Russian Ports Research Articles

Romania and the International Sanitary Conferences of the Late Nineteenth and Early Twentieth Centuries

This paper traces Romania’s participation in the International Sanitary Conferences of the late nineteenth and early twentieth centuries. Romania’s interest in international sanitary diplomacy was directly linked to the country’s geographical location and the role of the Danube in the spread of epidemics. The cholera outbreak that reached the Lower Danube in 1865 demonstrated that the river, which connected the Levant to Central Europe via steamship companies, was one of the main gateways through which epidemics spread to the continent. With their busy commercial links to other Black Sea ports, Sulina, Galați and Brăila were equally vulnerable to the importation of diseases that reached Ottoman or imperial Russian ports by land, i.e., via Persia or Central Asia. Such serious health concerns became even more important to the Romanian government after the Danube Delta and Dobrudja became part of independent Romania in 1878. The text follows the various interests that Romania had during these decades, defended by diplomats and doctors who worked together to protect public health from various epidemic, political or economic threats.

Prospects for the development of the Northern Sea Route after February 2022: An analysis of Russia's policy in the new conditions

This paper aims to evaluate Russian state policy towards the development of the Northern Sea Route with all the political, economic, and financial challenges that followed the war between Russia and Ukraine after February 2022. Much attention has been paid to the new plan of the development of the Northern Sea Route until 2035, adopted by the Government in August 2022 since this is a strategic document serving as a starting point in the analysis of Russia's long-term goals in the Arctic. The analysis shows that the Russian authorities do not want to downgrade the importance and potential of Arctic development, including the Northern Sea Route, although demand for Russian oil and gas is declining except in China and a few other countries, and Russia is having difficulties acquiring essential technologies from developed countries. The Russian Government appears to be more focused on the domestic purpose of the Northern Sea Route, i.e., maintaining the local economy in the Arctic region, including cabotage transportation (shipping between two Russian ports) and northern supply (severnyi zavoz).

Стратегические направления и перспективы развития в РФ логистической информационной платформы LOGINK

The directions of digital transformation of unimodal and multimodal freight transportation are being studied within the framework of the Superservice 22 project, the state information system of electronic transportation documents (GIS EPD), the automated ETRAN system, and the INTERTRAN project. The strategic goals of creating a national digital transport and logistics platform in Russia are determined. The experience of the phased construction of the LOGINK transport and logistics public information platform in China is summarized and investigated. Three stages of the development of the LOGINK information platform are distinguished and characterized: the stage of internal standardization; the stage of regional integration; the stage of international promotion. The types and flows of information exchange on the LOGIN transport and logistics platform are identified. The dynamics of the development of the LOGIN platform's international cooperation with seaports, leading shipping companies and global logistics operators is considered. The cooperation of the LOGINK transport and logistics platform with international organizations and institutions that set standards in the field of logistics and freight transportation is being studied. Strategic directions for using the LOGINK platform are being established within the framework of the “One Belt, One Road” initiative in order to increase China's influence on international freight transportation and global supply chains. Proposals are being developed to change the strategy of “international promotion” of the LOGINK platform and enhance its cooperation with logistics operators of alternative container transportation routes and cross-border transit routes, in particular with Russian ports, rail carriers and leading logistics companies in Russia. The stages of the implementation of the strategy of “international promotion” of the LOGINK information platform in the Russian market of transport and logistics services are determined and characterized in a meaningful way. The expediency of combining the LOGINK information platform with the ecosystem of digital transport corridors of the Eurasian Economic Union is substantiated.

Transformation of Eurasian railway logistics in the context of growing supplies towards East Asian markets

Objective: to analyze trends in the cargo turnover of the ports of the Baltic basin with an emphasis on restoring the volume of port cargo transshipment, starting from the end of 2022. Methods: supply chain modeling, geo-economic analysis and parameterization of the main technical and operational indicators in transport and logistics systems. As a result of the conducted research: the analysis of changes in cargo transshipment at the ports of the Baltic Sea basin of Russia in comparison with the shipment of cargo through the ports of the Azov-Black Sea, the Far-East basin and other directions, the changes of participants from among the world and national sea container operators in the directions through the Russian ports of the Baltic basin, new container lines are given the dynamics of cargo turnover at Russian ports in the context of various types of cargo is also shown.

Формирование системы «умных» портов в логистической инфраструктуре Северного морского пути

Forming a system of smart ports in the logistics infrastructure of the Northern Sea Route (NSR) has been analyzed. There are considered the cases of the current development of port infrastructure in the NSR, the world experience of implementing a smart port in the existing logistics infrastructure is analyzed, the ways to introduce this system into the port infrastructure of the Northern Sea Route to optimize logistics flows in the Russian Arctic are studied. The main share of volume indicators of ships in Russian ports in 2020 is illustrated. It has been stated that one of the leading positions, according to the main share of ship indicators, is occupied by the seaport of Murmansk, which, despite its location and climatic conditions, is the largest ice-free shipping hub not only in the Russian Federation, but in the global maritime space. A systematic approach including the general scientific and special research methods is applied: comparison, formalization, generalization, classification, analysis, synthesis. Based on the comparative analysis of the parameters of the traditional and smart ports, the key components of the smart port are identified: smart infrastructure, smart traffic flows, smart logistics. The large and technologically developed port of Rotterdam is presented as an example of successful development of the port infrastructure. Large-scale digitalization and innovations in the work of the hydrometeorological service of the port contribute to improving the operational efficiency and safety of ships, as well as reducing polluting emissions. It is proposed to take as a basis the studied digital innovations in the port of Rotterdam for the transformation of the ports of the Russian Arctic.

Phosphine Susceptibility of Adult Megaselia scalaris (Loew) (Diptera: Phoridae)

Summary Megaselia scalaris (Loew) (Diptera: Phoridae) is a synanthropic fly that lives in a wide range of warmer regions globally. Although it is listed as a quarantine pest in the Eurasian Economic Union, phytosanitary protocols have not been established. The larva feeds on moist food material and cannot grow on dry matter, including cured tobacco. However, adults of this species have been detected in containers containing tobacco in Russian ports. In this study, difference in susceptibility to phosphine between developmental stages and the lethal effect of phosphine on adults was evaluated. Fortunately, the adult which is the potential contaminable stage in tobacco was demonstrated to be the least tolerant. The phosphine concentrations to achieve probit 9 mortality (≈LC99.9968) for adult flies were calculated to be 636.2 ppm at 15 °C, 565.9 ppm at 20 °C, and 280.1 ppm at 25 °C with 6 h of exposure. The concentration × time products (Ct, ppm·d), the cumulative exposure to the fumigant, at respective temperatures were calculated as 159.1 ppm·d at 15 °C, 141.5 ppm·d at 20 °C, and 70.0 ppm·d at 25 °C, which are much lower than those recommended for the control of insect pests of cured tobacco leaves by CORESTA (Cooperation Centre for Scientific Research Relative to Tobacco). These are 1800 ppm·d (300 ppm × 6 d) at 16–20 °C and 800 ppm·d (200 ppm × 4 d) at temperatures higher than 20 °C. The results suggest that the standard fumigation protocol for stored tobacco will be adequate to control adult M. scalaris. The probit 9 values obtained in this study can be further utilized for the development of phosphine-based quarantine and preshipment treatments for this species.

Russia's sanctions policy in the context of the First World War

The article is devoted to the analysis of the sanctions policy of the Russian Empire towards the countries that were its opponents in the First World War. Such states included Germany, Austria-Hungary, Bulgaria, and Turkey, which joined forces in the military bloc of the Central Powers to fight the Allies.
 The victories of the member states of the Entente bloc were forged not only on the fronts, but also achieved through the partial or complete abolition of trade, financial and economic relations with the countries of the Fourth Bloc. The aim of this paper is to study and comprehend the experience of imposing sanctions by the Russian Empire against states that participated in the war against it during the war of 1914-1918. , which is waging a long-running hybrid war with Ukraine. The article demonstrates an example of an adequate response of state institutions to encroachment on the territorial integrity and sovereignty of the country. It has been proved that immediately after the start of hostilities, measures were taken against the subjects of the states fighting against Russia to limit their legal capacity and legal capacity. They could be deported both outside the country and outside its individual localities.
 These people were allowed to enter Russia only with the permission of the relevant authorities. Merchant ships of countries fighting against Russia, seized in Russian ports, were detained. Merchant ships built for foreign countries were confiscated and converted for military purposes.
 Investment policy has also been revised. This is confirmed by the approval by the Russian emperor in 1915 of the Regulations on the Liquidation of Trade Enterprises Belonging to Enemy Citizens, which referred to the liquidation of enterprises and joint-stock companies that co-owned with Russian nationals. It is noteworthy that only those enterprises that operated at the expense of German, Austrian, Hungarian or Turkish investments were subject to liquidation. Other normative legal acts abolished the right of ownership of land of the same group of foreign citizens.
 The result of the scientific article was the conclusion that by applying the emergency legislation, the Russian government did everything possible to prevent national security from financing the citizens of those countries that were at war with it.

Problems and prospects for the development of the Northern Sea route: its port facilities’ current state from a Western sector perspective

In the twenty-first century, the Arctic is the latest contested region of global significance. The interests of foreign states encompass not only oil and gas production in the Arctic, but also the development of the Northern Sea Route (NSR). The NSR has the status of a major transport artery in the Arctic sector of Russia and is seen as a transcontinental Euro-Asian maritime transport corridor. The study examines the importance of ports in the Arctic basin in the Northern Sea Route system. The volume of traffic along the NSR from 2011 to 2020 is analyzed. The characteristic of the key NSR ports in the aspect of cargo transshipment and access to the World Ocean is given. Based on the classification and analysis of statistical data, the authors examine the characteristics and role of Western Russian ports in the Arctic basin, as well as their current state. The conclusion is substantiated that the development of NSR is a priority direction of the Russian economy in the aspect of increasing the volume of export and cargo turnover of Russian ports in times.

ИССЛЕДОВАНИЕ ПОДХОДОВ ФОРМИРОВАНИЯ ОПТИМАЛЬНЫХ КОМПОНЕНТОВ В ЗВЕНЬЯХ СОВРЕМЕННЫХ МУЛЬТИМОДАЛЬНЫХ ЛОГИСТИЧЕСКИХ СИСТЕМ ПОСТАВОК УДОБРЕНИЙ ВНУТРЕННИМ И МИРОВЫМ ПОТРЕБИТЕЛЯМ

The article analyzes the volume of production and consumption of mineral fertilizers in the coun-try. Graphic material is presented indicating the location of the main domestic fertilizer manufac-turing plants. The structure of marine exports of mineral fertilizers through Russian ports is stud-ied and the method of calculating the shortest distances between ports involved in export-import operations with Russia is described. The optimal scheme of securing consumers to suppliers in the supply of mineral fertilizers is proposed.

Evaluating the Socio-Economic Factors Impacting Foreign Trade Development in Port Areas

Seaports are an important component of the Russian transport infrastructure. They play a major role in the sustainable development of adjacent territories and the country. Investments in port infrastructure facilitate the introduction of new technologies that accelerate cargo handling, contribute to the efficient use of resources and foreign trade increase. Ports have a major impact on the dynamics of economic indicators in the coastal region, its socio-economic development and environmental condition. In turn, the optimal development of the port infrastructure depends not only on the volume of investments made but also on other socio-economic indicators of the region. This paper analyzes the impact of socio-economic factors on export and import indicators in port areas. Based on a sample of five Russian ports and ten regions, and data observed in the period from 2010 to 2019, dependency patterns were identified for the regions of the Arctic, Baltic, Far Eastern, Azov-Black Sea and Caspian basins. The methods of correlation and regression analysis, panel data analysis (fixed-effect models) and nonlinear models, are used for the analysis. The study’s findings show that investments in the development of seaports stimulate foreign trade growth in port areas and neighboring regions, which, in turn, shows the level of a region’s integration into the global economic cooperation system. The results of the original research can be used to develop programs to support the foreign economic activity of certain regions. Conclusions are also made about the existence of inverse dependence of the volume of exports and imports on the level of costs for environmental protection. The results may have scientific significance for subsequent deeper research of the problem, as well as practical value for the development of regional development strategies within the framework of a single nationwide sustainability politics.

Опыт формирования кластеров в России и за рубежом

It is shown that the Russian oceanic fishing organizations in the Western Arctic are not interested in joining the regional cluster voluntarily due to the monopoly ownership of the rent income from hydrobionts extraction and foreign trade. As a consequence, the planned creation of fish clusters in the coastal regions of Russia is unlikely without institutional changes in the regulation of foreign fish trade, compulsory visits of fishing vessels to Russian ports to unload fish products and deliver them to the domestic market.

Impact of COVID-19 on the freedom of the merchant ship’s access to foreign ports

Nowadays, merchant shipping is facing a new challenge in the context of COVID-19. The ships at sea may find themselves in need of immediate medical assistance relating to the crewmembers and/or passengers due to COVID-19. Besides, there is a problem with the change of ship crews in due time and their repatriation. Under international custom, coastal States keep their ports open for merchant shipping but may require the ship’s master to take appropriate action to prevent a threat of danger. In cases of failure or urgency, the coastal State can exercise its authority in taking responsive action appropriate to the threat. The article analyzes the main issue - how reasonable are the actions of states that close their ports to foreign vessels in the light of COVID-19. In this paper, the practice of foreign and Russian ports in the context of the COVID-19 is assessed.

Switching cargo capacity to the transport hub of Ust-Luga

The purpose of the article is to assess the probability of transferring the cargo flow of the main cargo of Belarus from the Baltic ports to the railways of Russia and Russian ports in the Baltic. Using such theoretical methods of research as analysis, generalization, forecasting and hypothesizing, the main trends in the development of the railway network and Russian ports in the Baltic Sea, as well as factors affecting the likelihood of changes in the scheme of cargo flows of export cargo, are identified. Brief conclusions are made about the probability of changes in cargo traffic. In particular, it was found that such criteria as the price offered by Russian logistics companies and port operators for servicing significant volumes of Belarusian cargo, as well as the development of logistics chains, will have a significant impact on the decision of Belarus to abandon the services of Baltic ports. A study of the operational activities of the Baltic sea ports and the Lenin-grad Region suggests that they take place in a highly competitive environment and require constant work to diversify cargo flows, as well as investments to modernize the port and related railway infrastructure. The construction of the Ust-Luga railway junction has brought this junction to a leading position not only in Russia, but also in Europe. The Ust-Luga transport hub is capable of processing 20 types of cargo at 12 terminals, according to the level of technological equipment. It is assumed that when the port of Ust-Luga reaches its maximum capacity by 2024, the transit potential of Belarusian cargo will be fully provided.

Расчет теплоемкости продуктов сгорания компримированного газового топлива марок «А» и «Б» в дизелях

The article underlines the interest to using gas fuel in diesel engines of the coastal fishing vessels. If the change to liquefied natural gas is limited by the lack of bunkering capabilities in the Russian ports, using compressed gas has become widespread in transport and in the household. A number of gas fueling stations are already available for this purpose. It seems reasonable to start the conversion of the port fleet to compressed gas from using the motor gas bottling equipment for that purpose. It is important to evaluate the change in engine performance parameters when converting to compressed gas. Compressed gas is a mixture of gases such as propane, ethane, butane, methane, etc. There is given the percentage of each gas content, according to GOST. The quantitative composition of the pure compressed gas combustion outcomes, as well as the gas ignited by the ignition diesel fuel was determined by the oxidation reactions of the chemical elements of which they consist, as well as by oxygen from air. As a result of regression analysis applied to define the properties of water vapor and gases, there have been derived linear and quadratic approximating dependences of the heat capacities of gases (CO2, N2) and water vapor (H2O) on temperature. There have been obtained the equations for determining the heat capacity of the combustion products of compressed gas for fuel grade A and B. There have been produced the formulas for determining heat capacity of pure combustion products of compressed gas ignited by the ignition diesel fuel. The obtained expressions are recommended to be used for analysis of the working cycle of a diesel engine running on the compressed gas.

Construction of the Primorsky No. 1 and No. 2 International Transport Corridors: Risk Evaluation and Mitigation Policies

The construction of the Primorsky No. 1 and No. 2 international transport corridors is of great strategic significance to China and Russia. These corridors will solve the problem of the absence of an estuary in Northeast China by sailing from Russian ports and concurrently greatly improve Russia’s position in the world’s transport system. However, existing research studies mainly focus on the strategic significance of these corridors, while research studies on the identification, evaluation, and mitigation policies of their construction risks are rare, which inhibits the construction progress. To promote the construction of these corridors, we firstly identify the main risks in the construction of these corridors, which are economic, transport infrastructure-related, policy-related, eco-environmental, and disaster-related risks. Then, we establish a comprehensive evaluation system, and by applying the entropy method, we quantitatively evaluate the degrees of risks in regions along the transport corridors, reveal their spatial distribution patterns, and identify the key prevention and control regions for these risks. Afterwards, we propose targeted mitigation policies such as establishing innovative cooperation modes and a special foundation to mitigate economic risk and formulate further regional development policies to mitigate policy-related risk. This research will provide scientific support for risk prevention and control for the construction of these corridors.

Will Russian ports await Byelorussian petroleum products?

Will Russian ports await Byelorussian petroleum products?

Public private partnership in management of ports of the world

The identifying feature of the developed countries is the active participation of public private partnership (PPP) in all spheres of financing and operating activities . In Russia this form of cooperation between the state and the business is underutilized. Thus, the share of the state in the ten biggest companies of Russia is 81%, exceeded only by China where it is 96%, but, for example, in Germany it is 11%. Of particular interest is the involvement of PPP in the investment and management of Russian ports as Russia is considered as a sea power. That is why it is important to analyze and generalize the positive world experience connecting with participation of PPP in the development of ports which should be used in Russia.

About the Results of Monitoring Researches of Ballast Waters and Data of Identification of the Vibrioes Strains Selected During the Ships Researches in Russian Seaports in 2018

Relevance. In September, 2017 the International Convention on Control of Ships’ Ballast Waters and sediments, in which the Russian Federation takes part, came into effect.Aim of article is to cover the results of implementation of the Convention in Russia, regarding selection and analysis of ballast waters tests for compliance with the international standard.Material and methods. The materials for work were data on ship arrivals at the international seaports of the Russian Federation, provided by sanitary and quarantine departments of the Russian ports, and monitoring researches of ballast waters in seaports of some regions of the Russian Federation. Analytical, bacteriological, molecular methods were applied.Results. The studies of ballast waters in the Leningrad and Kaliningrad regions have been conducted for the first time in 2018, and in the Rostov region the study lasts since 2010. The laboratory researches of ships’ ballast showed that E. coli, Enterococcus spp. were in norm, V. cholerae O1 and O139 in ballast were absent. 12 of 21 ballast water tests investigated by specialists of the Rostov region laboratories contained V. cholerae non-O1/non-O139, ballast was taken on the ships which arrived from Romania and Turkey.Сonclusion. The results of the molecular and genetic researches suggest that there is a probability of V. сholeraе introduction brougth with ship ballast. Management decisions are demanded to ensure biological safety of shipping and to decrease intestinal infections incidence in residents of the seaside cities.

About the Results of Monitoring Researches of Ballast Waters and Data of Identification of the Vibrioes Strains Selected During the Ships Researches in Russian Seaports in 2018

Relevance. In September, 2017 the International Convention on Control of Ships’ Ballast Waters and sediments, in which the Russian Federation takes part, came into effect.Aim of article is to cover the results of implementation of the Convention in Russia, regarding selection and analysis of ballast waters tests for compliance with the international standard.Material and methods. The materials for work were data on ship arrivals at the international seaports of the Russian Federation, provided by sanitary and quarantine departments of the Russian ports, and monitoring researches of ballast waters in seaports of some regions of the Russian Federation. Analytical, bacteriological, molecular methods were applied.Results. The studies of ballast waters in the Leningrad and Kaliningrad regions have been conducted for the first time in 2018, and in the Rostov region the study lasts since 2010. The laboratory researches of ships’ ballast showed that E. coli, Enterococcus spp. were in norm, V. cholerae O1 and O139 in ballast were absent. 12 of 21 ballast water tests investigated by specialists of the Rostov region laboratories contained V. cholerae non-O1/non-O139, ballast was taken on the ships which arrived from Romania and Turkey.Сonclusion. The results of the molecular and genetic researches suggest that there is a probability of V. сholeraе introduction brougth with ship ballast. Management decisions are demanded to ensure biological safety of shipping and to decrease intestinal infections incidence in residents of the seaside cities.

The Bendery Constitution and Pylyp Orlyk and His Government-in-Exile in Sweden in 1715–1720

The period 1709 to 1720 was of historic importance in the Ukrainian struggle for freedom and independence. On April 5, 1710, on Turkish territory in Bendery, Ukraine’s first constitution was inaugurated. The main author was Orlyk. After the Battle of Poltava in June 1709 King Charles XII of Sweden and the newly elected Hetman Pylyp Orlyk were in exile. In the fall of 1709 Hetman Ivan Mazepa had died in Moldavian Bendery. Orlyk, his chancellor, was elected hetman of Ukraine in the spring of 1710. The Bendery Constitution is not only an expression of the rights of a free Ukrainian people. It may be the main earliest document in modern Ukrainian intellectual history. The constitution is probably also the oldest constitution in the world of the modern era. The first Ukrainian constitution confirmed the status of the “ancient Cossack nation” and its century long struggle for freedom and independence. It guarantees the supremacy of a Kyiv metropolitan. A large number of the rights of the Cossacks are provided for as well as the protection by the king of Sweden. In 1714 around 40 of the Ukrainians in Moldavia left for exile together with Swedes returning home. The journey across Europe first ended in Stralsund (Swedish Pommerania) in May 1715. Later that year to avoid capture Hetman Orlyk and the Ukrainians (including parts of the government) left Stralsund by ship for Ystad, Sweden. Orlyk and family came to reside in the fortress city of Kristianstad in southern Sweden 1716 to 1719 while his government continued to Stockholm. During 1719 to 1720 Orlyk joined them in the Swedish capital. The Ukrainian government-in-exile in Stockholm was supported by the Swedish government of Frederic I and especially by the prominent Swedish politician Daniel von Höpken. The latter aided Orlyk and his ministers financially and most likely with living quarters. In June 1720 von Höpken in a letter advised the king that Orlyk should be financially supported and be given the opportunity to leave Sweden to continue the fight for freedom and independence of Ukraine and lead the Ukrainian Cossacks against Russia. In January 1719 Orlyk had been greatly encouraged by the Treaty of Vienna between Austria, Hannover and Saxony against Russia and its aggressive policy in Eastern Europe. In a last letter dated Stockholm October 10, 1720, Orlyk wrote in Latin to King Frederic I that when leaving Sweden he first planned to visit the King of Great Britain, then Vienna and after that via Hungary go further east. In foreign policy Orlyk’s best hope was King George I of Great Britain. He was willing to go to war against Russia but in the end could find no partners. British naval squadrons entered the Baltic Sea from 1719 to 1721 but could not attack Russian ports. The result was that George I advised Frederic I to conclude peace with Peter I on what terms he could. At Nystad in 1721, however, the question of Ukraine’s freedom and independence was not on the agenda of the Swedish negotiators. The Bendery constitution of 1710 remains as a monument to Ukraine’s first main attempt to break away from Russian domination. Full freedom and independence of Ukraine was finally achieved in 2014.