Suchergebnisse

The object of research is the performance of ports in the East Coast of the Baltic Sea for the period from 1996 to 2016. By comparing the performance of Russian ports and ports in the Baltic States, the trend of significant growth in cargo turnover in the ports of the region is revealed. The aggregate cargo turnover in the ports of Russia and the Baltic States has increased 4.5-fold over the last 20 years. An analysis of the comparative performance of all the ports of the East Coast of the Baltic Sea for 20 years has shown their growing relevance in development of economic and trade relations between the Asian and European regions. Despite a sharp increase in cargo transshipment in the newly constructed Russian ports (24 times in 20 years), the ports of Latvia, Lithuania and Estonia still show positive dynamics (twice in 20 years). Contrary to the current opinion on the decrease in the role of ports in the Baltic countries, the article shows the factors of their development, including the participation of Russian capital in the construction of new terminals in the ports of Latvia and Estonia (Riga, Sillamäe), and by attracting cargo from other regions (Lithuania, Klaipeda).All ports of the East Coast of the Baltic Sea Region have development of potential in expanding ties with the rapidly developing Asian region (China, India). The volumes of transit between Europe and Eurasia are constantly growing, and only in the first quarter of this year the supplies from Europe to China grew by 12 %, and from China to Europe – by 7 %, amounting to 62 billion USD and 81 billion USD respectively.An analysis of the Baltic ports is also important in connection with the development of the large and promising Belarusian project «Great Stone», of which the Chinese national logistics company is a partner and which should connect China via Belarus with the German port of Duisburg. Thus, the possibility of organizing multimodal transportation from Germany to China via the Riga port is being considered because of the limited capacity of the Polish and Slovak railways to transport Chinese goods through the Minsk logistics center «Great Stone» to Europe. In this context, the use of the Riga port with a large potential for development of the port territories can significantly strengthen its economic position, and thereby influence the growth of the Latvian economy.The following factors influence the development of transport corridors in the Baltic Sea Region in order of importance: geography, economics, politics, transport infrastructure and new technologies of logistics business. If we talk about the ports of the Baltic countries, then there is a narrowing of geographical plans due to the reorientation of cargo to Russian ports. The economy is influenced by tariff policy. The influence of politics is still great. The most optimistic is the impact of transport infrastructure. ; Показано, что за период 1996–2016 гг., после строительства ряда портов в Ленинградской области (Россия), объемы грузооборота в регионе Восточного побережья Балтийского моря выросли в 4,5 раза, в то время как в странах Балтии примерно в 2 раза. Сделан вывод, что положительная динамика мирового оборота морских грузов позволяет смотреть на будущее всех портов с оптимизмом. ; Показано, что за период 1996–2016 гг., после строительства ряда портов в Ленинградской области (Россия), объемы грузооборота в регионе Восточного побережья Балтийского моря выросли в 4,5 раза, в то время как в странах Балтии примерно в 2 раза. Сделан вывод, что положительная динамика мирового оборота морских грузов позволяет смотреть на будущее всех портов с оптимизмом.

The object of research is the performance of ports in the East Coast of the Baltic Sea for the period from 1996 to 2016. By comparing the performance of Russian ports and ports in the Baltic States, the trend of significant growth in cargo turnover in the ports of the region is revealed. The aggregate cargo turnover in the ports of Russia and the Baltic States has increased 4.5-fold over the last 20 years. An analysis of the comparative performance of all the ports of the East Coast of the Baltic Sea for 20 years has shown their growing relevance in development of economic and trade relations between the Asian and European regions. Despite a sharp increase in cargo transshipment in the newly constructed Russian ports (24 times in 20 years), the ports of Latvia, Lithuania and Estonia still show positive dynamics (twice in 20 years). Contrary to the current opinion on the decrease in the role of ports in the Baltic countries, the article shows the factors of their development, including the participation of Russian capital in the construction of new terminals in the ports of Latvia and Estonia (Riga, Sillamäe), and by attracting cargo from other regions (Lithuania, Klaipeda).All ports of the East Coast of the Baltic Sea Region have development of potential in expanding ties with the rapidly developing Asian region (China, India). The volumes of transit between Europe and Eurasia are constantly growing, and only in the first quarter of this year the supplies from Europe to China grew by 12 %, and from China to Europe – by 7 %, amounting to 62 billion USD and 81 billion USD respectively.An analysis of the Baltic ports is also important in connection with the development of the large and promising Belarusian project «Great Stone», of which the Chinese national logistics company is a partner and which should connect China via Belarus with the German port of Duisburg. Thus, the possibility of organizing multimodal transportation from Germany to China via the Riga port is being considered because of the limited capacity of the Polish and Slovak railways to transport Chinese goods through the Minsk logistics center «Great Stone» to Europe. In this context, the use of the Riga port with a large potential for development of the port territories can significantly strengthen its economic position, and thereby influence the growth of the Latvian economy.The following factors influence the development of transport corridors in the Baltic Sea Region in order of importance: geography, economics, politics, transport infrastructure and new technologies of logistics business. If we talk about the ports of the Baltic countries, then there is a narrowing of geographical plans due to the reorientation of cargo to Russian ports. The economy is influenced by tariff policy. The influence of politics is still great. The most optimistic is the impact of transport infrastructure. ; Показано, что за период 1996–2016 гг., после строительства ряда портов в Ленинградской области (Россия), объемы грузооборота в регионе Восточного побережья Балтийского моря выросли в 4,5 раза, в то время как в странах Балтии примерно в 2 раза. Сделан вывод, что положительная динамика мирового оборота морских грузов позволяет смотреть на будущее всех портов с оптимизмом. ; Показано, что за период 1996–2016 гг., после строительства ряда портов в Ленинградской области (Россия), объемы грузооборота в регионе Восточного побережья Балтийского моря выросли в 4,5 раза, в то время как в странах Балтии примерно в 2 раза. Сделан вывод, что положительная динамика мирового оборота морских грузов позволяет смотреть на будущее всех портов с оптимизмом.

The history of the town and the port of Khadjibey (Hadjibey) on the Black Sea coast during the so-called First Russo-Turkish War of 1768-1774 is more or less described in already published sources. The most famous events of that period were two unsuccessful assaults of the Ottoman castle by the Zaporozhian Cossacks along with the regular Russian troops in 1769 and 1770, as well as two episodes in 1774: the Turkish attempt to recapture the castle and the appearing of a significant amount of lake salt in the adjacent estuaries. The most disputable is the date of capturing of the Khadjibey castle by the Russian troops, which some scholars dated 1774. The analysis of the available information allows the author to specify that this happened from the middle of May to the beginning of September 1771, but most likely during the coming of the first part of the Zaporozhian flotilla of Yakiv Shydlovsky between May 17 and 21, 1771. Particularly interesting and promising for the research is the period of truce between the Russian Empire and the Ottoman Porte from May 1772 to the end of February 1773. It was then that the ships of the Danube Military Flotilla intensified hydrographic surveys of the coastal zone of the North-West Black Sea region from the mouths of the Danube to Ochakiv, the materials of which formed the basis for a series of nautical charts and topographic maps. ; Статья посвящена истории местечка и порта Хаджибей во время Первой российско-турецкой войны 1768-1774 годов, которая неплохо освещена в опубликованных письменных источниках. Наиболее известными событиями того периода являются два неудачных штурма османского замка запорожцами вместе с регулярными российскими войсками 1769 и 1770 годов, а также два эпизода 1774 года: попытка турок отбить замок и выпадение самосадочной соли на соседних лиманах. Спорным остается время взятия под контроль российских войск Хаджибейского замка, которое ряд авторов ошибочно относят к 1774г. Анализ всей суммы информации позволил уточнить, что это событие имело место от середины мая до начала сентября 1771г., вероятнее всего, во время захода сюда лодок первой части запорожской флотилии Якова Шидловского между 17 и 21мая 1771г. Наиболее перспективным для будущих исследований представляется период перемирия между Российской империей и Портой Оттоманской с мая 1772 до конца февраля 1773г. Тогда корабли Дунайской военной флотилии активизировали гидрографические съемки прибрежной части Северо-Западного Причерноморья от гирла Дуная до крепости Очаков, материалы которых легли в основу ряда морских и топографических карт. ; Історія містечка та порту Хаджибей (Гаджибей) на березі Чорного моря протягом так званої Першої російсько-турецької війни 1768-1774р. більш-менш непогано висвітлена вже опублікованими джерелами. Найвідомішими подіями цього періоду є два невдалі штурми османського замку запорожцями разом з регулярними російськими військами 1769 і 1770рр., а також два епізоди 1774р.: спроба турків відбити замок і випадіння значної кількості самосадочної солі на сусідніх лиманах. Найбільш дискусійним є час взяття під контроль російських військ Хаджибейського замку, який деякі вчені помилково відносять до 1774р. Аналіз наявної інформації дозволив автору уточнити, що це сталося від середини травня до початку вересня 1771р., але, найвірогідніше, під час заходу сюди човнів першої частини запорозької флотилії Якова Шидловського між 17 та 21травня 1771р. Особливо цікавим і перспективним для дослідження є період перемир'я між Російською імперією та Портою Оттоманською з травня 1772 і до кінця лютого 1773 років. Саме тоді кораблі Дунайської військової флотилії активізували гідрографічні зйомки прибережної зони Північно-Західного Причорномор'я від гирл Дунаю до Очакова, матеріали яких лягли в основу цілої низки морських і топографічних карт.

Review:Karasiewicz-SzczypiorskiR. Forty i posterunki rzymskie w Scytii i Taurydzie w okresie pryncypatu. Warszawa: Instytut Archeologii Uniwersytet Warszawskiego, 2015. 209s. ; Рецензия на книгу:Karasiewicz-SzczypiorskiR. Forty i posterunki rzymskie w Scytii i Taurydzie w okresie pryncypatu. Warszawa: Instytut Archeologii Uniwersytet Warszawskiego, 2015. 209s. ; Рецензія на книгу:Karasiewicz-SzczypiorskiR. Forty i posterunki rzymskie w Scytii i Taurydzie w okresie pryncypatu. Warszawa: Instytut Archeologii Uniwersytet Warszawskiego, 2015. 209s.

в статье речь идет о специфике исторического развития атлантического побережья Никарагуа ; политике «испанизации» ; этнических меньшинствах Атлантического побережья Никарагуа и государственной политике. Рассматривается развитие культуры мискито и решение об автономии Москитии. ; the article describes the specifics of historical development of the Atlantic coast of Nicaragua ; policy of "Hispanicization" ; ethnic minorities of the Atlantic coast of Nicaragua and the state policy. Development of miskito culture and the decision of Moskito autonomy are analyzed.

In the article, the authors show that the main institutions of scientific efficiency are the institutions that publish scientific articles in Russian and international journals as well as monographs, scientific conference abstracts, pre-prints, reviews, reports, and also the institutions that register patents. The purpose of the research is the development of the indicator for the evaluation of the dysfunction of the institutions of scientific efficiency depending on different types of transaction coasts; and verification of the authors' indicator of scientific efficiency by the empirical study of the scientific organizations' activities. In the research, we applied the methods of the system, logical and economic analysis. The empirical information was processed using the methods of statistical analysis and correlation analysis. On the basis of different scientific efficiency of the central and regional institutions confirmed by Scopus data, the authors have proved that the scientific efficiency of regional scientific institutions and central ones need to be analysed separately. We have determined the dysfunctions of these institutions depending on different types of transaction coasts. We have developed the indicator for the assessment of the dysfunction of scientific efficiency institutions depending on different types of transaction coasts. The authors have introduced the indicator of scientific efficiency equal to the ratio of the dynamics of the increment of scientific results to the dynamics of the increase of transaction coasts. Depending on a type of the analyzed transaction coasts, the indicator of scientific efficiency illustrates the efficiency of various economic institutions. On the basis of the analysis of the research findings of the middle Urals' scientific organizations, we have arrived at the conclusion that the institutions that publish articles in the Russian and foreign scientific journals are efficient. We defined the dysfunctions of the institutions that publish articles in the Russian and foreign scientific journals depending on different types of transaction coasts. The authors conclude that it is efficient to increase certain types of transaction coasts. The received results can be applied by regional scientific institutions to increase the efficiency of their scientific activity. ; Russian Science Foundation, RSF: 14–18–00574, 14–18–00574, 14–18–00574, 14–18–00574 ; Russian Foundation for Basic Research, RFBR: 16–36–00097 ; Russian Science Foundation, RSF: 14–18–00574, 14–18–00574, 14–18–00574, 14–18–00574 ; Russian Foundation for Basic Research, RFBR: 16–36–00369, 17–06– 00537, 15–06–090994 ; Russian Humanitarian Foundation, RHF: 16–12–34015 ; Russian Foundation for Basic Research, RFBR: 16–32–01081 ; Government Council on Grants, Russian Federation ; Ministry of Education and Science of the Russian Federation, Minobrnauka: RFMEFI57216X0004 ; Council on grants of the President of the Russian Federation: MK-2752.2015.4 ; The research has been supported by the Grant of the Russian Science Foundation (the Project № 14–18–00574 "The information-analytical system "Anticrisis:" diagnostics of the regions, threat assessment and scenario forecasting for the preservation and strengthening of economic security and well-being of Russia). ; The article has been prepared with the support of the Russian Foundation for Basic Research № 16–36–00097 «Economic and mathematical modelling of the regional metallurgical complex repositioning process in the conditions of new industrialization of the economy». ; The research has been supported by the Grant of Russian Science Foundation (Project № 14–18–00574 "Information and analytical "Anticrisis" system: diagnostics of regions, threat assessments and scenario forecasting for the purpose to preserve and strengthen the economic security and improve the well-being of Russia"). ; The article has been supported by the Russian Foundation for Basic Research № 15–06–090994, 16–36–00369, 17–06– 00537. ; The article has been supported by the Russian Foundation for Humanities (Project № 16–12–34015). ; The article has been prepared with the support of the Russian Foundation for Basic Research, the Project № 16–32–01081. ; The article has been supported by the Government of the Russian Federation (Resolution No. 211 of 16 March, 2013), Agreement No. 02.A03.21.0011. ; The article has been supported by the Ministry of Education and Science of the Russian Federation within the project «Development of a set of measures and mechanisms for the increase in the efficiency of the international cooperation in new production technologies» (the unique identifier of the project RFMEFI57216X0004). ; The authors of the articles thank for the support the Council for Grants of the President of the Russian Federation for the state support of the young Russian PhD scientists (Grant No MK-2752.2015.4).

Changes in the bearing capacity of frozen soils under various scenarios of warming in the Arctic zone of the Russian Federation (AZRF) by 2050 are considered. Deformations and destruction of buildings and engineering structures in the Russian Arctic will develop gradually. Taking into account the climatic scenarios (RCP2.6, RCP4.5, RCP8.5), in aggregate, 1/3 of the AZRF territory will experience a decrease in bearing capacity by more than 15% by the middle of the century; the Arctic coast of the European North of Russia, Yamal and the Gydan Peninsula are in the danger zone.

The joint dynamics of the Black Sea phytoplankton parameters (primary production, specific growth rate, biomass) and the amount of precipitation over the period from 1998 to 2015 was studied in coastal areas and the open coast of the northern part of the Black Sea. The analysis used satellite data (SG) (GPCPMON) GPCP Version 3.2, TRMM TMPA (3B42RT), as well as SeaWiFS from 1998 to 2010, MODIS-Aqua from 2002 to 2015 and MODIS-Terra from 2000 to 2015. Phytoplankton indicators were calculated according to 46 КОВАЛЕВА, СУСЛИН LOMONOSOV GEOGRAPHY JOURNAL. 2023. VOL. 78. NO. 4 the models developed earlier by the authors. The average monthly values of all considered values were evaluated, as well as bi-weekly and daily values for atmospheric precipitation. As a result of the study, it was revealed that the role of atmospheric precipitation for the variability of phytoplankton characteristics is not significant in vast water areas over long time intervals, and it could be neglected. In some cases in the presence of large rivers and coastal runoff it increases up to 30% in the offshore areas. There was also a more noticeable effect of atmospheric precipitation on the biological productivity of phytoplankton in small, limited water areas over short time intervals. According to our data during the 18-year period there was a more noticeable correlation between the specific growth rate and precipitation in winter than in other seasons for the open coast of the Black Sea. The correlation of biomass and primary production with atmospheric precipitation is less pronounced. The specific growth rate correlated more than other studied phytoplankton indicators with the amount of precipitation. In three districts, an increase in the amount of precipitation relative to the previous level with monthly averages above 0,6 mm/day led to an increase in the specific growth rate, or maintained it at the same level. The increase in the specific growth rate was not the same everywhere and was not proportional to the amount of atmospheric precipitation. This indicates the influence of many factors on phytoplankton characteristics; however, precipitation could have an additional stimulating role.