesser extent, by microbial oxidation in soils (Kirschke et al., 2013). Methane sources can be both natural and anthropogenic. The latter includes, firstly, industrial processes: fuel use [Omara et al., 2018; Johnson et al., 2023] (if the fuel is not completely burned, then methane gas is emitted into the air, besides it can also be released during the extraction and transportation of natural gas [Hawken et al., 2017]); food production (eg CH4 can be generated from the fermentation of food residues that were not used in the production process [Stephan et al., 2006]); as a result of microbial activity during the processing of waste in landfills and compost heaps (for example, in the process of biological waste treatment, methane can be produced in large quantities if the process is not properly controlled [Singh et al., 2017]). Secondly, two types of agricultural production are anthropogenic sources: rice cultivation [Seiler et al., 1984; Dannenberg and Conrad, 1999; Wang et al. 1997; Wang et al., 1999]; cattle breeding [Gerber et al., 2013; Johnson et al., 2023; Ellis et al., 2007]. CH4 is formed as a result of the biological decomposition of organic matter in the absence of oxygen [Dlugokencky and Houweling, 2003]. The most significant natural sources of methane are wetlands. Besides, methane can be emitted from aquatic ecosystems such as lakes and rivers. The decomposition of organic wastes in the soil, such as plant residues and animal manure, is also a natural source of methane (Smith et al., 2014) if this decomposition occurs under anaerobic conditions. Of great interest is the study of wet forests [Glukhova et al., 2021], since their contribution to methane emission can be quite significant. It is generally recognized that forests are CH4 sinks [Lemer and Roger, 2001; Megonigal and Guenther, 2008; Smith et al., 2000]. Nevertheless, very high CH4 fluxes were detected during spot measurements in some wet forests [Lohila et al., 2016; Tathy et al., 1992], that were comparable to the fluxes observed in wetlands [Harriss et al., 1982; Sabrekov et al., 2011; Glagolev et al., 2012; Davydov et al., 2021] (Fig. 1). However, single measurements of fluxes at individual spatial sites are clearly not enough to assess the role of wet forests in the overall methane balance. This role can be assessed only by knowing the dynamics of emission in time and its distribution in space. A comprehensive study of the variability of methane emission (from soils in general) began at the end of the 20th century in countries with significant areas of waterlogged soils: Brazil, Canada, the USA, and Russia [Bartlett et al., 1988; Moore et al., 1990; Disse, 1993; Glagolev et al., 1999]. At present, the emission spatial variability is studied in almost all regions of the world, including Finland, Mexico, and China [Zhang et al., 2020; Gonzalez-Valencia et al., 2021; Que et al., 2023]. However, there is very little data on the spatial variability of methane emissions in wet forests. Therefore, it is evident that current research should be focused on assessing the spatial variability of emissions in different types of wet forests. Emission of methane in wet forests. The main works devoted to measurements of the specific flux of methane in wet forests are summarized in Table 1. 1-3. It can be seen from the tables (and Fig. 2) that there is no clear relationship between the specific flux and the geographic location of the wet forest: in the “north” (in the boreal zone - about 57-67oN), values of ~4÷9 mg∙h-1∙m-2 can be measured [Lohila et al., 2016; Mochenov et al., 2018], that are similar to those typical for the tropics (~3÷8 mg∙h-1∙m-2 [Devol et al., 1990; Tathy et al., 1992]). On the contrary, in the south, values 1 or even 0.1 mg∙h-1∙m-2 can be measured that are more typical for northern territories. There is no doubt, everything is determined by environmental factors. The results of [Ulah and Moor, 2011] show that changes in soil temperature and moisture can have a significant impact on CH4 fluxes from forest soils. This often leads to so-called "hotspots" such as peak emissions from poorly drained soils when the pore space is filled with water and to a lower CO2:CH4 emission ratio. However, these factors are likely to be unequal. In fact, the flow rate is determined rather by the degree of anaerobiosis, depending on the conditions of humidity, than the temperature (the formation of CH4 should be very active at both 40o and 20°C assuming that temperatures around 20°C are quite common for the summer period in the boreal zone). It is certain, under the same humidity conditions, based on the well-known van't Hoff low, one can expect that the rate of methane production in the tropics at 40°C should be approximately 4-9 times higher than that at 20°C under boreal conditions. Yet, if there is a very deep anaerobiosis in the boreal zone (due to the complete watering of the soil) but wet soil in the tropics, then the above mentioned ratio can be reversed. The extremely strong dependence of methane production on the degree of anaerobiosis (and, hence, on humidity conditions) provides a very wide spatial variability of the emission. It can be seen from the data in Table 1 that, for example, in three seasonally flooded forests in Western Siberia, located at a distance of only about 5-10 km from each other, the entire spectrum of possible specific CH4 fluxes was observed at the same time, from absorption at a level of ~0.1 mg h-1 m-2 to a very active emission of ~10 mg h-1 m-2 [Mochenov et al., 2018]. An even more contrasting picture is observed, for example, in the mountain forest in Brazil and in the tropical forest of the Congo: within the same forest, the specific flux varies from 0 to 54 mg∙h-1∙m-2 [Bartlett et al., 1988] and from -0.31 to 150 mg∙h-1∙m-2, respectively (see Table 3). However, it is not always possible to find out the dependence of the flow on certain factors. For example, the measurements reported in Tang et al. [2018] showed that CH4 flux from tropical peat forest was similar to that from other managed and natural wetland ecosystems, including those located in different climate zones. However, meteorological variability in the rainforest does not correlate well with CH4 flux. Such apparent lack of correlation can be explained by the small range of micrometeorological variables in the tropical peat ecosystem. Ambus and Christensen [1995] studied several ecosystems where temporary waterlogging was possible. They made the following important assumption: the calculation of the total flux for periodically waterlogged ecosystems should be performed taking into account the topography of the landscape. Indeed, a more accurate estimate of methane consumption and emission can be obtained in this way, but the correct estimations of the gas flow by the chamber method requires taking into account the relative water levels during flooding. Knowing the topography and hydrology of each site in the area makes it possible to determine how long and how often this site remains relatively wet or dry [Glagolev et al., 2018]. From the above data, it is clear that there is a need to improve the quantitative assessment of the global methane emission from the soils of wet forests. Despite the establishment of a complex infrastructure for monitoring greenhouse gases on a global scale (eg ICOS, GMB, etc.), ground-based observations in wet forests on various continents are still underrepresented. Therefore, the contribution of forests to the global atmospheric exchange of CH4 remains uncertain.

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Schenone, Corrado, Ilaria Pittaluga, Davide Borelli, Walid Kamali, and Yara El Moghrabi. "The impact of environmental noise generated from ports: outcome of MESP project." Noise Mapping 3, no. 1 (January 23, 2016). http://dx.doi.org/10.1515/noise-2016-0002.

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AbstractPorts are characterized by several complex operations. Accordingly, the analysis of noise results is complicated due to the presence in the same area of diverse sound from ships, trade and also from industrial and shipyards activities aswell as auxiliary services producing negative effects on natural ecosystem and the urban population. The ENPI CBC MED project Managing the Environmental Sustainability of Ports for a durable development (MESP) addressed the pollution reduction from port activities through the implementation of a multidisciplinary approach in air, noise andwater sectors, encompassing technological, regulatory and administrative solutions to ensure natural and urban sustainability and high level of life quality in surrounding territories. To prevent a heterogeneous development, the “status quo” of ports in Northern and Southern Shores of the Mediterranean Sea was analyzed and a guideline on methodologies, good practices and measurement assessment, adaptable and transferable in different port contexts was elaborated. To assess the procedures, validation tests have been carried out to different real cases. In noise sector pilot projects in the ports of Patras, Greece, and Tripoli, Lebanon, have been implemented. Due to the dissimilar scenarios, in terms of orography, facilities and activities, different noise mitigation actions and interventions were consequently accomplished.

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Martner Peyrelongue, Carlos. "Redes multimodales y articulación territorial del puerto de Guaymas." región y sociedad 14, no. 23 (June 1, 2016). http://dx.doi.org/10.22198/rys.2002.23.a708.

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Resumen:La apertura comercial y la globalización de los procesos productivos han afectado notablemente el desarrollo de los puertos mexicanos, así como sus formas de articulación territorial. Pocos presentan un notable dinamismo, mientras que la mayoría muestra cuadros de contracción en los flujos y desestructuración de sus vínculos espaciales previos. En ese contexto, el presente artículo tiene por objetivo conocer, en una primera aproximación, el impacto de la creación de redes multimodales en las formas de articulación territorial de un puerto que tradicionalmente ha tenido una fuerte presencia regional en el noroeste de México, como es el caso de Guaymas, en Sonora. Desde la perspectiva empírica, se analiza la problemática que enfrenta el puerto para articular en redes multimodales eficaces las cadenas de productos tradicionales en el noroeste de México, así como las cadenas de bienes intermedios de las industrias más dinámicas y globalizadas de la región. Desde la perspectiva teórica y conceptual, se pretende contribuir al estudio de la desestructuración de los territorios-zona (Veltz, 1994) o "espacios de lugar" (Castells, 1996), caracterizados por relaciones de proximidad, de continuidad y de relativa cohesión interna, debido a la emergencia del llamado "espacio de flujos" (Castells, 1996), propio de la actual fase de globalización de los procesos productivos y sociales, caracterizado por una integración discontinua, fragmentada y selectiva del territorio, que se apoya en nodos y redes de gran alcance.Palabras clave : Puerto; Guaymas; territorio; redes; transporte multimodal; espacio de flujos. Abstract:Trade opening-up and globalization of productive processes have greatly affected the development of Mexican ports, as well as the way in which they are articulated on a territorial basis. Few show an important dynamism, whereas most of them present a picture of contraction of the flows and de-structuring of their previous spatial ties. In this context, the aim of this article is to know, in a first approach, the impact of setting up multimodal networks on the territorial linking of a port which has traditionally had an outstanding regional presence in northwestern Mexico: Guaymas, Sonora. From the empirical perspective, the problems confronted by the port so as to articulate the chains of traditional products in northwestern Mexico in effective multimodal networks, as well as the chains of intermediate goods of the most dynamic and globalized industries in the region, are analyzed. From the theoretical and conceptual perspective, our purpose is to contribute to the study of the de-structuring of the territories-zone (Veltz, 1994), or "place spaces" (Castells, 1996), characterized by proximity, continuity, and relative internacional cohesion relations because of the emergence of the so-called "space of flows" (Castells, 1996), typical of the present stage of globalization of the productive and social processes, and characterized by a discontinuous, fragmented and selective integration of the territory, which is supported by nodes and wide-range networks.Key words: port; Guaymas; territory; networks; multimodal transportaron; flow space.

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Monteiro Neto, Aristides, Lucileia Aparecida Colombo, and João Mendes da Rocha Neto. "TD 2882 - Políticas territoriais em tempos de múltiplas crises : desafios e perspectivas para o Brasil na década de 2020." Texto para Discussão, February 27, 2023, 1–57. http://dx.doi.org/10.38116/td2882-port.

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Crises globais de naturezas diversas – econômica, política, pandêmica e ambiental – têm se tornado frequentes e acumulativas no ambiente de atuação das políticas governamentais contemporâneas desde meados da década de 2000. No Brasil, recessão econômica, crise de representação política, reformas, desajustes e desmontes de políticas têm sido uma constante desde 2015 afetando a permanência de políticas, inclusive as de dimensão territorial (regional, urbana e rural). Neste Texto para Discussão discutimos as implicações das múltiplas crises sobre a Política Nacional de Desenvolvimento Regional (PNDR). Apontamos, de um lado, a necessidade de renovação de objetivos, pela incorporação de uma agenda de mudança estrutural ambientalmente sustentada pela atenção simultânea a duas questões vistas como essenciais: i) a mudança climática e a transição energética; e ii) aumentar a produtividade sistêmica regional pela realização de esforços na capacidade inovativa. De outro lado, problemas de governança e gestão da política – na seara do baixo nível de coordenação federativa, sua frágil legitimidade, entre outros – precisam ser equacionados para garantir a efetividade das ações promotoras de crescimento sem desigualdades.

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Coronato, Maria. "The Sustainability Dimensions: A Territorialized Approach to Sustainable Development." Global Journal of Human-Social Science, October 24, 2020, 23–31. http://dx.doi.org/10.34257/gjhsshvol20is10pg23.

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The paper proposes the territory as the fourth dimension of sustainable development. Research starting from three dimensions of sustainable development - economic, social, environmental - highlights the difference between the spatial approach and the territorial approach in sustainable development practices. The paper shows that to include in the development approach the morphological (hilly, mountain, plain), functional (metropolitan or non-metropolitan city, cross border region), traditional (port city, financial city, industrial city), government (National strategy, special laws, etc.), governance (formal and not formal network, institutional/ noninstitutional body) aspects, leads to different development results than not including them. This evidence shows to distinguish development practices from sustainable development practices as emerged from recent Territorial Impact Assessment studies in which policies, through the territorialization of the results, guide planning actions: (local) planning actions selected on (general) policy objectives create the conditions for adaptation (about planning) and mitigation (about policies) of human actions on the environment, thus being able to speak of sustainable development.

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