Modern approaches of diagnosis and criteria for assessing the limitations of life activities in adolescents with mild mental retardation

Among the forms of mental pathology that are found in childhood, mental retardation (MR), which makes a significant contribution to the rates of morbidity and disability, occupies a special place. In order to investigate modern approaches and the criteria for diagnosis and assessment of limitations of life with mild MR in adolescents, on the basis of the Kryvyi Rih (Ukraine) neuropsychiatric dispensary, a two-stage clinical-epidemiological, clinical-psychopathological and psychodiagnostic study of 154 people born in 2003-2008 with mild MR was carried out. According to the results of the study, a number of factors that directly affect the quality of life of adolescents with mild MR have been established, among them: underdevelopment of cognitive forms of mental activity (in the forms of violations of logical thinking, slowing down of processes of generalization and comparison), slow pace of thinking and inertia of thought processes (which makes impossible to transfer the skill acquired in the learning process to new conditions), underdevelopment of thinking with a decrease in the function of attention (which leads to underdevelopment of complex emotions and arbitrary forms of behavior), mental underdevelopment in combination with impaired motor skills, speech, memory, attention and emotional sphere

CIDOC CRM as the basis of the Electronic State Register of Immovable Cultural Heritage of Ukraine

Abstract. The article is the final in a series of articles on Conceptual Provisions for the Creation of a New Electronic State Register of Immovable Cultural Heritage (CH) of Ukraine. These provisions correspond to the components of the Solutions Framework (SoFr) of special Spatial Information Systems (SpIS) defined in the monograph [15]. The special SpIS of the new registry of the CH of Ukraine should belong to the class of Atlas Geoinformation Systems (AGIS), which is described in [14]. The first queue of AGIS – AGIS-CH1 – is proposed as the first queue of the new electronic State Register of Immovable CH of Ukraine. The first queue should include, at least, three components that are simultaneously SoFr packages: Products-Processes-Basics. The conceptual provisions of AGIS-CH1 describe these three most important components of the architectural pattern of AGIS-CH1: AGIS-CH1.Products, Part 1 [17]; AGIS-CH1.Processes, Part 2 [18], AGIS-CH1.Basics, Part 3, consisting of two subparts, 3.1 and 3.2. Subpart 3.1 is described in the article [19]. This article describes subpart 3.2, which is called "Basics. CIDOC CRM". It consists of two main sections. The first of these initially examines the prerequisites that lead to the use of CIDOC CRM. Such prerequisites are two evolutions: system and subject. System evolution claims that the time has come to consider the registry of the CH of Ukraine as a SpIS of the Web 3.0 Formation, also known as the Semantic Web, especially if we have in mind the creation of a new registry. Subject evolution refers to the evolution of understanding of the domain of cultural heritage. From the review of this issue in the monograph [4], it is obvious that modern CH registers should be "process" rather than "product". In order to proceed to the consideration of CIDOC CRM with a better understanding of the essence of the issue, the CHARM model (Cultural Heritage Abstract Reference Model) was considered. CIDOC CRM can also be considered as such, but CHARM is described in an excellent monograph [4] that is practically applicable, unlike the scattered articles on CIDOC CRM. The second of the two main sections of the article deals with CIDOC CRM and its use. We do not describe CIDOC CRM completely. Attention is paid only to its "spatial" and "process" parts. In addition, attention is paid to the use of CIDOC CRM. For this, the information from the website (https://www.cidoc-crm.org/how-i-can-use-cidoc-crm, 2023-jun-26) is used first. Then there is some initial information about the Arches software platform. We offer the Arches platform for the implementation of AGIS-CH1. Key words: Solutions Framework (SoFr), Atlas geoinformation system (AGIS), Basics of AGIS SoFr, register of CH as the first queue of AGIS

National spatial data infrastructure (NSDI) of Ukraine: what are its actual, feasible and simultaneously “correct” models?

Resume. The actual, feasible and simultaneously "correct" models of digital NSDI of Ukraine are considered in the work. A model of the existed digital NSDI system of Ukraine is named “actual”. This model already differs from the model defined by the [1]. As the latter is unlikely to be implemented in the near future, the issue of the digital feasible NSDI model of Ukraine in the next five years, which would take into account the actual model, is especially acute. In addition to feasibility, such a model must also be "correct", what is proposed in the article. The correct is called a model, the truth of which can be established by inductive or deductive reasoning. To do this, the correct model must be formalized enough so that everyone can verify the authors’ reasoning independently. Understanding both actual and correct models of NSDI of Ukraine will help to properly organize and develop actual Spatial Infrastructure Activities (SpIA) in Ukraine, including the real[1] implementation of the [1]. Although the results of the article call into question its feasibility and substantiate an alternative viewpoint on the automation problem of NGDI/NSDI/SpIA. However, we are convinced that it is still possible to change the alternative viewpoint to a cooperative one, if by means of by-laws the models of NGDI (Law), NSDI (article) and, finally, SpIA are agreed upon To prove the "correctness" of the feasible NSDI model, the theory of Relational cartography and its two main methods are used: Conceptual Frameworks and Solution Frameworks. In addition, the correspondence between Relational cartography and Model-Based Engineering is used. Key words: NSDI; product model; process model; actual, feasible and «correct» model. [1] Real. 1. Which exists in reality, true. Is used with: reality, life, existence, conditions, circumstances, fact, danger, force, wages, income. 2. One that can be implemented, executed: a real plan, a real program, a real task, a real deadline. 3. Which is based on taking into account and assessing the real conditions of reality: a real approach, a real view, a real policy.- accessed 2021-feb-14, http://slovopedia.org.ua/32/53408/32016.html (Ukrainian)

SIMULATOR ZA OBUKU STROJOVOĐA RUDNIČKE LOKOMOTIVE

Training of mining locomotive drivers using simulators will increase the efficiency and intensity of training. Due to this, a decrease in financial and time expenditures for training a driver, an increase in the safety and productivity of his labour will be achieved. The number of errors in the work and damage to equipment, which are sometimes caused by the driver\u27s inexperience will be reduced. The mining train driver\u27s simulator is manufactured as an autonomous training tool with the trainee immersion in a virtual environment that is as close as possible to a real working environment and is a training complex consisting of hardware and software. The software simulates the operation of all locomotive systems, mining sidings infrastructure and an interactive 3D panorama of the environment. In the driver\u27s cabin of a mining locomotive, a real working environment is reproduced, control, alarm and indication elements of the locomotive, as well as other equipment of a real cabin necessary for performing all technological operations are located. Training complexes will never replace real experience in the workplace, but they can quickly increase the qualifications of trainees, develop in them the skills of acting in non-standard and emergency situations, which is extremely difficult in real work conditions.Osposobljavanje strojovođa rudarskih lokomotiva na simulatorima povećat će učinkovitost i intenzitet obuke. Zbog toga će doći do smanjenja financijskih i vremenskih troškova za obuku vozača, postići će se povećanje sigurnosti i produktivnosti njegova rada, smanjenje broja pogrešaka u radu i oštećenja opreme koji su ponekad uzrokovani neiskustvom vozača. Simulator vozača proizveden je kao autonomni alat za obuku, s polaznikom koji je postavljen u virtualno okruženje što sličnije stvarnomu radnom okruženju, i predstavlja kompleks za obuku koji se sastoji od hardvera i softvera. Softver simulira rad svih lokomotivskih sustava, pristupne infrastrukture rudnika i interaktivne 3D panorame okoliša. U kabini strojovođe rudničke lokomotive reproducira se stvarno radno okruženje, upravljački, alarmni i indikacijski elementi lokomotive te ostala oprema koja se nalazi u stvarnoj kabini i nužna je za izvođenje svih tehnoloških operacija

Main conceptual provisions of the creation of an electronic state register of immovable cultural heritage of Ukraine. Part 1

Annotation. To organize the creation of a new modern electronic State Register of Immovable Cultural Heritage (CH) of Ukraine, it is proposed to use a methodology based on the so-called Solutions Frameworks (SoFr) "something" = X, where X denotes both the specified system (subsystem) and class of such systems (subsystems). The application of SoFr to X entirely is called the main conceptual position 0 in the article, but despite its obviousness, the epigraph is applicable to the construction of X SoFr: “The hardest thing is to see what is right in front of you. - Goethe» [1; Preface]. X in the X SoFr record takes the meaning of a hierarchically structured Atlas Geoinformation System (AGIS), consisting of four strata (bottom-up ­): Operational (w), Application (a), Conceptual (b) and General (g). X SoFr in the article takes three meanings: SoFr AGIS1 (defines the activity of creating the first stage of AGIS - AGIS1 = X), aSoFr AGIS1 (defines the activity "between" subsystems AGIS1 Application and Operational strata top-down ¯), bSoFr AGIS1 determines the activity "between" the subsystems of AGIS1 Conceptual and Application strata from top to bottom ¯).  X SoFr is determined by the packages and the relation between them, the so-called "petrad" of Publication-Products-Processes-Basics-Services. Packages Products-Processes-Basics and the relation between them are called the main triad of SoFr. This triad is the basis of the main conceptual provisions 1-3. They are formulated as follows: SoFr.Products - provision 1, SoFr.Processes - provision 2, SoFr.Basics - provision 3. Part 1 describes the introduction to the problem and provisions 0 and 1. Provisions 2, 3 are described in Part 2. The methodology, based on the Solutions Frameworks, implements a specific systematic approach to creating a new modern electronic State Register of Immovable Cultural Heritage of Ukraine

Combining Relative Chronology and AMS 14C Dating to Contextualize ‘Megasites’, Serial Migrations and Diachronic Expressions of Material Culture in the Western Tripolye Culture, Ukraine

Scholarship regarding the Eneolithic Cucuteni-Tripolye cultural complex of Romania, Moldova and Ukraine has recently focused on ‘megasites’ of the Western Tripolye culture (WTC) in Central Ukraine. However, in order to properly contextualize such unusual phenomena, we must explore the broader typo-chronology of the WTC, which is suggestive of a high degree of mobility and technological transfer between regions. We report 28 new AMS 14C dates from sites representing diagnostic types and propose a high-resolution chronological sequence for the WTC’s development. Our results support the relative chronology and offer an opportunity to propose a new chronological synthesis for the WTC

ATLAS BASEMAPS IN WEB 2.0 EPOCH

The authors have analyzed their experience of the production of various Electronic Atlases (EA) and Atlas Information Systems (AtIS) of so-called "classical type". These EA/AtIS have been implemented in the past decade in the Web 1.0 architecture (e.g., National Atlas of Ukraine, Atlas of radioactive contamination of Ukraine, and others). One of the main distinguishing features of these atlases was their static nature - the end user could not change the content of EA/AtIS. Base maps are very important element of any EA/AtIS. In classical type EA/AtIS they were static datasets, which consisted of two parts: the topographic data of a fixed scale and data of the administrative-territorial division of Ukraine. It is important to note that the technique of topographic data production was based on the use of direct channels of topographic entity observation (such as aerial photography) for the selected scale. Changes in the information technology of the past half-decade are characterized by the advent of the “Web 2.0 epoch”. Due to this, in cartography appeared such phenomena as, for example, "neo-cartography" and various mapping platforms like OpenStreetMap. These changes have forced developers of EA/AtIS to use new atlas basemaps. Our approach is described in the article. The phenomenon of neo-cartography and/or Web 2.0 cartography are analysed by authors using previously developed Conceptual framework of EA/AtIS. This framework logically explains the cartographic phenomena relations of three formations: Web 1.0, Web 1.0x1.0 and Web 2.0. Atlas basemaps of the Web 2.0 epoch are integrated information systems. We use several ways to integrate separate atlas basemaps into the information system – by building: weak integrated information system, structured system and meta-system. This integrated information system consists of several basemaps and falls under the definition of "big data". In real projects it is already used the basemaps of three strata: Conceptual, Application and Operational. It is possible to use several variants of the basemap for each stratum. Furthermore, the developed methods of integration allow logically coordinate the application of different types of basemaps into a specific EA/AtIS. For example, such variants of the Conceptual strata basemap as the National map of Ukraine of our production and external resources such as OpenStreetMap are used with the help of meta-system replacement procedures. The authors propose a Conceptual framework of the basemap, which consists of the Conceptual solutions framework of the basemap and few Application solutions frameworks of the basemap. Conceptual framework is intended to be reused in many projects and significantly reduce the resources. We differentiate Application frameworks for mobile and non-mobile environments. The results of the research are applied in few EA produced in 2014-2015 at the Institute of Geography of the National Academy of Sciences of Ukraine. One of them is the Atlas of emergency situations. It includes elements that work on mobile devices. At its core it is "ubiquitous" subset of the Atlas

Main conceptual provisions of the creation of an electronic state register of immovable cultural heritage of Ukraine. Part 2: processes

Abstract. Part 2 describes the processes of activities for the creation of a new modern electronic State Register of Immovable Cultural Heritage (CH) of Ukraine. They are part of the methodology based on AGIS-CH1 Solutions Framework (SoFr), where AGIS-CH1 represents the first queue of the hierarchically structured Atlas GeoInformation System (AGIS). AGIS-CH generally consists of four strata: Operational (w), Application (a), Conceptual (b) and General (g). The processes in the article refer to AGIS1 aSoFr, which determines the activities "between" AGIS1 subsystems of the Application and Operational strata. The processes related to bSoFr AGIS-CH1, which determines the activities "between" AGIS-CH1 subsystems of the Conceptual and Application strata, are also mentioned. AGIS-CH1 SoFr is defined by packages and relations between them of Publications-Products-Processes-Basics-Services "petrad". Packages Products-Processes-Basics and the relations between them are called the main triad of SoFr. This triad is the basis of the main conceptual provisions 1-3. They are formulated as follows: AGIS-CH1 SoFr.Products – provision 1, AGIS-CH1 SoFr.Processes – provision 2, AGIS-CH1 SoFr.Basics – provision 3. Part 2 describes AGIS-CH1 SoFr.Processes – development and quality assurance processes of AGIS-CH1, which corresponds to the Main Conceptual Provision 2. Key words: Solutions Framework (SoFr), Atlas GeoInformation System (AGIS), State Register of Immovable Cultural Heritage, development and quality assurance processes

DETERMINATION OF THE ISSUE CONCERNING THE LIFT RESISTANCE FACTOR OF LIGHTWEIGHT CAR

Purpose. The analytical study of the connection between the longitudinal force, acting on the light-weight car, lateral and vertical forces of interaction in the contact zone «wheel – rail» with the lift resistance factor value is to provide a simple relationships between them. Methodology. Research was conducted by the method of mathematical modeling of loading the freight car when driving at different speeds on straight and curved sections of a track. Findings. Even in the absence of «lift» accordingly the classical train stability theory, as the hinge-rod system, the presence of the longitudinal compressive forces may become a factor provoking cars derailment. The main reason of wheel climbing on rails is the combination of processes of dynamic interaction between the hunting vehicle and the track with simultaneous action of longitudinal compressive forces, and not the destabilization of train as a hingedrod system. To assess the impact of the longitudinal forces value on the lift resistance factor there are presented the calculation results for the empty gondola car motion, model No. 12-532, on 250 m radius curve with 150 mm rise and cross starting of car underframe relating to the track axis in 50 mm guiding section. The calculations were made in such a curve excluding the inertial forces from outstanding acceleration and taking into account the unbalanced acceleration with the permissible speed of 65 km/h. Originality. This study provides the technique of determining the lift resistance factor by longitudinal forces, which is somewhat different from the standard one, as well as evaluates impact of rolling stock speed on this factor. Practical value. The authors clarify the current method of determining the lift resistance factor by longitudinal forces and assess the impact of rolling stock speed on the value of this factor. From these studies one can conclude that because of cars hunting their lift is possible even when the train as hinge-rod system does not lose stability. The developed proposals allow reducing the number of car derailment by taking into account important parameters and characteristics during the process of calculation and design that increase their stability in the rail track especially in case of increased speed of freight trains

SOME ASPECTS OF THE DEFINITION OF EMPTY CARS STABILITY FROM SQUEEZING THEIR LONGITUDINAL FORCES IN THE FREIGHT TRAIN

Purpose. Despite of the implementation various programs to improve the safety of train traffic problem of reducing gatherings rolling stock off the rails is still relevant. The study aims to clarify the existing method of determining the factor of stability from the tire longitudinal forces to ensure the sustainability of cars with increasing speeds of the rolling stock. Methodology. Research was conducted by the method of mathematical modeling of loading freight car when driving at different speeds on straight and curved track sections. Findings. Analysis of the results shows that, for all selected freight cars for the calculation, the value of the safety factor by squeezing is smaller than the formulas of Standards. Corrections made to the formula for determining the safety factor by squeezing longitudinal forces, would achieve: 1) a higher safety factor of lightweight cars, excluding them squeezing longitudinal forces in the entire range of speeds of freight trains; 2) to develop and implement measures to prevent squeezing of cars in the entire range of motion; 3) to determine the degree of stability of the empty car in the head, middle and tail laden trains; 4) to offer optimal scheme of mixed trains formation. Originality. The analysis of existing methods for determining stability coefficient cars in freight trains from squeezing their longitudinal forces is presented in studies. Proposals are developed for the refinement of the design phase, construction and operation. Practical value. This study clarifies the existing method of determining the safety factor of stability from the squeezing longitudinal forces, as well as the influence on the magnitude of the coefficient of speed of movement of the rolling stock. Developed proposals for the refinement of existing methods for determining stability coefficient of longitudinal forces squeezing cars in a train, can reduce the number of retirements cars derailed by taking into account in the calculation and design of important parameters and characteristics that increase their stability in the rail track especially with increasing speeds of freight traffic