In this study, the development of rinnenkarren systems is analyzed. During the field studies, 36 rinnenkarren systems were investigated. The width and depth were measured at every 10 cm on the main channels and then shape was calculated to these places (the quotient of channel width and depth). Water flow was performed on artificial rinnenkarren system. A relation was looked for between the density of tributary channels and the average shape of the main channel, between the distance of tributary channels from each other and the shape of a given place of the main channel. The density and total length of the tributary channels on the lower and upper sections of the main channels being narrow at their lower end (11 pieces) and being wide at their lower end (10 pieces) of the rinnenkarren systems were calculated as well as their average proportional distance from the lower end of the main channel. The number of channel hollows was determined on the lower and upper sections of these main channels. It can be stated that the average shape of the main channel calculated to its total length depends on the density of the tributary channels and on the distance of tributary channels from each other. The main channel shape is smaller if less water flows on the floor for a long time because of the small density of the tributary channels and the great distance between the tributary channels. In this case, the channel deepens, but it does not widen. The width of the main channel depends on the number and location of the rivulets developing on channel-free relief. The main channel becomes narrow towards its lower end if the tributary rivulets are denser and longer on the upper part of the main rivulet developing on the channel-free, plain terrain and their distance is larger compared to the lower end. The channel hollows develop mainly at those places where the later developing tributary channels are hanging above the floor of the main channel. Thus, the former ones are younger than the latter ones. It can be stated that the morphology of the main channels (shape, channel hollows, and width changes of the main channel) is determined by the tributary channels (their number, location and age).

Salicylaldehyde imine transition metal catalyst is a kind of olefin polymerization catalyst that is widely used in the coordination of salicylaldehyde imine ligand and pre-transition metal. Salicylaldehyde imine ligands have the characteristic of easily inserting different substituents via organic synthesis. Therefore, the regulation of the polymerization activity, polymerization product, and product distribution can be achieved by changing the steric hindrance effect, the electronic effect, and the number of metal active sites near the catalytic active center. The development status of the transition metal catalyst of salicylaldehyde imide was summarized in this paper. The influence of the ligand structure of the salicylaldehyde imide transition metal catalyst on the catalytic performance, which involved the high selectivity of ethylene trimerization, ethylene/α-olefin, polar monomer copolymerization, ethylene polymerization production, ultra-high molecular weight polyethylene, and many other areas of olefin polymerization, was elaborated, providing references for further study and industrial applications of this catalyst.

The interest in smart grids and new technologies is growing around the world. Countries are investing in the development of new technologies that will help achieve environmental goals, energy supply efficiency, improve energy efficiency and increase consumer involvement in the energy generation. One of such technology is a blockchain. It is believed that the blockchain, combined with a smart grid, provides an opportunity to integrate the activities of all stakeholders, including: generators, distributors and consumers of electricity. The aim of the article is to identify the key research areas discussed by the researchers of both the smart grid and the blockchain issues. An analysis of the Scopus database from 2015 to 2023 was conducted. Using a created bibliometric query, a systematic literature review was conducted. 476 scientific publications relating to the issues addressed were identified. Using the VOSviewer software, a bibliometric analysis was performed using the author’s keywords. The bibliometric maps obtained allowed for the identification of key research areas. The article also presents potential future directions of scientific considerations, which should be focused on the issue of green smart grid and green blockchain. The results presented in the article can inspire researchers looking for research gaps or describing the current state of knowledge in the field of the smart grid and the blockchain issues.

This paper uses Public Choice analysis to examine the case for and experience with Public-Private Partnerships (PPPs). A PPP is a contractual platform which connects a governmental body and a private entity. The goal is to provide a public sector program, service, or asset that would normally be provided exclusively by a public sector entity. This paper focuses on PPPs in developed countries, but it also draws on studies of PPPs in developing countries. The economics literature generally defines PPPs as long-term contractual arrangements between a public authority (local or central government) and a private supplier for the delivery of services. The private sector supplier takes responsibility for building infrastructure components, securing financing of the investment, and then managing and maintaining this facility.

However, in addition to those formed through contracts, PPPs may take other forms such as those developed in response to tax subvention or coercion, as in the case of regulatory mandates. A key element of PPP is that the private partner takes on a significant portion of the risk through a schedule of specified remuneration, contingency payments, and provision for dispute resolution. PPPs typically are long-term arrangements and involve large corporations on the private side, but may also be limited to specific phases of a project.

The types of PPPs discussed in this paper exclude arrangements which may result from government mandates such as the statutory emission mandates imposed on automobile manufacturers and industrial facilities (e.g., power plants). It also excludes PPP-like organizations resulting from US section 501(c)(3) of the Internal Revenue Code, which provides tax subsidies for certain public charities, scientific research organizations, and organizations whose goals are to prevent cruelty to animals or erect public monuments at no expense to the government. This paper concludes that an array of Public Choice tools are applicable to understanding the emergence, success, or failure of PPPs. Several short case studies are provided to illustrate the practicalities of PPPs. 

The article reveals the problems of the transition to a “green” economy based on sustainable technological changes, which are caused by global ecological pollution of the ecosystem, which leads to warming and ecological changes and the insufficiency of the natural resource potential to meet the needs of the population of the planet, which does not contribute to development. The essence of the study is to determine the impact of a green economy on economic growth and development, in which natural assets continue to provide resources and environmental services. It is shown that the green economy provides a practical and flexible approach to achieving concrete, measurable progress in all its economic and environmental principles, while at the same time fully taking into account the social consequences of greening the dynamics of economic growth. Green economy strategies aim to ensure that natural assets can fully realize their economic potential in a sustainable manner. This potential includes the provision of vital life support services—clean air and water, as well as the sustainable biodiversity needed to support food production and human health. Natural assets cannot be replaced indefinitely, so the policy of the green economy should take this into account. It is characterized that the green economy provides a practical and flexible approach to achieving concrete, measurable progress in all its economic and environmental principles, while at the same time fully taking into account the social consequences of greening the dynamics of economic growth. The problems of the post-war revival of Ukraine’s economy are systematized and proposals for their solution are substantiated, which is the scientific contribution of the authors to the coverage of this problem. The global problems of the transition to a green economy, which are closely related to Ukrainian realities, are revealed. The practical content is determined by the fact that the theoretical and methodological provisions, conclusions and scientific and practical recommendations constitute the scientific basis for the development of a new holistic concept of the development of the green economy of Ukraine. The conclusions that it is the “green” economy that is able to most closely link the ecological and economic aspects of the national economy, acting as a key direction for ensuring the sustainable “green” development of the region and the state as a whole, actualize the prospects of creating a green economy in Ukraine and become necessary and quite achievable in the post-war period.

Transit-oriented development is a concept that focuses on developing areas in and around transit nodes to create added value. The concept concentrates on integrating mass public transport networks with non-motorized modes of transport, minimizing the usage of motorized vehicles, and fostering the growth of dense, mixed-use areas with medium to high spatial intensity. This research examines the effects of altering the business model to create Transit Oriented Development (TOD) in Jakarta, contrasting it with PT Moda Raya Transports (PT MRT). We collected data by conducting in-depth interviews with experts and distributing questionnaires to seven respondents who work at this We used the Business Model Canvas (BMC) to identify business models and the internal resources needed for the implementation process. process. Therefore, six elements in BMC were used to conduct changes, and based on the results, RBV analysis was pe PT MRT needs to enhance its internal power to a competitive advantage level in order to effectively manage changes. We need to conduct further research on how the business model can influence the creation of transit-oriented development areas.