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Study of the Demographic Component Quality of Life of the Population of the Radioactively Contaminated Territory of the Zhytomyr Region Using ArcGIS Software

Romanchuk Liudmyla, Herasymchuk Liudmyla, Valerko Ruslana, Pitsil Andrii

Ecological Engineering & Environmental Technology

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2023

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Vol. 24, iss. 5

63--75

EN

The article provides the assessment of the demographic component of the quality of life of the population resident in the radioactively contaminated areas of the Yemilchynskyi, Malynskyi, Narodytskyi, Olevskyi, Luhynskyi, Ovrutskyi, Novohrad-Volynskyi, Khoroshivskyi districts and city of Korosten of the Zhytomyr region. The basis for the study and assessment of the quality of life of the population were the statistical data of the Head Office of Statistics in Zhytomyr Region. The uhe use of ArcGIS software made it possible to determine the effectiveness of mapping to assess the demographic component of the quality of life of the population. It was defined that for the period between 2002 and 2021, the population of radioactively contaminated areas decreased by 23.4%, while in the territory of Zhytomyr region as a whole – it by 13.9%. Natural population decline rates in rural settlements exceeded the corresponding values for urban settlements from 1.1 (Yemilchynskyi district) to 20.1 times (Narodychi raion). The values of birth rates (6.2 (Korosten city) – 10 (Olevsk raion) per 1,000 of the present population) did not have a positive effect on the demographic situation as a whole because of the high mortality rate exceeding the birth rate by 1.7 (Olevsk raion) – 3.3 times (Ovruch raion). The main causes of death are diseases of the circulatory system (76.7%), cancer (10.2%), and external factors (5.8%). In order to improve the quality of life of the population of radioactively contaminated territories in the Zhytomyr region, it is necessary to reform the state policy, to provide financial support for their revival and creation of favorable living and reproduction conditions for the population.

2

Influence of COVID-19 coronavirus pandemic on international oil markets

Tvalchrelidze Alexander G., Silagadze Avtandil

Zeszyty Naukowe Akademii Morskiej w Szczecinie

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2020

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nr 63 (135)

97--103

EN

At the beginning of the COVID-19 coronavirus global pandemic, the oil market was crushed. In this period, the oil market was correlated with COVID-19 coronavirus world infection cases: more infected cases resulted in low oil prices, and the negative correlation between these two indices was very strong. Different factors determined the increase in both crude oil price and the number of oil futures contracts after April 20. Firstly, oil prices were driven by the coronavirus mortality rate, rather than by the absolute number of infection cases. The decisive driver for oil prices in the medium-term became pandemic development trends, instead of the actual epidemiological situation. This statement is proven by the statistical regression model of the interdependence between oil prices and COVID-19 coronavirus world mortality rate. Secondly, a gradual stable decrease in the coronavirus world mortality rate created an environment for the gradual restart of the world economy. Thirdly, the coronavirus mortality rate analysis provides investors with tangible guidelines to assess the medium-term sustainability of futures markets and, therefore, to elaborate investment strategies. Fourthly, after April 20, the oil market gradually achieved equilibrium, which is proven by a restored correlation between oil prices and the Euro-to-U.S. Dollar exchange rate. Three-month tendencies provide tangible guidelines for an optimistic forecast of the oil the market and maritime tanker business for the end of 2020 and all of 2021. So long as a new wave of COVID-19 does not dramatically increase mortality rates, the oil and maritime tanker trade market will regain the equilibrium it lost at the end of January

3

The life safety and risk management optimization problem

Skrypnyk A.

Management and Production Engineering Review

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2013

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Vol. 4, No. 2

89--92

EN

It was considered the possibility of optimization approach of the risk management problems based on the stochastic nature of the losses. Since the losses functional magnitude is a random variable, then it was considered the value of losses on a significance level α (losses probability).It was shown decision existence which minimized expected losses. The problem has practical application in coal mining, occasional transportation and other business projects associated with the possibility of life losses.

4

Rozwój spoteczno-gospodarczy głównym uwarunkowaniem bezpieczeństwa ruchu drogowego

Jamroz K.

Transport Miejski i Regionalny

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2012

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nr 4

9-12

PL

Wykorzystując wyniki studiów literatury i prac własnych, zaproponowano wskaźnik śmiertelności demograficznejw wypadkach drogowych WSD jako miarę poziomu bezpieczeństwa ruchu drogowego. Zgromadzone zbiory dostępnych danych pozwoliły na zidentyfikowanie grupy najbardziej istotnych czynników wpływających na bezpieczeństwo ruchu drogowego na obszarze kraju. Opracowano model zmian tego wskaźnika WSD z wykorzystaniem funkcji potęgowo-wykładniczej uwzględniającej najbardziej istotne czynniki. Do budowy tej funkcji zastosowano kilkanaście zmiennych niezależnych reprezentujących charakterystyki przestrzenne, demograficzne, ekonomiczne, społeczne, motoryzacyjne, infrastrukturalne i transportowe analizowanych krajów, z których najbardziej istotnym okazał się poziom rozwoju społeczno-gospodarczego. Przedstawiona w artykule funkcja opisująca zmiany wskaźnika WSD może być wykorzystana do wyjaśniania aktualnego stanu bezpieczeństwa ruchu drogowego w poszczególnych krajach oraz jego prognoz.

EN

Based on a study of literature and own work the road accident demographic mortality rate (WSD) was developed as a measure of road safety. Sets of available data helped to identify groups of the most critical factors which affect a country's level of road safety. A model was developed to show how the WSD rate changes using the power-exponential function which includes the most relevant factors. The function is built from morę than ten independent variables representing spatial, demographic, economic, social, motorization, infrastructural and transport characteristics of the countries under analysis. It was established that the level of human-economic development is the most critical factor. The article presents a function which describes how the WSD rate changes. It can be used to explain a country's current level of road safety and its forecasts.

5

Why life histories are diverse

Kozlowski Jan

Polish Journal of Ecology

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2006

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Vol. 54, nr 4

585-605

EN

Why do some animals weigh a fraction of a milligram and others many tons? Why do some animals mature after a few days and others need several years? Why do some animals grow and then reproduce without growing, while others continue growing after maturation? Why are growth curves so often well-approximated by von Bertalanffy's equation? Why do some animals produce myriads of tiny eggs and others produce only a few large offspring? Evolution of life histories is driven basically by the size-dependences of three parameters: the resource acquisition rate, metabolic rate and mortality risk. The combinations of size-dependences of this trio produce a plethora of locally optimal life histories, and even more sub-optimal strategies which must coexist with optimal ones in the real world. Additionally, selection forces differ depending on whether a population stays most of the time at equilibrium or in an expansion phase. Life history evolution cannot be understood without mathematical modelling, and optimization of life-time resource allocation is a powerful approach to that, though not the only one. Modelling outcomes from studies based on resource allocation optimization are presented here mainly as graphs.