This article describes the impact of the global digital economy on the technological development of the mineral sector in the world. Due to the different specifics of the legislative bases of the investigated regions, such as the USA, China, EU, and Africa, the development of digital transformation is presented on the example of the Russian Federation in the context of world trends. The article presents an analysis of the possibilities of using straight-through digital technology in prospecting, design, development, and use of mineral resources. It describes a structure promoting the development of applied digital technology through research–education centers and international competence centers. This structure would allow forming the new competencies for personnel working in the digital economy. The underfunding of the information and computing infrastructure could be a significant challenge to the digital transformation of the economy. Creating the conditions for a reliable and secure process of generating, storing, and using data is the basis for protection from the cybersecurity hazard that could act as a brake on technology advancement. This article discusses the organizational and technological priorities of the development of the mineral resource sector on the example of the Russian Federation. The challenges for the mineral resource complex resulting from global changes can be taken on through technological changes of the industry. The article gives a thorough description of issues related to technological developments in the raw materials sector, oil refining industry, development of integrated and advanced mineral processing systems, and the use of household and industrial wastes. The research presents basic technology contributing to sustainable development, starting from exploration and production forecasting and up to sustainable planning and distribution of material and energy resources based on real-time data. It also pays special attention to the possibilities of creating digital platforms for the mineral sector. Digital integration, combining research areas, personnel, processes, users, and data will create conditions for scientific and technological achievements and breakthroughs, providing scientific and economic developments in related industries and, above all, in the global mineral and raw materials market.

Presently, there is a paradoxical situation in the global energy market related to a gap between the image of hydrocarbon resources (HCR) and their real value for the economy. On the one hand, we face an increase in expected HCR production and consumption volumes, both in the short and long term. On the other hand, we see the formation of the image of HCR and associated technologies as an unacceptable option, without enough attention to the differences in fuels and the ways of their usage. Due to this, it seems necessary to take a step back to review the vitality of such a political line. This article highlights an alternative point of view with regard to energy development prospects. The purpose of this article is to analyse the consistency of criticism towards HCR based on exploration of scientific literature, analytical documents of international corporations and energy companies as well as critical assessment of technologies offered for the HCR substitution. The analysis showed that: (1) it is impossible to substitute the majority of HCR with alternative power resources in the near term, (2) it is essential that the criticism of energy companies with regard to their responsibility for climate change should lead not to destruction of the industry but to the search of sustainable means for its development, (3) the strategic benchmarks of oil and coal industries should shift towards chemical production, but their significance should not be downgraded for the energy sector, (4) liquified natural gas (LNG) is an independent industry with the highest expansion potential in global markets in the coming years as compared to alternative energy options, and (5) Russia possesses a huge potential for the development of the gas industry, and particularly LNG, that will be unlocked if timely measures on higher efficiency of the state regulation system are implemented.

Abstract. Emission factors of SO2, NOx and size-distributed particle numbers were measured for approximately 300 different ships in the Gulf of Finland and Neva Bay area during two campaigns in August/September 2011 and June/July 2012. The measurements were carried out from a harbor vessel and from an Mi-8 helicopter downwind of passing ships. Other measurements were carried out from shore sites near the island of Kronstadt and along the Neva River in the urban area of Saint Petersburg. Most ships were running at reduced speed (10 kn), i.e., not at their optimal load. Vessels for domestic and international shipping were monitored. It was seen that the distribution of the SO2 emission factors is bi-modal, with averages of 4.6 and 18.2 gSO2 kgfuel-1 for the lower and the higher mode, respectively. The emission factors show compliance with the 1% fuel sulfur content Sulfur Emission Control Areas (SECA) limit for 90% of the vessels in 2011 and 97% in 2012. The distribution of the NOx emission factor is mono-modal, with an average of 58 gNOx kgfuel-1. The corresponding emission related to the generated power yields an average of 12.1 gNOx kWh−1. The distribution of the emission factors for particulate number shows that nearly 90% of all particles in the 5.6 nm to 10 μm size range were below 70 nm in diameter. The distribution of the corresponding emission factors for the mass indicates two separated main modes, one for particles between 30 and 300 nm and the other for above 2 μm. The average particle emission factors were found to be in the range from 0.7 to 2.7 × 1016 particles kgfuel-1 and 0.2 to 3.4 gPM kgfuel-1, respectively. The NOx and particulate emissions are comparable with other studies. The measured emission factors were compared, for individual ships, to modeled ones using the Ship Traffic Emission Assessment Model (STEAM) of the Finnish Meteorological Institute. A reasonably good agreement for gaseous sulfur and nitrogen emissions can be seen for ships in international traffic, but significant deviations are found for inland vessels. Regarding particulate mass, the values of the modeled data are about 2–3 times higher than the measured results, which probably reflects the assumptions made in the modeled fuel sulfur content. The sulfur contents in the fuel retrieved from the measurements were lower than the previously used assumptions by the City of Saint Petersburg when carrying out atmospheric modeling, and using these measurements it was possible to better assess the impact of shipping on air quality.

No abstract

No abstract

No abstract

No abstract

Abstract. Emission factors of SO2, NOx and size distributed particle numbers were measured for approximately 300 different ships in the Gulf of Finland and Neva Bay area during two campaigns in August/September 2011 and June/July 2012. The measurements were carried out from a harbor vessel and from an MI-8 helicopter downwind of passing ships. Other measurements were carried out from shore sites near the island of Kronstadt and along the river Neva in the city area of Saint Petersburg. Most ships were running at reduced speed (10 knots), i.e. not at their optimal load. Vessels for domestic and international shipping were monitored. It was seen that the distribution of the SO2 emission factors is bi-modal with averages of 4.6 gSO2 kgfuel−1 and 18.2 gSO2 kgfuel−1 for the lower and the higher mode, respectively. The emission factors show compliance with the 1% fuel sulfur content SECA limit for 90% of the vessels in 2011 and 97% in 2012. The distribution of the NOx emission factor is mono-modal with an average of 58 gNOx kgfuel−1. The corresponding emission related to the generated power yields an average of 12.1 gNOx kWh−1. The distribution of the emission factors for particulate number shows that nearly 90% of all particles in the 5.6 nm to 10 μm size range were below 70 nm in diameter. The distribution of the corresponding emission factors for the mass indicates two separated main modes, one for particles between 30 and 300 nm the other above 2 μm. The average particle emission factors were found to be in the range from 0.7 to 2.7 × 1016 particles kgfuel−1 and 0.2 to 3.4 gPM kgfuel−1, respectively. The NOx and particulate emissions are comparable with other studies. The measured emission factors were compared, for individual ships, to modeled ones using the Ship Traffic Emission Assessment Model (STEAM) of the Finnish Meteorological Institute. A reasonably good agreement for gaseous sulfur and nitrogen emissions can be seen for ships in international traffic, but significant deviations are found for inland vessels. Considering particulate mass, the modeled data is about two to three times above the measured results, which probably reflects the assumptions made in the modeled fuel sulfur content. The sulfur contents in the fuel retrieved from the measurements were lower than the previously used assumptions by the city of Saint Petersburg when carrying out atmospheric modeling and using these measurements it was possible to better assess the impact of shipping on air quality.