Academic literature on the topic 'Central Inland Water Transport Corporation'

The purpose of the work was to present the state of traumatism with loss of working ability in operating crew of inland water transport during the period from 1906 to 2015. Search and selection of publications was carried out by the catalogues of the Central Scientific Medical Library, electronic library eLIBRARY.RU and electronic search engines Index Copernicus, PubMed. Peculiarities of the rate and structure of the circumstances of social-hygienic and occupational accidents among industrial workers were detected on the example of operating crew of river water transport depending on the gender, age, profession, ship management service, working experience, circumstances of accident, characteristics of traumatic agent, alcoholic intoxication, seasonal navigation period, weekly working hours, the voyage duration and latitudes. Clinical characteristics of the injuries was given, treatment results and outcomes were analyzed.

The creation of legal incentives in the field of shipping is a prerequisite for improving the economic well-being of society and, as a consequence, a priority of Ukrainian domestic policy. The need for more effective control and supervision in the field of shipping, ensuring a higher level of safety, detection, termination and elimination of vi¬olations of the law, requires close attention to this problem by both the state and its authorized bodies in general. So, the development of Ukraine’s inland waterways requires the improvement and advancement of shipping and appropriate infrastructure. The article deals with the legal framework for navigation in inland waterways of Ukraine and it is defined the concept of organization of water transport activities. It is outlined the structured system of water transport management bodies of Ukraine which is oriented towards the goal defined by the public interest, with the help of both legal and material means, as well as it ensures the achievement of the desired result, the final goal re¬garding the safe and economically efficient functioning of the water transport industry. It is also discussed the legal framework for navigation in inland waterways of Ukraine in detail and defined the concept of water transport activ¬ities organization. The object of administrative regulation, modified in connection with the transition to market re¬lations by improvement of the structure and normative base of central executive bodies activities, has been studied.The author pays considerable attention to the state management and regulation of economic activity in inland waterway transport and responsibility for the rules violation of navigation in inland waterways of Ukraine. It is proposed to introduce new more improved levers and methods of managing the transport services markets and directly the participants of the transport process providing it, that is, shipping companies.

Topicality. Currently, the demand for transport by inland waterways is constantly growing, especially in economically developed countries. In order to maintain the national economy and create a more efficient and sustainable logistics system in Ukraine, transportation by inland waterways must be developed, because inland waterway transport has a number of advantages over other modes of transport, which creates the preconditions for changing logistics routes. To reduce transport costs, improve infrastructure and logistics in the face of uncertainty, the relationship between the stakeholders of rail and road transport with representatives of water transport is important. Reorientation of transportation from road transport to inland waterway transport, intensification of international trade and attraction of new freight flows to inland waterway transport will contribute to the overall growth of the country's economy and is possible subject to liberalization of transportation.Aim and tasks. The purpose of the article is to substantiate the economic and environmental feasibility of transporting goods by inland waterway transport in the context of the global trend of the need to preserve the environment and rational use of resources.Research results. The port infrastructure of Ukrainian rivers also does not meet modern requirements and is actually in decline. Most of the ports are located in the central areas of cities, causing the destruction of city roads by trucks that are sent for loading / unloading at these ports. In the context of the global trend of the need to preserve the environment for most countries of the world, inland waterway transport is the cheapest and most environmentally friendly mode of transport, suitable for transporting significant volumes of products, mainly raw materials. In Ukraine, the volume of cargo transported by river transport has significantly decreased over the past decade. Of the available volumes of freight transport by river transport, building materials, grain and metallurgy products prevail in the nomenclature. A certain impetus to the development of inland waterway transport was the adoption of the Law of Ukraine "On Inland Waterway Transport", which outlined the prospects for increasing the cargo turnover of river transport. Considering the volume of emissions from river transport, it is the most environmentally friendly compared to road transport. At the same time, the existing rolling stock of water transport is capable of replacing several thousand trucks. It has been established that the Dnieper basin plays the main role in the transportation of domestic cargo and passengers. More than 90% of all river transport in the country is carried out along the Dnieper and its largest tributaries Pripyat and Desna. However, the low operational characteristics of the fleet are one of the factors holding back the development of freight traffic on inland waterways. The four selected shipping companies provide cargo transportation on the Dnieper and Danube rivers, and are also capable of ensuring the potential development and competitive advantages of Ukrainian water transport.Conclusion. The studies carried out made it possible to substantiate the economic and environmental feasibility of transporting goods by inland water transport in Ukraine. Based on the determination of the share of transportations by inland water transport in the EU countries and Ukraine, the potential opportunities for the development of this area were established, taking into account other similar indicators, as well as the growth of export flows of grain and metallurgical products from the central part of Ukraine. Therefore, the development of domestic inland waterways is economically necessary, expedient and will have a positive effect for the entire country and the economy as a whole, given the low level of pollution and environmental pressure on air, land, water resources, biodiversity, which, in turn, affect climate change. , ecosystems in general and public health. Taking into account the total length of the navigable routes of Ukraine and the tendency to reduce the existing fleet, due to moral and physical aging, it is important to assist in attracting investments in the river fleet, will provide potential technical and technological opportunities for the development of all inland water transport and its key players.

The article presents the analysis of application of hybrid propulsion systems combining conventional diesel with electric drive for units used in inland transport. The answer is given to the question: to what extent will the use of different configurations of hybrid systems, affect the reduction of fuel consumption and reduce poisonous gases to the atmosphere? Various configurations of propulsion systems have been proposed: liquefied natural gas (LNG)-Diesel, LNG-Diesel-Electric, LNG-Diesel-Battery-Electric, against the background of the current state of inland waterway transport in central Europe. The announced plans to expand the network of existing international water routes in this region of Europe (E30, E40, E70), prompts a reflection on the simultaneous possibility of building modern low-emission and energy-efficient inland transport vessels. As an example of a modern drive system design, LNG-Diesel-Battery-Electric was proposed for which simulations were carried out using Modelica software. The conducted research has shown the possibility of reducing energy consumption by approximately 13% in relation to the classical drive system with a diesel engine, and reduction of CO2 emissions by approx. 29% with respect to the conventional diesel drive.

Before the emergence of paved road and highways, waterways and waterborne transport once were the heart of transportation that provided mobility and flexibility for Thais. Cities relied on waterways for commerce, socio-economic opportunity, and leisure until the advent of motorway development. Many canals were covered over and turned into streets, while cities were converted to inland development, resulting in the decline of the role of waterways. However, at present, there are four waterways that are making a comeback due to the ever-congested traffic on roads. Currently, water transit accounts for only three percent of transport modes (Trip Generation Model, 2011), but the key waterways provide direct and efficient travel to central Bangkok. Although it is an escape from inland-traffic, waterborne transport itself has various limitations on catchment area that requires different travel behavior.Keywords: Waterborne Transport; Travel Behavior; Land Use Pattern; BangkokISSN: 2398-4287© 2017. The Authors. Published for AMER ABRA by e-International Publishing House, Ltd., UK. This is an open access article under the CC BYNC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer–review under responsibility of AMER (Association of Malaysian Environment-Behaviour Researchers), ABRA (Association of Behavioural Researchers on Asians) and cE-Bs (Centre for Environment-Behaviour Studies), Faculty of Architecture, Planning & Surveying, Universiti Teknologi MARA, Malaysia.

Abstract. The role of large-scale atmospheric circulation and atmospheric rivers (ARs) in producing extreme flooding and heavy rainfall events in the lower part of the Rhine catchment area is examined in this study. Analysis of the largest 10 floods in the lower Rhine, between 1817 and 2015, shows that all these extreme flood peaks have been preceded up to 7 d in advance by intense moisture transport from the tropical North Atlantic basin in the form of narrow bands also known as atmospheric rivers. Most of the ARs associated with these flood events are embedded in the trailing fronts of the extratropical cyclones. The typical large-scale atmospheric circulation leading to heavy rainfall and flooding in the lower Rhine is characterized by a low pressure center south of Greenland, which migrates toward Europe, and a stable high pressure center over the northern part of Africa and the southern part of Europe and projects on the positive phase of the North Atlantic Oscillation. On the days preceding the flood peaks, lower (upper) level convergence (divergence) is observed over the analyzed region, which indicates strong vertical motions and heavy rainfall. Vertically integrated water vapor transport (IVT) exceeds 600 kg m−1 s−1 for the largest floods, marking these as very strong ARs. The results presented in this study offer new insights regarding the importance of moisture transport as a driver of extreme flooding in the lower part of the Rhine catchment area, and we show, for the first time, that ARs are a useful tool for the identification of potentially damaging floods in inland Europe.

Abstract. Among the large variety of particulates in the atmosphere, calcic mineral dust particles have highly reactive surfaces that undergo heterogeneous reactions with atmospheric acids contiguously. The association between nssCa2+, an important proxy indicator of mineral dust, and NO3−, a dominant anion in the Antarctic snowpack, was analysed. A total of 41 snow cores ( ∼ 1 m each) that represent snow deposited during 2008–2009 were studied along coastal–inland transects from two different regions in East Antarctica – the Princess Elizabeth Land (PEL) and central Dronning Maud Land (cDML). Correlation statistics showed a strong association (at 99 % significance level) between NO3− and nssCa2+ at the near-coastal sections of both PEL (r = 0.74) and cDML (r = 0.82) transects. Similarly, a strong association between these ions was also observed in snow deposits at the inland sections of PEL (r = 0.73) and cDML (r = 0.84). Such systematic associations between nssCa2+ and NO3− are attributed to the interaction between calcic mineral dust and nitric acid in the atmosphere, leading to the formation of calcium nitrate (Ca(NO3)2) aerosol. Principal component analysis revealed common transport and depositional processes for nssCa2+ and NO3− both in PEL and cDML. Forward- and back-trajectory analyses using HYSPLIT model v. 4 revealed that southern South America (SSA) was an important dust-emitting source to the study region, aided by the westerlies. Particle size distribution showed that over 90 % of the dust was in the range < 4 µm, indicating that these dust particles reached the Antarctic region via long-range transport from the SSA region. We propose that the association between nssCa2+ and NO3− occurs during the long-range transport due to the formation of Ca(NO3)2 rather than to local neutralisation processes. However, the influence of local dust sources from the nunataks in cDML and the contribution of high sea salt in coastal PEL evidently mask such association in the mountainous and coastal regions respectively. Ionic balance calculations showed that 70–75 % of NO3− in the coastal sections was associated with nssCa2+ (to form Ca(NO3)2). However, in the inland sections, 50–55 % of NO3− was present as HNO3. The study indicates that the input of dust-bound NO3− contributes a significant fraction of the total NO3− deposited in coastal Antarctic snow.

Volcanic obsidian was widely used in ancient times for stone tools, with its highly glassy nature making it sharper than other lithics for cutting purposes. In Europe and the Mediterranean, there are just several island sources, and a few in one inland region, all having been used since the beginning of the Neolithic period, ca. 6000 BCE. Maritime transport was necessary for access to the Italian and Greek island sources, with the distribution of artifacts over distances up to 1000 km. While elemental analyses were used for identifying specific sources starting in the 1960s, the development of non-destructive and especially portable X-ray fluorescence spectrometers has revolutionized the number of artifacts tested since 2010, allowing statistically significant numbers for potential comparisons based on variables including time period, open-water distance, visual and physical properties, and cultural contexts. One overall accomplishment is the documentation of long-distance travel routes in the Tyrrhenian and Adriatic Seas of the central Mediterranean, based on the distribution proportions and quantity of obsidian artifacts from different geological sources, apparently following a down-the-line prehistoric exchange system. The spread of Palmarola obsidian is much greater than previously thought, while in Malta, Pantelleria obsidian was specifically selected for burial accompaniments on Gozo.

Range extensions of aquatic Ponto-Caspian macroinvertebrate species in Europe have mainly been facilitated by the interconnection of river basins through man-made canals and intentional introductions. Three inland migration corridors can be distinguished: (i) a northern corridor: Volga [Formula: see text] Lake Beloye [Formula: see text] Lake Onega [Formula: see text] Lake Ladoga [Formula: see text] Neva [Formula: see text] Baltic Sea, (ii) a central corridor connecting the rivers Dnieper [Formula: see text] Vistula [Formula: see text] Oder [Formula: see text] Elbe [Formula: see text] Rhine, and (iii) a southern corridor connecting the Danube and Rhine rivers. Important trade harbours in Europe were connected via these corridors allowing further range extensions of macroinvertebrate species attached to a vessel's hull or in ballast water. The central corridor was the main migration route before 1992, after which the southern corridor became the most important migration route for the range expansions to the west because of the reopening of the Main-Danube Canal, connecting the Rhine and Danube basins. Especially the water level maintenance in the upper part of the canal, with water supply from the Danube basin, facilitated migration of mobile animals (e.g., crustaceans) from the Danube basin towards the Rhine basin; however, contribution of other transport mechanisms (e.g., shipping) is expected in the near future.

The article highlights the specific features of implementing the new economic policy in the seaports of the USSR. The general laws of economic development of the commercial sea ports during the NEP period have been formulated. Statistical data on port capacity from the UK, Germany, Italy, the Netherlands, the USA, and France were used for the first time, and an assessment of the economic development of domestic sea ports was made in comparison with the above countries. It was stated that the drop in cargo turnover of the Soviet ports in relation to 1913 was the most significant, and the post-war restoration was slower in comparison with European ports, with the railway and inland water transport of the USSR. It was proved that the decrease in port turnover in the USSR was a consequence of a decrease in the foreign trade volume and short sea shipping. Maintaining the state monopoly of foreign trade, which in the NEP period transformed into the state capitalism, negatively affected outward and inward trade. The intensity of coastal shipping service grew slowly due to the low specialization of the regions. The seaport management system was studied; its centralization and similarity with the port management system of the Russian Empire were stated. There have been presented the study results of property relations in seaports. It was determined that the landowners in the ports were state departments represented by central ministries (people's commissariats), the owners of other property were state and sectorial governmental bodies, joint-stock companies with a predominance of state ownership. Sea trade ports were funded from the budget of the People's Commissariat of Communication Means. Port financing was ten times less than financing of railways and several times less than inland water transport financing

In the Korean LILW (Low- and Intermediate-Level radioactive Waste) repository at Gyeongju city, the degradation of organic wastes and the corrosion of metallic wastes and steel containers would be important processes that affect repository geochemistry, speciation and transport of radionuclides during the lifetime of a radioactive waste disposal facility. Gas is generated in association with these processes and has the potential threat to pressurize the repository, which can promote the transport of groundwater and gas, and consequently radionuclide transport. Microbial activity plays an important role in organic degradation, corrosion and gas generation through the mediation of reduction-oxidation reactions. The Korean research project on gas generation is being performed by Korea Radioactive Waste Management Corporation (hereafter referred to as “KRMC”). A full-scale in-situ experiment will form a central part of the project, where gas generation in real radioactive low-level maintenance waste from nuclear power plants will be done as an in-depth study during ten years at least. In order to examine gas generation issues from an LILW repository which is being constructed and will be completed by the end of December, 2012, two large-scale facilities for the gas generation experiment will be established, each equipped with a concrete container carrying on 16 drums of 200 L and 9 drums of 320 L of LILW from Korean nuclear power plants. Each container will be enclosed within a gas-tight and acid-proof steel tank. The experiment facility will be fully filled with ground water that provides representative geochemical conditions and microbial inoculation in the near field of repository. In the experiment, the design includes long-term monitoring and analyses for the rate and composition of gas generated, and aqueous geochemistry and microbe populations present at various locations through on-line analyzers and manual periodical sampling. A main schedule for establishing the experiment facility is as follows: Completion of the detailed design until the second quarter of the year 2010; Completion of the manufacture and on-site installation until the second quarter of the year 2011; Start of the operation and monitoring from the third quarter of the year 2011.