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Journal articles on the topic 'Volga (Ship)'
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1
Gomanenko, Olesya. "The Navigation of 1943: The Battle for the Volga Goes On." Vestnik Volgogradskogo gosudarstvennogo universiteta. Serija 4. Istorija. Regionovedenie. Mezhdunarodnye otnoshenija, no. 3 (July 2019): 115–25. http://dx.doi.org/10.15688/jvolsu4.2019.3.10.
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Introduction. During the Second World War Volga ships suffered considerable losses from artillery fire and mines. Fighting for the Volga – the main waterway – continued even after the Battle of Stalingrad was over. The river was mined throughout 1943. The Volga way provided goods for the Front and back areas, includind oil, as before. Materials and methods. The study is based on the historism and objectivity principles and uses the general scientific as well as specific historical and statistical methods. The paper is based on published and unpublished archival materials as well as on scientific publications on the Volga Military Flotilla, the Volga crossings at Stalingrad, the Volga Steamship Lines and others. Analysis. The preparation for the navigation of 1943 was carried out under severe conditions when the waterway transportation facilities were being restored. The Volga Steamship Lines had suffered enormous material damage. Special agencies were created for salvaging and repair of sunken ships. The agencies included salvaging and repair squads. The Volga Military Flotilla was engaged in clearing the river of mines and wreckage. The Volga Military Flotilla ships kept escorting ship convoys as well. An integrated system for mining observation was organized on the Volga. Not only the Lower Volga was dangerous for navigation but also the Middle Volga. Results. The first period of the navigation of 1943 was characterized by slow movement of ships, mined waterway and air attack menace. During the second half of the navigation period the movement of ships was more intensive under relatively safe conditions. Shipping on the Volga became safer.
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Gomanenko, Olesya. "Water Transport Industrial Establishments in the Lower Volga in the Latter Half of the 1930s." Vestnik Volgogradskogo gosudarstvennogo universiteta. Serija 4. Istorija. Regionovedenie. Mezhdunarodnye otnoshenija, no. 1 (February 2022): 71–79. http://dx.doi.org/10.15688/jvolsu4.2022.1.6.
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Introduction. The paper deals with the condition of industrial establishments of the Lower Volga water transport before the Second World War. The goal of the work is to establish the technical and economic condition of these Lower Volga steamship line facilities in the second half of the 1930s. All objects were studied in detail. Materials and methods. The study is based on the principles of objectivity, it applies both general scientific and specific historical methods. The paper is based on unpublished archival materials, as well as on scientific publications on river transport. Analysis and results. In 1934 the Upper Volga, Middle Volga and Lower Volga steamship lines were organized. They were big economic entities in the Volga region. At that time industrial facilities of the river transport infrastructure were developed. Those were shipyards, repairing facilities, and workshops. In the latter half of the 1930s, the Lower Volga ship repairing establishments were in the middle positions in terms of their output among the other Volga steamship lines. The Lower Volga steamship line did not have a shipyard. The equipment was mainly run for ship repairing (in winter as well) and for making spare parts. The balance of the Volga transport industrial establishments was changing. The facilities were repeatedly exchanged among the steamship lines and agencies. When the Lower Volga steamship line was just formed it had 10 industrial establishments. By the beginning of the Great Patriotic War there were half as many. The facilities were ranked in classes. The biggest establishment during the entire period studied was the Stalingrad ship-repairing works. The production capacity of the ship-repairing facilities made possible to increase workload, but the facilities needed renewal, required renovation, as well as the entire material base of the Lower Volga steamship line. When the war began the condition of the industrial establishments aggravated.
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Mamaev, Yu A., S. V. Kozlovsky, and A. A. Yastrebov. "Geoecological justification of a project of sustainable shipping on a Volga channel section in the Nizhny Novgorod region." Proceedings of higher educational establishments. Geology and Exploration, no. 3 (February 28, 2021): 60–68. http://dx.doi.org/10.32454/0016-7762-2020-63-3-60-68.
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Background. The Volga river channel with rapids limiting the navigation parameters of large-tonnage vessels between the cities of Gorodets and Nizhniy Novgorod is considered in the structure of the Unified deep-water system of waterways of the European part of the Russian Federation.Aim. To justify the need to develop design solutions providing sustainable navigation in the limiting river section under study during the entire navigation period.Materials and methods. An analysis of engineering-geological and geoecological conditions of the region, including a limiting channel section of the Volga.Results. The engineering-geological and geoecological conditions of the region were characterized. A brief description of individual project proposals, including two priority construction projects, a low-pressure hydroelectric unit and a ship canal, was provided with a comparative assessment of natural and man-made factors arising during their implementation.Conclusion. The implementation of the project for the construction of the Volgo-Don 2 canal should be an important stage in the development of the Unified deep-water system of waterways in the European part of the Russian Federation. It will replenish the Don River from the Volga in order to improve navigation conditions, land irrigation, water supply to settlements, and power generation.
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Gomanenko, Olesya. "On Damages Inflicted upon the Stalingrad Section of the Lower Volga Steamship Line in the Great Patriotic War." Vestnik Volgogradskogo gosudarstvennogo universiteta. Serija 4. Istorija. Regionovedenie. Mezhdunarodnye otnoshenija 26, no. 1 (2021): 229–37. http://dx.doi.org/10.15688/jvolsu4.2021.1.20.
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Introduction. The paper reviews the Lower Volga shipping industry before the Great Patriotic War and after the Battle of Stalingrad. The goal is to establish the loss inflicted by the invaders upon the facilities of the Stalingrad section of the Lower Volga Steamship Line that suffered most from the hostilities. Methods and materials. The study is based on the objectivity principles and applies general scientific as well as specific historical methods. The paper is based on unpublished archival materials as well as on scientific publications on the Lower Volga Steamship Line. Analysis and results. The Lower Volga Steamship Line was created in 1934. It was a big economic entity. The territory of its operation stretched along the Volga from Kamyshin down to Lagan. The Steamship Line comprised two basic sections – the Stalingrad and Astrakhan ones. Before the Second World War the Steamship Line included five production establishments (ship repairing yards and workshops), 17 transit piers, a passenger river-boat station, two local piers with registered fleet, three crossings and other facilities. The Stalingrad section was the largest. Within its boundaries the principal Steamship Line unit was situated – the Stalingrad transit pier. 90 percent of it was destroyed in the Battle of Stalingrad. The Stalingrad section of the Steamship Line suffered most from the hostilities. The total amount of damage of the Steamship Line has been established.
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Melnikov, Aleksandr Valerievich, Konstantin Olegovich Sibryaev, Maxim Michailovich Gorbachev, and Adel Damirovich Ibadullaev. "Evaluating technological feasibility of fruit and vegetable transportation by sea between ports of Caspian Sea." Vestnik of Astrakhan State Technical University. Series: Marine engineering and technologies 2021, no. 4 (2021): 107–16. http://dx.doi.org/10.24143/2073-1574-2021-4-107-116.
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The modern process of fruit and vegetable transportation between countries depends not only on geographical, but also on political and economic factors, which makes for searching more efficient and shorter routes. The availability of such a transport opportunity as sea transportation between the ports of the Caspian Sea makes it possible to analyze new routes for the product transportation from Iran, Azerbaijan and other countries to Russia using dry cargo vessels that are currently used as the general cargo vessels. There have been analyzed the new routes for transportation of perishable products in refrigerated containers and assessed the possibility of their transportation on the “Volga” type bulk carriers. The routes “Astara (Azerbaijan) - Moscow”, “Astara - port Alat - port Kuryk - Moscow” have been illustrated. A general arrangement drawing of a “Volga” type dry cargo vessel (project 19610) is presented, the photographs of transporting timber and containers on the decks of dry cargo vessels are given. Calculating the load of the dry cargo ship’s power plant has shown a technical possibility of transporting 16 refrigerated containers on deck of the “Volga” type vessel without changes in the design of the ship’s power plant. Conclusions are made about the need to develop effective cargo transportation by waterways in modern conditions of the loss of traditional Russian suppliers of fruit and vegetable products, about the possibility of additional use of dry cargo ships, as well as the feasibility of developing a backup diesel generator for emergency power supply of deck refrigerated containers in connection with a possible increase in the capacity of the ship power plant.
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Khrapov, Sergey, Ekaterina Agafonnikova, Anna Klikunova, et al. "Numerical Modeling of Self-Consistent Dynamics of Shallow Waters, Traction and Suspended Sediments: I. Influence of Commercial Sand Mining on the Safety of Navigation in the Channel of the Volga River." Mathematical Physics and Computer Simulation, no. 3 (December 2022): 31–57. http://dx.doi.org/10.15688/mpcm.jvolsu.2022.3.3.
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A mathematical model of the joint dynamics of shallow waters, entrained and suspended sediments is constructed, which takes into account nonlinear fluid dynamics and bottom deformations. The dynamics of shallow waters is described by the Saint-Venant equations taking into account the spatially inhomogeneous distribution of the terrain. The transport of entrained sediments is described by the Exner equation generalized to the case of an inhomogeneous distribution of the parameters of the underlying surface. The dynamics of suspended sediments is described by the transport equation, which includes convective transport by water flow and the process of diffusion of the suspension in the liquid layer. For numerical integration of the Saint-Venant, Exner equations and suspended sediment dynamics, a stable and well-tested CSPH-TVD method of the second order of accuracy is used, the parallel CUDA algorithm of which is implemented in the form of a software package «EcoGIS-Simulation» for highperformance computing on supercomputers with graphics coprocessors (GPU). The conditions for the development of a quarry of non-metallic building materials (NSM) located at the mouth of the Partridge Volozhka of the Volga-Akhtuba floodplain on the 2549–2550 km section of the Volga River are considered. To study the safety of navigation from the lower reaches of the Volga hydroelectric dam to the entrance to the VDSK, numerical hydrodynamic modeling of the dynamics of channel processes in this section of the Volga River was carried out. Based on the results of mathematical modeling of the joint dynamics of surface waters, entrained and suspended sediments in the riverbed of the Volga River, it is concluded that the development of the NSM quarry considered in the work does not significantly affect the safety of navigation both along the main ship course «The lower reaches of the Volga hydroelectric dam — VDSK» and on additional — «Volgograd zaton» and «Volozhka Partridge».
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Batygin, O. E. "Modernization of power settings dry cargo and tank vessels." Power and Autonomous equipment 1, no. 1 (2018): 28–34. http://dx.doi.org/10.32464/2618-8716-2018-1-1-28-34.
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The current problem of the need to modernize the Russian fleet and, in particular, the power plants of ships, is caused by the decommissioning the most of the dry cargo and bulk carriers that are in using at this moment. Over time, most of these boards have ceased to be suitable for navigation and can not be repaired, and modern shipyards and shipyards are unable to use and service new ships designed for the domestic fleet. In view of this, there is a discrepancy between the number of required boards and the volume of orders from shipbuilders. The new brand of a foreign manufacturer's engines using on dry cargo and bulk ships of the previous generation significantly reduces the operating costs and repairing diesel engine’s costs, and also increases their service life. The comparison of the aggregates used at this moment and the model under consideration is made and a conclusion is made about the expediency of using the proposed engine for the purpose the Russian shipbuilding’s and ship repair’s long-term development. Subject: the study’s subject is the possibility of using foreign ships’ dry-cargo and tanker vessels for the modernization and improvement of the sides of the selected type.Materials and methods: in the work’s course is a comparative analysis of several types of diesel engines, possible for installation on the sides of the Volga-Don and Volgoneft, was carried out.Results: as a result of the work, a comparative table was developed for the characteristics of the diesel engine’s types under consideration, and the efficiency of using the considered brand’s foreign aggregates was revealed.Conclusions: the use of Yachai YC6CL diesel engines as powerplants on board dry cargo and liquid ships is advisable, because of their undeniable advantages in comparison with domestic units and economic feasibility.
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Kononov, V. V. "On-site studies of hydraulic parameters and ship berth conditions when emptying lock No. 6 of the Volga-Baltic Waterway." Hydrotechnical Construction 32, no. 6 (1998): 303–9. http://dx.doi.org/10.1007/bf02532906.
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Zyablov, Oleg K. Zyablov, Olga V. Alekseeva Alekseeva, and Yuri A. Alekseev Alekseev. "Justification of management decisions on the modernization of Volga-type dry cargo ships based on an express analysis of the market situation." Russian Journal of Water Transport, no. 69 (December 23, 2021): 63–80. http://dx.doi.org/10.37890/jwt.vi69.218.
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The market situation, as in the global. so on a local scale, it is quite changeable and reacts sensitively to the state of the political situation, socio-economic indicators of the country, changes in legislation, etc. Depending on the changing market situation, the company also needs to reorient the scope of its activities, depending on the requirements of the market, in order to be able to provide services or goods in demand in the new market conditions with the greatest efficiency. The presence of several directions of the company's development leads to some tension in making a management decision. This requires research and analysis of the current market situation. The article discusses the rapid analysis of the market situation in order to make a management decision in relation to an asset: a cargo ship. A methodology for conducting express analysis based on information published in open sources has been obtained
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Домнина, О. Л. "Assessment of the risk of environmental and operational consequences from transport accidents with dry cargo ships (on the example of the Volga basin)." MORSKIE INTELLEKTUAL`NYE TEHNOLOGII)</msg>, no. 2(56) (June 9, 2022): 218–25. http://dx.doi.org/10.37220/mit.2022.56.2.029.
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Качество работы транспортной системы страны зависит среди прочего от эффективной системы оценки рисков транспортных происшествий и налаженной системы безопасности транспортного комплекса. Целью данного исследования является апробация комплексной математической модели оценки риска транспортных происшествий на водных объектах, учитывающей как чисто экологические последствия транспортных происшествий с судами, так и влияние этих происшествий на эксплуатационные и экономические показатели работы флота. Объектом анализа стали транспортные происшествия с сухогрузными судами. Комплексный риск транспортных происшествий прогнозируется путем произведения вероятностей столкновения с соответствующими последствиями. Среди источников убытков неэкологического характера автором были рассмотрены: потерянный фрахт в результате простоя судна; эксплуатационные расходы на ремонт; убытки от повреждения имущества на борту судна и убытки, причиненные гибелью или повреждением здоровья людей. Для учета этих факторов созданная ранее база данных была дополнена данными по простою судов, сроками проведения расследований, видами повреждений в результате транспортных происшествий. В результате выполненных исследований была создана классификация участков концентрации транспортных происшествий по уровню возможного риска с учетом факторов экологического и неэкологического характера. The quality of the country's transport system depends, among other things, on an effective system for assessing the risks of such traffic accidents and an established security system for the transport complex. The purpose of this study is to test a comprehensive mathematical model for assessing the risk of transport accidents at river facilities, taking into account both the purely environmental consequences of transport accidents in an incident with ships, and the impact of transport accidents on the operational and economic performance of the fleet. The object of the analysis was transport accidents with dry cargo vessels. The complex accident risk is predicted by multiplying the collision probabilities with the corresponding consequences. Among the sources of losses of non-ecological nature, the author considered: lost freight as a result of the idle time of the vessel; maintenance costs; losses from damage to property on board the ship and losses caused by death or damage to human health. To take into account these factors, the previously created database was supplemented with data on the downtime of ships, the timing of TP investigations, types of damage as a result of transport accidents. As a result of the studies performed, a classification of areas with a concentration of traffic accidents was created according to the level of possible risk, taking into account environmental and non-environmental factors.
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Bibikov, D. V. "BOATS AND THEIR SYMBOLS IN THE FUNERAL RITE ON THE LANDS OF SOUTHERN RUS." Archaeology and Early History of Ukraine 43, no. 2 (2022): 65–82. http://dx.doi.org/10.37445/adiu.2022.02.05.
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The funeral in boats was widespread in Northern Europe from Iceland to the Volga region during the Viking Age. But in the works devoted to this rite the materials of Southern Rus are practically ignored though being studied worst.
 The remains of small boats which can be recorded very rarely are survived in two or three burials. Ship rivets were found in six burials. Despite the insufficient number of these mounts in two cases we can also talk about the use of full-fledged funeral boats. In the other four assemblages the rivets placed on the grave acted as a symbol of the ship which replaced the whole. Available materials allow us to attribute the existence of the rite in Southern Rus to the second half of the tenth century. It probably ceased to be practiced after the introduction of Christianity in 988.
 In the territory of Southern Rus the burial in boats can be considered as an ethnic indicator of the presence of Scandinavians, probably — natives of Central Sweden. A relatively small number of such burials reflects a change in the usual way of life of the Normans in the new conditions.
 Although in Scandinavia since the ninth century the significant simplification and «democratization» of the rite could be observed, in Eastern Europe it remains to be elitist. In all burials of Southern Rus the composition of the grave goods indicates the burial of men. Most of them contained weapons or whole sets of them, often the remains of a horse and rider’s equipment, attributes of trade — weights, fragments of scales, coins. At the same time these materials demonstrate a clear social hierarchy of the dead — from ordinary soldiers to the princely class. Chorna Mohyla barrow in Chernihiv was the largest and richest Old Rus mound where a local prince was probably buried. The ship rivets were also found among the materials from this barrow 120 years later excavation.
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Molkov, Alexander A., Sergei V. Fedorov, Vadim V. Pelevin, and Elena N. Korchemkina. "Regional Models for High-Resolution Retrieval of Chlorophyll a and TSM Concentrations in the Gorky Reservoir by Sentinel-2 Imagery." Remote Sensing 11, no. 10 (2019): 1215. http://dx.doi.org/10.3390/rs11101215.
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The possibilities of chlorophyll a (Chl a) and total suspended matter (TSM) retrieval using Sentinel-2/MSI imagery and in situ measurements in the Gorky Reservoir are investigated. This water body is an inland freshwater ecosystem within the territory of the Russian Federation. During the algal bloom period, the optical properties of water are extremely heterogeneous and vary on scales of tens of meters. Additionally, they vary in time under the influence of currents and wind forcing. In this case, the usage of the traditional station-based sampling to describe the state of the reservoir may be uninformative and not rational. Therefore, we proposed an original approach based on simultaneous in situ measurements of the remote sensing reflectance by a single radiometer and the concentration of water constituents by an ultraviolet fluorescence LiDAR from a high-speed gliding motorboat. This approach provided fast data collection including 4087 synchronized LiDAR and radiometric measurements with high spatial resolutions of 8 m for two hours. A part of the dataset was coincided with Sentinel-2 overpass and used for the development of regional algorithms for the retrieval of Chl a and TSM concentrations. For inland waters of the Russian Federation, such research was performed for the first time. The proposed algorithms can be used for regular environmental monitoring of the Gorky Reservoir using ship measurements or Sentinel-2 images. Additionally, they can be adapted for neighboring reservoirs, for example, for other seven reservoirs on the Volga River. Moreover, the proposed ship measurement approach can be useful in the practice of limnological monitoring of inland freshwater ecosystems with high spatiotemporal variability of the optical properties.
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Lipatov, I., M. Molchanova, and O. Lebedev. "The practice of using the fourier transform in processing the results of mathematical modeling of the hydrodynamics of getaways." Journal of Physics: Conference Series 2131, no. 3 (2021): 032029. http://dx.doi.org/10.1088/1742-6596/2131/3/032029.
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Abstract The article deals with the actual aspects of practical mathematical modeling of hydro-dynamic processes in the chambers of navigational locks. The use of direct and inverse Fourier transforms has been tested to obtain the representations of non-stationary graphs acceptable for analysis. Cross-sections of the water flow filling the chamber of a typical lock in the Volga-Don shipping channel were used as reference data (VDSC). The control sections in the flow were selected with a qualitatively different hydrodynamic nature of motion. A two-dimensional array of non-stationary data results were decomposed into Fourier series. The resulting graph of the amplitude-frequency spectrum was analyzed by the harmonics forming it. Its amplitude was taken as the criterion for the harmonics’ selection. After zeroing the insignificant harmonics, the inverse Fourier transform was performed. The quality of the data array approximation was controlled by visual overlay of the original graphs on the processed one. In all cases, it was possible to obtain the acceptable approximation results. This created a reliable basis for the scientific analysis and development of engineering measures for the implementation of safe ship passage through gateways. At the end of the article, a number of the data processing specific features are presented, caused by a variety of hydrodynamic features of the flow in various sections.
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Savchenko, Alexander, and Tatiana Borodina. "The Role of Cultural Tourism in Development of Depressed Regions in Russia: The Case of Plyos, Ivanovo Region." European Countryside 12, no. 3 (2020): 384–407. http://dx.doi.org/10.2478/euco-2020-0021.
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AbstractThe article analyzes the impact of cultural tourism on the development of municipalities in depressed regions through case-study of the small town Plyos in Ivanovo oblast in Russia. The town-planning composition of Plyos is determined by the Volga river and the complex highly rugged relief. The unique combination of architecture and natural landscape makes the town and its surroundings attractive for cultural tourism development. The connection between the development of culture and tourism in Plyos has been noted since the beginning of the 1970s. Since then, from decade to decade, these spheres have constantly strengthened each other’s development. A number of market factors have been identified for effective involvement of historical heritage and cultural landscape in various types of cultural tourism and their transformation into a resource for sustainable development of the settlement. These market factors can be summarized into three groups: marketing, institutional and investment. The bet on market-based and diversified development of cultural tourism made by the authorities of the municipality and the region in 2005 has produced significant positive results by 2020. The structure of cultural tourism in Plyos has changed qualitatively, and the importance of event and creative tourism has grown significantly. Over the past 4–5 years, the tourist flow has changed radically in the direction of a significant increase in the share of individual and most solvent categories of tourists. Increasing the duration of cruise ship stay and lengthening the period of attendance in Plyos for individual tourists provides an increase in the load of tourist infrastructure in the summer season, and the boom in expensive seasonal real estate and the expansion of the offer of services for types of tourism related to cultural, contribute to leveling the seasonal load. However, these successes have a downside, when Plyos is an “island of prosperity” in the “economic desert” of its depressed regional environment. There are several ways in which it is possible to influence the development of a depressive surroundings. For the Ivanovo region, Plyos acts as a “point of entry” for investments in the tourism sector, a promoter of all-Russian events in the field of cultural tourism and a market place for products of local producers, including products of world-famous art crafts.
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Egorova, Olga. "Justification of choice of class assignment for mixed river-sea vessel." Transactions of the Krylov State Research Centre, SPECIAL ISSUE 1 (April 16, 2019): 59–66. http://dx.doi.org/10.24937/2542-2324-2019-1-s-i-59-66.
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For river-sea ships and barge tugboats of “Volga-Don Max” class, class RS R2 is required, which has significant advantages by metal consumption in comparision with R1 class and even more with unrestricted navigation area class.
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Fedotova, P. I. "THE «IDEAL» WAY: WAS IT POSSIBLE TRANSCONTINENTAL WATER ROUT ALONG THE RIVES OF EASTERN EUROPE?" EurasianUnionScientists 9, no. 4(73) (2020): 10–25. http://dx.doi.org/10.31618/esu.2413-9335.2020.9.73.711.
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The article shows the fallacy of traditional ideas about the existence of a water transit route from the Baltic to the Volga and the Dnieper. Due to the low water content of the rivers of Eastern Europe during the water minimum of the first Millennium ad and the presence of rapids on the Volkhov, Msta and Lovat, these rivers were unsuitable for navigation, not only for keel Scandinavian, but also for any cargo ships. The water road from Ilmen to the Volga, as well as the Dnieper (the way «from the Varangians to the Greeks») never existed. The hydrographic characteristics of Msta and Lovat exclude the possibility of platoon movement of rowing vessels along these rivers. Shipping conditions along the Western Dvina and the Dnieper were extremely difficult. The belief of historians in the river routes of Eastern Europe in the era of the Vikings VIII –XI century based on the undue transfer of social and geographical conditions of navigation in the high water period and the era of the centralized state of the II Millennium ad in the pre-state period in the era of water minimum of I Millennium ad.
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Pavlikova, Maria D., Alexey N. Borodin, and Andrey E. Plastinin. "Assessment of the water quality of the Volga River in the area of the Podnovsky roadstead of oil tankers for nitrogen-containing compounds." Russian Journal of Water Transport, no. 73 (December 20, 2022): 266–75. http://dx.doi.org/10.37890/jwt.vi73.303.
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In connection with the long stay of ships in the roadsteads and the influence of pollutants on the electrical conductivity of water and the corrosion rate of structural elements of the vessel, the article assesses the quality of the water of the Volga River in the area of the Podnovsky roadstead of oil tankers. The purpose of this study is to assess the content of nitrogen-containing substances in the surface and bottom layers of the Volga River in the area of the Podnovsky raid of oil tankers and the discharge of wastewater from the Nizhny Novgorod aeration station to determine the significance of the impact of its activities on the pollution of the water use facility. In the background section, an excess of the maximum permissible concentration of ammonium nitrogen was found to be almost four times higher. In the control section, there is a significant increase in ammonium nitrogen relative to the background by 34.5%. The maximum concentrations of ammonium nitrogen are found below the wastewater discharge in the surface water layer in the range of 1.8 - 1.3 maximum allowable concentrations. The maximum concentration of nitrites exceeded the maximum permissible value by 4.8 times.
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Škiljaica, Ivan, Vladimir Škiljaica, and Mirjana Živković. "Methods for determining the speed of water flow in canals in order to protect the slopes and bottoms of canals from collapse." Tehnika 76, no. 5 (2021): 636–44. http://dx.doi.org/10.5937/tehnika2105636s.
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The paper analyzes the navigating conditions of the displacement type ships for the transport of our shipping companies on the channels of the Danube-Tisa-Danube hydro system in order to determine the navigation speed at which the speeds of water flow of opposite direction occur so that the channel banks and the bottom are protected from collapse. The methods applied in the work were created as a result of special research conducted on the Moscow and Volga-Don channels by two scientific institutions of the Russian Federation: the Main Research Institute of Water Transport (GIIVT) and the Scientific Research Institute of Water Transport (NIIVT). The results of this research have been published in literature in the Russian language. The aim of the authors was, based on these published methods, to examine and determine the impact of the movement of ships of our shipping companies on the shores and bottom of the canal as a new step in preparations for finding the optimal regime of navigation on navigable canals. Self-propelled (motor) ships for the transport of cargo of different types in channels of variable cross-sectional area and at different navigation speeds were subjected to calculations.
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Домнина, О. Л. "Risk Assessment of Environmental Consequences from Transport Accidents with Dry Cargo Vessels on the Example of the Volga Basin." MORSKIE INTELLEKTUAL`NYE TEHNOLOGII)</msg>, no. 1(55) (March 3, 2022): 187–93. http://dx.doi.org/10.37220/mit.2022.55.1.025.
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Транспортная и экологическая безопасность напрямую связана с системой реагирования, для отлаженной работы которой необходима система прогнозирования экологических рисков. Существующие в настоящее время модели оценки риска в основном связаны с оценкой вероятности транспортных происшествий. Кроме того, большинство моделей рассматривают экологические риски только от транспортных происшествий с нефтеналивными судами и в основном на море. Данная работа является продолжением работ автора в направлении оценки экологического риска от транспортных происшествий на внутренних водных путях. Предложенная ранее методика оценки апробируется в данной работе на данных о транспортных происшествиях в Волжском бассейне. При этом объектом анализа стали транспортные происшествия с сухогрузными судами. Среди источников убытков были рассмотрены: сброс грузов в результате повреждения корпуса судна, сброс нефтесодержащих вод, сточных вод, мусора, разлив нефти из расходных цистерн сухогрузных судов при аварии, а также убытки, связанные с затоплением судов. В результате выполненных исследований была создана классификация участков концентрации транспортных происшествий по уровню возможного экологического риска. Transport and environmental safety is directly related to the response system, for the smooth operation of which a system for predicting environmental risks is needed. Currently existing risk assessment models are mainly related to the assessment of the probability of traffic accidents. In addition, most models consider environmental risks only from transport accidents with oil tankers and mainly at sea. This work is a continuation of the author's work in the direction of assessing the environmental risk from traffic accidents on inland waterways. The previously proposed assessment methodology is tested in this paper on data on traffic accidents in the Volga basin. At the same time, transport accidents with dry cargo ships became the object of analysis. Among the sources of losses were considered: the discharge of cargo as a result of damage to the ship's hull, the discharge of oily water, sewage, debris, oil spills from service tanks of dry cargo ships in the event of an accident, as well as losses associated with the flooding of ships. As a result of the performed studies, a classification of areas of concentration of traffic accidents was created according to the level of possible environmental risk.
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Batanina, E. A., V. S. Naumov, A. E. Plastinin, V. N. Zakharov, and N. S. Otdelkin. "Estimation of the Frequency of Emergency Hazardous Cargo during the Operation of Ships in the Volga Basin." Voprosy sovremennoj nauki i praktiki. Universitet imeni V.I. Vernadskogo, no. 4(74) (2019): 009–18. http://dx.doi.org/10.17277/voprosy.2019.04.pp.009-018.
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Abdusalamov, M.-P. B., Sh A. Magaramov, and Z. A. Khalaev. "DEVELOPMENT OF THE WESTERN CASPIAN MARITIME TRADE IN THE FIRST HALF OF THE 18th CENTURY." History, Archeology and Ethnography of the Caucasus 13, no. 4 (2017): 5–12. http://dx.doi.org/10.32653/ch1345-12.
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The article deals with the development of trade contacts between Russia and Oriental countries that were carried out through the western and southern coasts of the Caspian Sea in the first half of the 18th century. Since the early Middle Ages, the Russians had been contacting with the population of the Caspian Sea regions and Oriental countries via the Volga-Caspian Route. The western coast of the Caspian Sea, in contrast to the eastern one, had significant merchant harbors (Derbent, Nizabad, Baku), which accounted for a great part of international trade turnover. Since the beginning of the 18th century, the transit role of the Caucasian coast of the Caspian Sea had been increasing, Russia was interested in establishing trade and economic contacts with the East, as the main commodity of the Eastern trade - silk - was to be exported to European countries via the Caspian-Volga Route. Therefore, measures were taken to reconstruct the merchant harbors, particularly in Derbent and Baku, the required infrastructure along the western and southern coasts of the Caspian Sea was created, the Caspian flotilla was modernized, and more weight-lifting vessels were built and replaced the busses of the previous century. Transportation of cargo across the Caspian Sea was quite a profitable business, and it was carried out only by Russian sea-going vessels that had been built in the Astrakhan Admiralty established on the order of Peter I. The Caspian trade with the countries of the Caucasus and the Western Caspian Sea regions continued developing in the post-Petrine period. During the period of the Caucasian conquests, Nadir Shah planned to create a strong fleet in the Caspian Sea like that of Russia. For this purpose, the representatives of the English company, Hanway and Elton, were employed by Nadir Shah and were allowed to build ships and sail on merchant ships over the Caspian Sea. However, the Iranian Shah’s plans to create his own fleet in the Caspian Sea, as well as his Dagestan campaign failed.
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Yemelianova, Galina M. "Sufism and Politics in the North Caucasus." Nationalities Papers 29, no. 4 (2001): 661–88. http://dx.doi.org/10.1080/00905990120102138.
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After the collapse of communism in Russia, which is the home of more than 14 million Muslims, there has been an Islamic revival that has been part of the process of political and intellectual liberalization of society. The major Islamic enclaves of the Russian Federation are located in the Volga-Urals, the North Caucasus, and central Russia. Russian Muslims are concentrated in the eight autonomous republics of Tatarstan, Bashkortostan, Adyghea, Kabardino-Balkaria, Karachay-Cherkessia, Ingushetia, Dagestan, and Chechnya. Most Muslims belong to theHanafi madhhab(the juridical school) of Sunni Islam, although Dagestani and Chechen Muslims adhere to theShafii madhhabof Sunni Islam. There is also a small Shia community in southern Dagestan. A large number of Dagestanis, as well as Chechens and Ingushes, profess Sufism—a mystical form of Islam, which is also known as parallel Islam.
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Батанина, Е. А., А. Н. Бородин, О. Л. Домнина, and А. Е. Пластинин. "Determination of areas of concentration of transport accidents with the participation of ships in the Republic of Tatarstan." MORSKIE INTELLEKTUAL`NYE TEHNOLOGII), no. 4(50) (November 21, 2020): 161–68. http://dx.doi.org/10.37220/mit.2020.50.4.022.
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В статье решается задача по определению границ участков концентрации транспортных происшествий с участием судов на реках Волге и Каме в границах республики Татарстан. Для этого создана база данных по транспортным происшествиям с участием различных видов флота за период наблюдения с 2007 по 2018 гг. Методика определения границ участков концентрации транспортных происшествий основывается на расчете плотности транспортных происшествий на участках с различными условиями формирования рисков и сравнении ее с усредненным количеством транспортных происшествий на исследуемых участках водного пути, а также последующей проверке гипотезы о нормальности эмпирического распределения количества транспортных происшествий на участках с повышенной плотностью транспортных происшествий. Границы участков определены при уровне значимости равном 0,05. В результате выполненных исследований выявлено наличие 13 участков концентрации транспортных происшествий на рассматриваемых водных объектах, установлено наличие значительных смещений границ участков концентрации транспортных происшествий на реке Волге при рассмотрении различных периодов наблюдения с 1980 по 2018 гг., сделаны предложения по практическому применению полученных результатов и дальнейшему совершенствованию методики определения границ участков концентрации транспортных происшествий в части применения методов непараметрической статистики, вариантов оценки плотности транспортных происшествий и учета субъектов Российской Федерации. The article solves the problem of determining the boundaries of areas of concentration of transport accidents involving ships on the Volga and Kama rivers within the borders of the Republic of Tatarstan. For this purpose, a database was created on transport accidents involving various types of fleet for the observation period from 2007 to 2018. The method for determining the boundaries of traffic accident concentration areas is based on calculating the traffic accident density in areas with different risk formation conditions and comparing it with the average number of traffic accidents in the studied sections of the waterway, as well as subsequent testing of the hypothesis about the normality of the empirical distribution of the number of traffic accidents in areas with high traffic accident density. Plot boundaries are defined at a significance level of 0.05. As a result of performed studies revealed the presence of 13 areas of concentration of accidents in the considered water bodies, the presence of significant movement of boundaries of the areas of concentration of traffic accidents on the Volga river when considering different time periods from 1980 to 2018 made suggestions on the practical application of the obtained results and the further improvement of a technique of definition of boundaries of the areas of concentration of accidents in the application of methods of nonparametric statistics, options for assessing the density of traffic accidents and accounting for the subjects of the Russian Federation.
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Kuzovkov, Volodymyr. "Dnipro-Buh Estuary Coast in Context of Eastern Campaigns of Prince Sviatoslav (964-972)." Eminak, no. 3(35) (November 13, 2021): 59–66. http://dx.doi.org/10.33782/eminak2021.3(35).541.
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The debatable aspects of the eastern policy of Kyivan Rus during the reign of Prince Sviatoslav (964-972) are studied in the paper. Particular attention is paid to the campaigns of Rus troops against the Khazar Khaganate. The quantity of Sviatoslav’s eastern campaigns, the complement of their participants, the influence of Byzantine diplomacy on their organization, evidence of sources on the geography of military operations, and a role played by the Dnipro-Buh estuary as a strategic point on the Rus’ waterway to the Caspian Sea are considered.
 Analysis of written sources and the international context of the eastern policy of Prince Sviatoslav of Kyiv makes it possible to state that the military operations of Rus troops against Khazaria can be combined into two campaigns that are of 965 and 968-969. The route of those campaigns passed along the ancient waterway, which connected the Middle Dnipro region with the Caspian Sea. Waypoints of that route can be considered being the Dnipro trade route, the Black and Azov Seas, the Don and Volga rivers. An important place on this route was taken by the Dnipro-Buh estuary and its coast, in particular the island of St. Epheria (Berezan) and the Biloberezhzhia. It was there that Sviatoslav’s troops made a stop for rest and re-equipment of ships for seafaring. Probably, in 965, Sviatoslav’s allies were “a large group of Turks.” The latter could be recognized as a combined contingent of Oghuz and Pechenegs or detachments of one of those tribes. The campaign of 965 could enjoy the support of Byzantium, which during the 10th century considered Khazaria its competitor in the struggle for influence in the region.
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Батанина, Е. А., and О. Л. Домнина. "Assessment of the possible amount of harm in case of emergency discharges of bulk cargo from ships." MORSKIE INTELLEKTUAL`NYE TEHNOLOGII), no. 3(53) (August 27, 2021): 192–99. http://dx.doi.org/10.37220/mit.2021.53.3.036.
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При прогнозировании последствий аварий с участием транспортных судов существует необходимость в получении оперативных оценок размера вреда и длительности воздействия загрязняющих веществ в водных объектах для определения уровня реагирования и разработки защитных мероприятий. Наибольшую экологическую опасность представляют сбросы следующих грузов: удобрений, нефтепродуктов, соли, соды, серы, угля. В статье решается задача по определению возможного размера вреда при аварийных сбросах не нефтеналивных грузов с судов в Волжском бассейне внутренних водных путей. Для этого создана база данных по транспортным происшествиям с участием сухогрузных судов за период наблюдения с 2007 по 2018 гг., выполнено определение гидрологических условий распространения загрязняющих веществ и оценка их концентраций в воде для расчета длительности воздействия. Методика оценки возможного размера вреда водным объектам при сбросе сыпучих грузов при транспортных происшествиях основывается на учете агрессивности ингредиентов различных видов грузов и условных вероятностей их сброса, времени и места сброса, длительности воздействия. В результате выполненных исследований разработано математическое описание для оценки возможного размера вреда водным объектам от сбросов сыпучих грузов при транспортных происшествиях; создана классификация участков концентрации транспортных происшествий по уровню возможного размера вреда водным объектам при сбросе сыпучих грузов; получено уравнение связи размеров вреда при сбросе сыпучих грузов и грузоподъемности судна (массы сброса). When predicting the consequences of accidents involving transport vessels, there is a need to obtain operational estimates of the amount of harm and the duration of exposure to pollutants in water bodies to determine the level of response and develop protective measures. The greatest environmental hazard is posed by the discharges of the following cargoes: fertilizers, oil products, salt, soda, sulfur, coal. The article solves the problem of determining the possible amount of harm in case of emergency discharges of non-oil cargo from ships in the Volga basin of inland waterways. For this, a database on transport accidents involving dry cargo vessels was created for the observation period from 2007 to 2018, the hydrological conditions of the spread of pollutants were determined and their concentrations in water were estimated to calculate the duration of exposure. The methodology for assessing the possible amount of harm to water bodies during the discharge of bulk cargo in transport accidents is based on taking into account the aggressiveness of the ingredients of various types of cargo and the conditional probabilities of their discharge, the time and place of discharge, and the duration of exposure. As a result of the research carried out, a mathematical description was developed to assess the possible extent of damage to water bodies from discharges of bulk cargo during transport accidents; a classification of areas of concentration of traffic accidents was created according to the level of possible damage to water bodies during the discharge of bulk cargo; an equation was obtained for the relationship between the size of damage during the discharge of bulk cargo and the carrying capacity of the vessel (discharge mass).
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Medvedev, A. P. "NEW SARMATIAN BARROWS IN THE MIDDLE KHOPER BASIN." Archaeology and Early History of Ukraine 36, no. 3 (2020): 334–46. http://dx.doi.org/10.37445/adiu.2020.03.21.
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In 2018—2019, the Yelan archaeological expedition of the Voronezh State University excavated the barrows near Ivanovka village on the Yelan River in the Novokhopyorsky District, Voronezh Region. Sarmatian barrows had not been excavated in this area before. The barrows with the height of 0.5—5 m are situated on the slope of the headland on the right bank of the Yelan and the left bank of its tributary, the Tatarka River. Most of the barrow group had never been plowed and remained in the natural steppe landscape representing a fragment of fescue-feather grass steppe. The expedition excavated two Sarmatian barrows up to 0.5 m high and up to 20 m in diameter, being a part of the «long-running» barrow group Ivanovka 7 (about 40 mounds). The north-western sector of the Barrow 25 contained the only burial found under the mound top with the size of 2 Ч 2.1 m and the depth of 0.9—1 m from the native soil level. The buried lied diagonally with the head directed to the north-west. The skull had features of artificial deformation. In the southern corner there were some broken vessels — a large gray-clay dish with small ruminant bones, a large one-handle jar with the brown surface and a small gray-clay jar with a hollow handle. On the bottom there was an iron adze with wooden remains inside the plug. Between the shin-bone and wall there was an iron knife and 16 small iron three-bladed arrow heads. At the end of the right hand there was a piece of bone piercer. The barrow is dated to the Late Sarmatian period (middle of the 2nd century AD). Though this barrow group is now situated in the forest steppe the study of buried soil showed its clearly steppe nature. Therefore the studied burials do not differ from the bulk of late Sarmatian burials found in steppes of the Volga and Don interfluve area.
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Shin, Hoyoung, and Hyunmin Oh. "The Effect Of Accruals Quality On The Association Between Voluntary Disclosure And Information Asymmetry In Korea." Journal of Applied Business Research (JABR) 33, no. 1 (2016): 223–36. http://dx.doi.org/10.19030/jabr.v33i1.9892.
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Using data on the firms' voluntary disclosures from the Korea Stock Exchange from 2011 to 2014, we first empirically examine the association between voluntary disclosure and information asymmetry and then investigate the extent to which this association is affected by accruals quality since Korea adopted International Financial Reporting Standards (IFRS) in 2011. We use Comprix et al. (2011) and Shin and Park (2014)'s measures of information asymmetry. They are daily stock return volatility (VOLA) and trading volume turnover (VOL). We use the Dechow et al.'s (1995) revised Jones model and the Kothari et al.'s (2005) performance matched discretionary accrual model to measure the discretionary accruals. The absolute values of discretionay accruals are used as proxies for accruals quality. Final research samples with voluntary disclosure for this study are 1,226 (firms-years) companies. The research findings generally support our hypotheses. First, the relation between voluntary disclosure and information asymmetry is statistically and significantly positive as we have expected. The Korean companies with high voluntary disclosure would experience higher daily stock return volatility and less trading volume, which implies that companies tend to disclose biased information to the outside, which is consistent with prior studies in Korea. Second, the accruals quality (moderating variable) on the relation between voluntary disclosure and information asymmetry is statistically and significantly negative. Thus, we can conclude that when accruals quality is high, more voluntary disclosure decreases information asymmetry. These findings imply that accruals quality works as a mechanism in reducing the negative effect of voluntary disclosure on information asymmetry after the adoption of IFRS in Korea. The limitation of this study is such that we might not have considered other omitted variables and other proxies for the accruals quality, voluntary disclosure, and information asymmetry.
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Tkachev, A. A., and K. I. Klyuchenko. "ANALYSIS OF MEASURES TO COMBAT THE VOLGA-CASPIAN CANAL SEDIMENTATION." Land Reclamation and Hydraulic Engineering, no. 4 (2022). http://dx.doi.org/10.31774/2712-9357-2022-12-4-333-348.
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Purpose: to assess measures to reduce the canal sedimentation and, accordingly, reduce the volume of repair dredging by constructing protective structures, which are proposed to be used within the boundaries of permitted shallow-water dumps to protect the canal from bottom soil from the backbone space and to regulate the water flow into channel. Materials and methods. The Volga-Caspian Sea Navigation Canal (VCSNC) plays the role of a connecting link and a single deep-water highway from the Caspian Sea to the Azov-Black Sea, Baltic and Northern basins through the ports of Olya and Astrakhan. Navigation in the canal continues throughout the year; in winter, ships are piloted with the support of icebreakers. The ship's passage in the river part of the canal passes along the Bakhtemir branch – a natural continuation of the river bed Volga within the delta of the river Volga. One of the main factors complicating the conditions for the normal operation of the VCSNC is its sedimentation, which is caused by the solid runoff of the Volga, surge, wind wave and ice phenomena. A different combination of these components entails bottom deformations and sediment deposition, which vary from year to year, both throughout the channel and in its individual sections. A possible measure to reduce the canal sedimentation and, accordingly, reduce the volume of repair dredging is the construction of protective structures, which are proposed to be used within the boundaries of permitted shallow dumps to protect the canal from being carried by bottom soil from the backwater and to regulate the water flow in the channel. Results. Four options for constructive solutions for protective structures using geotubes and geobags in various combinations, with various options for preparing and constructing the central part of the dam were considered. Conclusions: it is proposed to use structures using composite and traditional materials.
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Оконникова, Татьяна, Tatyana Okonnikova, Михаил Саранча, and Mikhail Sarancha. "POTENTIAL OF THE HISTORICAL AND CULTURAL HERITAGE OF PRICAMA CITY SARAPUL IN THE TOURISM DEVELOPMENT." Services in Russia and abroad, January 22, 2018, 77–84. http://dx.doi.org/10.22412/1995-042x-11-7-7.
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The article provides an overview of the historical development of the city Sarapul. This second largest city of the Udmurt Republic has significant tourism potential, which is based on rich historical and cultural heritage. History of Sarapul, according to the available data, is rooted in the XVI century. In the second half of the XVIII century the city became a district center in the Vyatka province. Administrative status and favorable geographical position of Sarapul on the banks of navigable Kama caused a rapid transformation of the city in the commercial and industrial center of Middle Kama region, the capital of his social and spiritual life. Merchant was the most significant social stratum in the city. The most prominent representatives of merchants – P.A. Bashenin, G.D. Peshekhonov et al. – made famous city in the whole country. Merchant house, churches, industrial buildings, public institutions buildings that was often built on donations of the merchants made a unique architectural appearance of Sarapul, took shape in the late XIX – early XX centuries. The unique historical heritage of the city has preserved until today. The list of historical and cultural monuments located in the territory of the city, includes more than 200 objects. The city is the birthplace of famous people, including hero of the Patriotic War of 1812 N. A. Durova. Sarapul listed as "Historic cities of Russia". The city be- came the basis for the investment project "Tourism and recreation cluster "Kamskiy Bereg", supported by the Agency for Tourism of the Russian Federation. Given the existing tourist potential, convenient location on the route of cruise ships, the activities of the Museum of History and Culture of Middle Kama region for the organization of tourist activities, the measures undertaken in the framework of the development of the tourism cluster, there is every reason to believe that Sarapul will become an attractive tourist center not only in Udmurtia, but the entire Volga region.