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We propose a new logistics concept for rail-based container transportation where, instead of booking individual slots on specific trains (which is the current state of the art), customers only specify from where to where they want their containers to be delivered, as well as appropriate time windows for pickup and delivery. A containers actual transportation route is then chosen by a freight forwarder based on the availability and compatibility of freight trains. We provide an optimization algorithm based on an integer linear programming formulation that can be used to find globally optimal transportation schedules for a given set of containers. Our computational experiments show that this new paradigm can significantly reduce the number of trains required for serving a given container transportation demand, improving the logistic systems' overall environmental and economic efficiency. [ABSTRACT FROM AUTHOR]

Hydrogen safety for fuel cell vehicles (FCVs) should not be limited to their use process and accident scenarios. Their transportation should be a typical scenario, since it is an enclosed space and the carried vehicle has few failures. In this study, the path of hydrogen diffusion and the effect of hydrogen venting during the container transportation have been explored. An experiment of hydrogen leakage from an FCV inside a 40-foot container has been conducted and 8 sensors were used to detect hydrogen concentrations. The leaking hydrogen mainly spreads along the nearest wall to the top, and then diffuses to the distant area. Although the amount of leaking hydrogen is small (5 MPa, 61 L), there still exists large volume of flammable cloud inside. To exhaust the leaking hydrogen, vents must be installed. A computational fluid dynamics (CFD) model for ventilating a 20-foot container was developed and well validated. It was found that under conditions of a fully loaded hydrogen storage tank (70 MPa), high efficiency and complete venting cannot be achieved by a single vent at the same time. The side-wall vents positioned low can exhaust hydrogen quickly, but make hydrogen remain at the top and maximum concentration will be over 40 vol%, while high-positioned vents have the opposite effects. The combined method with both upper and lower vents is considered most effective, particularly when the driving state is considered. Through this configuration, all internal hydrogen can be removed within 120 s, and the maximum concentration can be reduced by 71% compared to conditions without ventilation. • An full-scale experiment of hydrogen release in an container carrying FCVs has been conducted. • A simple path of hydrogen diffusion with the obstruction of vehicles inside the container is plotted. • Ventilation effects of different venting methods at both parking and driving states have been investigated, and optimal ventilation types are achieved. • An 'inlet + outlet' ventilation type can facilitate the hydrogen exhausting with 40 km/h longitudinal winds. [ABSTRACT FROM AUTHOR]

Abstract We propose a new logistics concept for rail-based container transportation where, instead of booking individual slots on specific trains (which is the current state of the art), customers only specify from where to where they want their containers to be delivered, as well as appropriate time windows for pickup and delivery. A containers actual transportation route is then chosen by a freight forwarder based on the availability and compatibility of freight trains. We provide an optimization algorithm based on an integer linear programming formulation that can be used to find globally optimal transportation schedules for a given set of containers. Our computational experiments show that this new paradigm can significantly reduce the number of trains required for serving a given container transportation demand, improving the logistic systems’ overall environmental and economic efficiency.

Ensuring the efficiency of railway transport in international traffic needs the development of combined transport systems. Container transportation is the most relevant among them. Containers are usually transported by rail on platform wagons. Along with this, the lack of platform wagons in operation makes it necessary to use other types of wagons for container transportation, such as open wagons. The fastening of containers in open wagons is carried out using pneumatic bags. To study the effectiveness of applying such a fastening scheme, the load of the container during transportation in an open wagon was determined. The conducted research will contribute to creating recommendations for improving rail transport operations' efficiency.

The liner shipping schedules determine the container transportation time and the arrival time of ships, which has a significant influence on the shipper selection behavior and the transportation demand. This paper addresses the container liner shipping schedule optimization with shipper selection behavior considered. Our problem is formulated as a mixed-integer nonlinear programming model, where the shipper selection behavior is evaluated by a nested logit model. A particle swarm optimization (PSO) framework embedded with CPLEX solver is designed, by combining the constraint relaxations and the linearization techniques with the heuristic rules. The numerical experiments are conducted based on the Persian Gulf route of COSCO SHIPPING LINES. The results show that: the total freight demand is increased by 23% and the weekly operation revenue is increased by 31% after considering shipper selection. Besides, we find that the planned ship speed should be increased for time-preference shippers with electronic or refrigerated products, while it should be decreased for price-preference shippers with general or bulk cargoes. These conclusions can provide decision support for the operation practice of liner shipping schedule design. [ABSTRACT FROM AUTHOR]

The object of this study is the processes of perception and redistribution of vertical loads in the structure of a container with a floor made of sandwich panels under operational modes. To ensure the strength of the container, as well as the safety of the cargo transported in it, it is proposed to design a floor based on sandwich panels. It is assumed that each of these panels is made of two metal sheets in a layer between which an energy-absorbing material is placed. Given the presence of energy-absorbing material in the structure of the sandwich panel, the vertical dynamic loads acting on the cargo container during its transportation will be reduced. To substantiate the proposed solution, mathematical modeling of the vertical load on the container during its transportation by a flat wagon was carried out. It is found that the accelerations acting on the container of the improved design are 5.7 % lower than those acting on the container of standard design. The calculation of the strength of the container was carried out under operational schemes of its loads. It has been established that the strength of the container is ensured. A special feature of the results is that the reduction of the load on the container is achieved not by strengthening its structure but by introducing flexible connections into it. The field of practical application of the results is railroad transport. The conditions for the practical use of the findings are the use of energy-absorbing material in the structure of sandwich panels that form the floor of the container. The results of the research will contribute to improving the strength of containers under operating conditions, the safety of the cargo transported in them, as well as increasing the efficiency of the functioning of container transportation [ABSTRACT FROM AUTHOR]

The primary objective of this research was to implement a more efficient handling strategy in the container terminal storage yard at the Baltic Hub Container Terminal (BHCT). Following an analysis of the current logistics system associated with starboard-side mooring, an attempt was made to shift the mooring to the port side. Two routing strategies corresponding to the analysed mooring operations were tested using a developed model. Simulations were conducted to enable a comparison of various handling strategies that were suitable for the mooring arrangements and equipment under investigation. This analysis was based on reliable information obtained from a real process. Evaluative criteria for examining the impact of changing the handling strategy of internal movement vehicles (IMVs) in the terminal storage yard in terms of process efficiency included the total time and distance of container transportation and the truck utilisation level. A new route for IMVs was developed to accommodate the changed mooring operation. This adjustment aimed to enhance the discharge process and to reduce the distance travelled, resulting in a reduction in fuel consumption. The shorter travel distance also positively impacted productivity, and contributed to a reduction in operating costs. The changes to the mooring arrangement directly resulted in a 10% increase in the quay crane gross productivity, measured in moves per hour (mph). Given that many ports do not pay attention to how ships are moored, the case study and analysis presented here can help staff quickly improve their handling strategy and productivity, thus increasing the port’s competitiveness.

The railway transport system in Ukraine stands as a pivotal sector within the nation's transportation infrastructure, accounting for a substantial portion of freight and passenger movement compared to domestic alternative modes of transportation. With direct border connections and collaboration with railways in Moldova, Poland, Romania, Slovakia, and Hungary, Ukrzaliznytsia JSC facilitate operations through forty international railway crossings. The political climate in Ukraine, particularly the focus on export to EU countries, has sparked increased interest in transportation towards western border regions [1, 2]. This article delves into the challenges and opportunities surrounding the enhanced cooperation of Ukrainian border terminals with EU countries during wartime and post-war periods. It analyzes the current state of freight transportation to Europe, addressing existing challenges and outlining short- and long-term development prospects for railways. Emphasis is made on the vital role of railway transport in Ukraine's integration into the European transport network, presenting avenues for implementing plans connected with railway reconstruction and development. Container transportation commands a significant market share, with a growing trend towards its adoption. Container transport facilitates a substantial reduction in loading operations, a notable increase in labor productivity, and enables comprehensive mechanization and automation of cross-docking operations. As a transit country—four out of ten existing pan-European transport corridors traverse Ukraine— the nation possesses considerable potential for developing its railway transport system. With the third-largest railway network in Europe (19,787 km, including 9,319 km of electrified tracks), railway transport assumes a leading role in Ukraine's transportation landscape. However, despite its advantages, Ukraine's transportation and logistics system lags behind those of other countries worldwide. Modernization of tracks and rolling stock necessitates significant capital investment and time, underscoring the immediate need to enhance the quality of logistics services [3]. Therefore, this article explores optimization methods for container traffic from Ukraine to EU countries with the use of mathematical methods and algorithms. The genetic algorithm among the discussed methods is recognized as one of the premier mathematical algorithms for the specified task. This approach could play a pivotal role in establishing a robust technical system for railways along Ukraine's western border, optimizing border crossing operations, and enhancing Ukrainian railway transportation capabilities. It not only aids in identifying the fastest or most economical routes but reveals weaknesses in Ukrainian border terminals. Additional strategies can be devised for modernizing and expanding border terminals and stations by leveraging this insight, facilitating the integration of Ukrainian railways into the European transport system.

The object of this study is the processes of perception and redistribution of loads in the supporting structure of a open wagon loaded with containers, taking into account the new scheme of their fastening. For safe transportation of containers in an open wagon, it is suggested to use a removable module. This module works according to the principle of an intermediate adapter between the container and the open wagon body. Fastening of the module itself in the open wagon is carried out through the fitting stops, which are placed on the floor of the open wagon. Mathematical modeling was carried out to determine the longitudinal dynamic load acting on the container fixed according to the new scheme in the open wagon. To this end, a mathematical model was built that characterizes the longitudinal movements of the “open wagon-removable module-container” system. Determination of the accelerations that act on the supporting structure of the open wagon loaded with containers was also carried out by means of computer simulation. Verification of the formed model of the dynamic load of the open wagon was carried out according to the F-criterion. Also, as part of the study, a modal analysis of the load-bearing structure of a open wagon loaded with containers was carried out, which made it possible to assess its traffic safety. A feature of the results obtained as part of the research is that the proposed design of the removable module could be used not only for fastening containers but also for transportation of other types of cargo. The field of practical application of the results is railroad transport, including other transportation industries. The conditions for the practical use of the results are a symmetrical scheme of loading the body of a open wagon with containers. The results of this study will contribute to increasing the efficiency of container transportation and the profitability of railroad transport [ABSTRACT FROM AUTHOR]

Container transportation is pivotal in global supply chains, facilitating the exchange of goods between companies across different countries. Given the exceedingly high operational costs of transporting containers, optimizing itinerary schedules can yield significant benefits for logistics companies. In this paper, we delve into a real-world container transportation routing issue where trucks are scheduled to haul trailers, subsequently transporting containers amongst container depots, ports, and warehouses. Our research bridges the existing gap between academic literature and industrial practice by examining the versatile role of trailers. We specifically focus on factors like trailer capacity restrictions and the ability to detach. To encapsulate these intricacies, we introduce a mixed-integer linear programming model, incorporating new variables, invariants, and constraints pertinent to these requirements. We follow this with the proposition of an Approximate Adapted Large Neighborhood Search algorithm (A-ALNS) aimed at solving the model. Within this algorithm, six innovative operators and elimination strategies have been integrated to amplify the efficiency of solution searches and sidestep local optima. Moreover, we've established an adaptive scoring mechanism to expedite operator selection and deliver feasible solutions within constrained timeframes. Our empirical tests on 25 data sets underscore the efficacy of our algorithms; they serve between 90.9% to 100% of total requests across all instances. Impressively, our proposed framework can attain feasible solutions within an hour - a task that often spanned days with preceding methodologies. [ABSTRACT FROM AUTHOR]

Purpose. The main purpose of this work is to present the results of determining the strength of a container with sandwich panel walls under the main operating modes of loading. Methodology. To ensure the strength of the bearing structure of the container, it is proposed to make its end and side walls from sandwich panels. This involves the creation of sandwich panels from two metal sheets, between which there is a filler in the form of an energy-absorbing material. The thickness of the sandwich panel sheets is determined by the Bubnov-Galerkin method. The sheet is considered as a thin-walled plate with the corresponding width and height parameters. To determine the strength of the load-bearing structure of a container with sandwich panel walls, the corresponding calculations were performed using the finite element method in the SolidWorks Simulation software package. The Mises criterion (IV theory of strength) was used as a calculation criterion. The spatial model of the container was created in SolidWorks. Findings. Taking into account the calculations, the rational thickness of the sheets, in terms of strength, of the side and end walls was established, which was 1.6 and about 3.0 mm, respectively. It is important that the use of rectangular corrugations makes it possible to reduce the thickness of the end wall sheet to 1.0 mm. The thickness of the side wall sheet is the same. The maximum stresses in the container in the case of its longitudinal loading occur in the fittings and amount to 268.3 MPa, which is 13.6 % lower than the permissible ones. The maximum stresses in the container under transverse loading were recorded in the areas of interaction between the side wall and the corner posts. The numerical value of these stresses was 178 MPa, which is 15.2 % lower than the permissible ones. Originality. The paper scientifically substantiates the use of sandwich panels as the walls of a uni-versal container. Practical value. The research will contribute to the creation of recommendations for the design of modern modular-type vehicle structures and improve the efficiency of the transport industry.

The features of designing the frame of a universal container made of square pipes are presented in this paper. The two frame loading schemes are taken into account: the effect of vertical loading on the container frame when it is lifted by the upper corner fittings (I loading mode); the effect of longitudinal loading on the frame during transportation by the rail transport (II loading mode). Mathematical modeling was performed to determine the longitudinal loading acting on the container in the II loading mode. The determined acceleration is taken into account when constructing the schemes of force factors that arise in the frame. The strength of the frame was calculated using the finite element method, which was implemented in SolidWorks Simulation. The conducted research could contribute to creation of recommendations and developments regarding the design of modern structures of modular vehicles. [ABSTRACT FROM AUTHOR]

Carrier selection is a complicated problem as it includes many quantitative and qualitative criteria. Due to the complexity of this issue, many criteria that influence decision making interact with each other, making it necessary to consider these interactions in order to make the best decision. The analytical network process (ANP) method enables us to solve the carrier selection problem of decision making more effectively and realistically. This study, which aims to contribute to the research field, employs the previously unused ANP method, which permits criteria interaction, and investigates the carrier selection problem in order to determine the similarities and differences between different industries' expectations of ocean container carriers. In this context, this study has been applied in three different industries: textiles, white goods, and chemicals. In this way, the study contributes to the literature on ocean container carriers. From the results, the most important criterion for the three shipper groups was found to be reliability. However, there were significant differences in the ranking of other criteria.

The features of designing the frame of a universal container made of square pipes are presented in this paper. The two frame loading schemes are taken into account: the effect of vertical loading on the container frame when it is lifted by the upper corner fittings (I loading mode); the effect of longitudinal loading on the frame during transportation by the rail transport (II loading mode). Mathematical modeling was performed to determine the longitudinal loading acting on the container in the II loading mode. The determined acceleration is taken into account when constructing the schemes of force factors that arise in the frame. The strength of the frame was calculated using the finite element method, which was implemented in SolidWorks Simulation. The conducted research could contribute to creation of recommendations and developments regarding the design of modern structures of modular vehicles.

Increased volumes of freight turnover in international transportation require the situational adaptation of the existing wagon fleet to the transportation of containers, which are commonly used at present. The research presented in this article substantiates the possibility of transporting containers in open wagons. It has been found that taking into account the possible displacements of containers in the body, the stresses at the operating modes can be twice as high as the permissible ones if an open wagon is part of the combined train. In this regard, it is proposed that a detachable multifunctional module for securing containers in the open wagon body be used. The detachable module is fixed through the fitting stops, either stationary or hinged, in the body. The rationale for the choice of the detachable module profile, as well as the results of its strength calculation, is given. The strength of the open wagon body during container transportation has been studied taking into account the proposed fastening diagram. The results of the calculations have shown that the maximum stresses in the body do not exceed permissible values. The results of the study will contribute to improvement in the efficiency of container transportation and the transport industry as a whole. Also, these results may be useful developments for designing modular vehicles. [ABSTRACT FROM AUTHOR]

Purpose. The main purpose of this work is to substantiate the design features of sandwich panels for the manufacture of container walls of size 1SS. Methodology. To ensure the strength of the container walls, it is proposed to use sandwich panels as their components. This involves the manufacture of a sandwich panel from two metal sheets, between which a material with energy-absorbing properties is placed. This solution helps to improve the strength of the container by reducing its load. To determine the thickness of the panel sheet, the corresponding calculations were performed using the Bubnov-Galerkin method. It is taken into account that the sheet is a thin-walled plate subjected to an evenly distributed load. To improve the stiffness of the sheet, it is proposed to make it corrugated. The analysis of the corrugations has led to the conclusion that it is most appropriate to use corrugations with a rectangular configuration. Findings. The strength of the sandwich panel was calculated. The spatial model of the sandwich panel was created in the SolidWorks software package, and the strength calculation was performed in SolidWorks Simulation, which implements the finite element method. The calculations took into account the most unfavorable loading mode of the container during rail transportation - shunting impact. The calculation was performed on the example of the container's end wall, since it is the wall that is subjected to the highest loads in the event of a shunting collision with a platform car. The strength calculations showed that the maximum stresses in the sandwich panel made of corrugated sheets are about 258 MPa, which is 16% lower than the permissible stresses. The maximum displacements in the sandwich panel assemblies occur in its middle part and are equal to 3.1 mm. Originality. The design of the sandwich panels that form the end walls of the container is scientifically substantiated. The rational configuration of the corrugations of the sandwich panel sheets is determined. Practical value. The study will contribute to the development of recommendations for the design of modern modular-type vehicle structures and improve the efficiency of the transport industry.

The rapid development of container transportation in the world requires acceptance of strategic decisions in the logistical and technical support of cargo delivery by sea transport with the aim of achieving effective development of the maritime logistics system and identifying the leaders of maritime logistics. The article considers the process of containerization in sea transport in the international context. This type of transportation has a lot of advantages over other types of cargo transportation, including low cost, large volumes of transportation, clear and unambiguous rules, legal norms of sea transportation, defined sea routes. In the course of the study, countries with access to the sea or the ocean were studied. Such countries include Germany, Sweden, Belgium, Austria, Japan, the Netherlands and Singapore - countries with a developed logistics system. Quantitative and qualitative indicators of the development of the world's leading ports were analyzed, in particular, the number of ships of various types, including depending on the flag, their carrying capacity, and the time spent in the port. The development of maritime trade, which is carried out along the following main routes, is analyzed: Non-mainlane East West, North-South, South-South, Intra-regional. According to the results of the study, the classification of the world fleet by the main types of vessels was carried out. In the course of the analysis of the modern development of the world market of container transportation, a steady trend towards an increase in the volume of cargo transported in containers was established. This is explained by the fact that containerization allows incresaing the efficiency and competitiveness of logistics enterprises significantly, which is of great importance in the conditions of a market economy. The development of the system of container transportation by sea transport is a rational way to improving the quality of the organization of cargo transportation, which, thanks to economic efficiency, will allow reducing transportation costs during the transportation of cargo. The prospective directions of their development are substantiated.

The publication presents the results of research into the strength of an improved tank container. The tare of a tank container can be reduced through application of composite material for the tank. In this case its mass can be 46% lower than that of a metal tank. The strength of the tank was calculated by computer simulation. The maximum stress occurs in its lower part and is about 295 MPa. The dynamic loading of a tank can be reduced by application of elastic elements in the fittings of a tank container. The reduction in dynamic load is achieved by the elastic friction forces generated in the fittings. The results of mathematical modelling of the tank container dynamics proved the effectiveness of this solution. [ABSTRACT FROM AUTHOR]

Carrier selection is a complicated problem as it includes many quantitative and qualitative criteria. Due to the complexity of this issue, many criteria that influence decision making interact with each other, making it necessary to consider these interactions in order to make the best decision. The analytical network process (ANP) method enables us to solve the carrier selection problem of decision making more effectively and realistically. This study, which aims to contribute to the research field, employs the previously unused ANP method, which permits criteria interaction, and investigates the carrier selection problem in order to determine the similarities and differences between different industries' expectations of ocean container carriers. In this context, this study has been applied in three different industries: textiles, white goods, and chemicals. In this way, the study contributes to the literature on ocean container carriers. From the results, the most important criterion for the three shipper groups was found to be reliability. However, there were significant differences in the ranking of other criteria. [ABSTRACT FROM AUTHOR]

Finding short and convenient routes for vehicles is an important issue on efficient operations of Automated Guided Vehicle (AGV) systems at container terminals. This paper proposes an anisotropic Q-learning method for AGVs to find the shortest-time routes in the guide-path network of cross-lane type according to real-time vehicle states, which includes current and destination positions, heading direction and the number of vehicles at anisotropic four-direction neighboring locations. The vehicle waiting time of AGV systems is discussed and its estimation is suggested to improve the policy to select actions in the Q-learning method. An improved anisotropic Q-learning routing algorithm is developed with the vehicle-waiting-time-estimation based selecting-action policy. The parameter settings and performance of the proposed methods are analyzed based on simulations. The numerical experiments show that the improved anisotropic Q-learning method can provide stable and dynamic solutions for AGV routing, and achieve 9.5% improvement in optimization efficiency compared to the Jeon Learning Method (Jeon et al. in Logist Res 3(1):19–27, 2011). [ABSTRACT FROM AUTHOR]

The publication presents the results of research into the strength of an improved tank container. The tare of a tank container can be reduced through application of composite material for the tank. In this case its mass can be 46% lower than that of a metal tank. The strength of the tank was calculated by computer simulation. The maximum stress occurs in its lower part and is about 295 MPa.

Türkiye’nin Stratejik Planları kapsamında, denizcilik alanında strateji belgeleri ve ana planlar oluşturularak ülkemizin konteyner liman kapasitesi ve rekabetçiliğinin arttırılması ve liman işletmeciliği meslek standartlarının geliştirilmesi amaçlanmaktadır. Tüm bu stratejilerin başarılı olması için, doğası gereği uluslararası bir alanda hizmet veren Türkiye limanlarının, bölgesindeki diğer ülke limanlarıyla rekabet edebilecek seviyeye ulaşması gerekmektedir. Bu yüzden, çalışma konteyner limanlarımızın sürdürülebilir rekabetçi üstünlüğü açısından literatürde yer alan güncel liman seçim kriterlerini araştırmayı hedeflemektedir. Araştırma yöntemi olarak sistematik literatür taraması tercih edilmiştir. Araştırma sonucunda maliyet faktörlerinin hiyerarşide en yüksek değere sahip olduğu tespit edilmiştir.

The object of this study is the processes of emergence, perception, and redistribution of loads in the supporting structure of a 1CC size container with end walls made of sandwich panels. To reduce the longitudinal load of the container under operational modes, the introduction of sandwich panels into its design is proposed. This solution is implemented on the example of its end walls as the most loaded component of the body in operation. The thickness of the sandwich panel sheet was determined, provided that the strength in operation is ensured. Mathematical modeling of dynamic load of a container with end walls made of sandwich panels placed on a platform car during shunting co-impact was carried out. It was established that taking into account the proposed improvement makes it possible to reduce the dynamic loads that the container perceives by 10 % compared to the typical structure. The results were confirmed by computer simulation of the dynamic load of the container. The models formed within the framework of the study were verified according to the F-criterion. The results of calculations for the strength of the container showed that the stresses in its structure are 15 % lower than those in the typical one. A feature of the findings is that the proposed improvement of the container helps improve its strength in operation by reducing the loads acting on it. The scope of practical use of the results is the engineering industry, namely, railroad transport. At the same time, the conditions for the practical application of the research results are the introduction of energy-absorbing material as a component of the sandwich panel. This study will contribute to devising recommendations for designing modern structures of vehicles of a modular type and for improving the efficiency of the transport industry. [ABSTRACT FROM AUTHOR]

Türkiye gibi gelişmekte olan ülkelerin ekonomilerinin dinamo taşı olarak ihracat faaliyetleri gösterilmektedir. Bu çalışmada da Türkiye’nin en önemli döviz girdisini oluşturan ihracat ile konteyner taşımacılığı arasındaki etkileşim incelenmiştir. Bu kapsamda çalışmanın ilk kısmında Türkiye’nin ihracat yapısı ve denizyolu konteyner taşımacılığındaki yeri tartışılmıştır. Uygulama kısmında ise 2005-2020 yılları arasında aylık bazlı ihracat rakamları ile ihraç malı yükleme rakamları arasındaki ilişki Toda ve Yamamoto tarafından 1995 yılında geliştirilen Toda-Yamamoto analizi ile test edilmiştir. İhracat rakamları Türkiye İstatistik Kurumu (TUİK) ve Türkiye İhracatçılar Meclisi (TİM) tarafından yayınlanan istatistikler, ihraç malı yükleme rakamları ise Denizcilik Genel Müdürlüğü, Deniz Ticaretini Geliştirme Daire Başkanlığı ve Planlama ve İstatistik Dairesi Başkanlığının hazırlamış olduğu konteyner cinsleri bazında elleçleme istatistikleri kullanılarak yapılmıştır. Araştırma bulgularına göre; ihracattan TEU (Twenty-foot Equivalent Unit)’ye doğru nedensellik olduğu gözlemlenmiştir. Yani ihracatta yaşanan değişimin elleçlenen konteyner sayısı ve TEU’yu etkilediği, TEU’da yaşanan değişimin ise ihracatı değiştirmediği dolayısı ile arasında bir nedensellik ilişkisi olmadığı ortaya konmuştur.

The Article defines the sectoral structure of the Northern Sea transport corridor, the set of the transport tasks provided by them - the international transit, import and export operations, and considers internal transportation. It is shown that in relation to the water area of the sector of the Northern Sea Route, both international and internal transportation (big cabotage and intersectoral transportation) can be referred to as transit. Transit transportation across the Northern Sea Route between countries in 2010- 2018 has been analyzed. The Article also defines transit dynamics and commodity structure. Dynamics of transit transportation of main types of freights are considered: bulk freights (oil products, gas condensate), bulk cargoes (iron ore, coal). The dynamics of Russia’s internal transit transportation across the Northern Sea Route have been analyzed. The article also analyzes the dynamics of transportation of frozen fish, the possible transit of which may prompt the creation of a year-round container line between the ports of Petropavlovsk- Kamchatsky, Murmansk, Arkhangelsk, and St. Petersburg. The author summarizes the results of the development of transit transportations in 2010-2018 and identifies the factors defining the demand for transit shipments of various cargoes. The Article also provides an assessment of the development prospects of transit freight traffic by international shipping companies (Maersk). The conclusion is that supporting national investment projects should be a priority when improving navigation along the Northern Sea Route – transportation of mineral resources and supporting mining companies. At the same time, creating a steady transportation system for Arctic mineral resources calls for the development of icebreaking, navigation, and hydrometeorological support. This will reduce risks associated with Arctic navigation and increase the appeal of the Arctic sea transport system as a whole. The Article identifies the following necessary conditions for the development of navigation in the Northern Sea Route: expanding the domestic Arctic linear icebreaker fleet; cen tral planning of sea freight transportation and coordination of actions of participants, which could increase the appeal of the Northern Sea Route, including its role for transit.

Increased volumes of freight turnover in international transportation require the situational adaptation of the existing wagon fleet to the transportation of containers, which are commonly used at present. The research presented in this article substantiates the possibility of transporting containers in open wagons. It has been found that taking into account the possible displacements of containers in the body, the stresses at the operating modes can be twice as high as the permissible ones if an open wagon is part of the combined train. In this regard, it is proposed that a detachable multifunctional module for securing containers in the open wagon body be used. The detachable module is fixed through the fitting stops, either stationary or hinged, in the body. The rationale for the choice of the detachable module profile, as well as the results of its strength calculation, is given. The strength of the open wagon body during container transportation has been studied taking into account the proposed fastening diagram. The results of the calculations have shown that the maximum stresses in the body do not exceed permissible values. The results of the study will contribute to improvement in the efficiency of container transportation and the transport industry as a whole. Also, these results may be useful developments for designing modular vehicles.

Railway container transportation plays an important role in the sustainable development of transportation. In order to improve the efficiency of container transportation and maximize the transportation revenue of railway enterprises, taking the passenger-like container train running plan as the research object, we established an optimization model. The model considers the transportation requirements of empty and heavy containers, aiming at the maximum revenue of railway transportation enterprises, the conservation of container flow, train stops, container reloading, and other constraints. It is a mixed-integer linear programming optimization model. First, the shortest path between nodes was solved by the Floyd algorithm as the candidate set of the train to be run, and then the particle swarm algorithm was designed to solve the model. Numerical experiments were carried out by taking a container network with 34 nodes as an example to verify the validity of the model and algorithm. The experimental results showed that when the minimum average loading rate of trains is 70%, 47 lines need to be run, which is 163 less than the candidate lines. The running cost of all trains is 31,901,200 yuan, and total revenue of the transportation enterprise is 10,930,568 yuan. Compared with the existing container transportation mode, the passenger-like container transportation mode has a higher average number of trains and faster velocity. However, it has a lower average loading rate and proportion of direct container flow. The results were compared in three different minimum average loading rate values: 50%, 60%, and 70%. It was found that with the increase of the minimum average loading rate of trains, the number of lines to be opened decreases, the cost of running decreases, and the revenue of transportation enterprises increases. [ABSTRACT FROM AUTHOR]

Following the outbreak of the COVID-19 pandemic, various lockdown strategies restrained global economic growth bringing a significant decline in maritime transportation. However, the previous studies have not adequately recognized the specific impacts of COVID-19 on maritime transportation. In this study, a series of analyses of the Baltic Dry Index (BDI), the China Coastal Bulk Freight Index (CCBFI) and of container throughputs with and without the impact of COVID-19 were carried out to assess changing trends in dry bulk and container transportation. The results show that global dry bulk transportation was largely affected by lockdown policies in the second month during COVID-19, and BDI presented a year-on-year decrease of approximately 35.5% from 2019 to 2020. The CCBFI showed an upward trend in the second month during COVID-19, one month ahead of the BDI. The container throughputs at Shanghai Port, the Ports of Hong Kong, the Ports of Singapore and the Ports of Los Angeles from 2019 to 2020 presented the largest year-on-year drops of approximately 19.6%, 7.1%, 10.6% and 30.9%, respectively. In addition, the authors developed exponential smoothing models of BDI, CCBFI, and container transportation, and calculated the percentage prediction error between the observed and predicted values to examine the impact of exogenous effects on the shipping industry due to the outbreak of COVID-19. The results are consistent with the conclusions obtained from the comparison of BDI, CCBFI, and container transportation during the same period in 2020 and 2019. Finally, on the basis of the findings, smart shipping and special support policies are proposed to reduce the negative impacts of COVID-19. [ABSTRACT FROM AUTHOR]

The greatest prospects associated with transnational rail freight are determined by the use of containers. In Russian publications, the development of containerized cargo transportation is mainly considered by analyzing the general laws of functioning of international transport corridors. At the same time, aspects affecting infrastructure diagnostics and analysis of the throughput capacity of sections of the railway network are not considered.The purpose of the study was to identify the characteristics of freight flows in the direction of the EU—EAEU—PRC, to identify infrastructure barriers that slow down the acceleration and increase in the volume of container railway freight transportation, as well as to develop a set of measures aimed at improving the competitiveness of container railway freight transportation along the transport corridors of the Russian Federation.In the course of the study, infrastructural diagnostics was carried out, which revealed a number of barriers that did not allow realizing the growth potential of transit container cargo transportation.To remove infrastructure barriers, it is necessary to implement a number of measures, the key of which are measures to increase the capacity of infrastructure at border crossings, increase the speed of trains along the railway networks of JSCo RZD, develop terminal and logistics centers that provide a wide range of services for consignors and consignees.The development of container rail freight is a strategically important area for the Russian Federation. The well-coordinated work of Russian Railways with private investors and the state in the framework of expanding and modernizing the terminal infrastructure, as well as increasing intermodal interactions, is able to overcome the existing infrastructure barriers and ensure the growth of container transit in the required volumes.

Purpose. This study aims to determine the strength of the load-bearing structure of the articulated flatcar of round pipes. Methodology. A computer model of the load-bearing structure of an articulated flatcar of round pipes has been created. To study the dynamic loading of the load-bearing structure of the flatcar, mathematical modeling was performed. The calculation is made in a flat coordinates. The oscillations of twitching, pitching and bouncing are taken into account. The motion differential equations are solved in MathCad software. Findings. It was established that the accelerations that fall upon the load-bearing structure of the first section of the flatcar are 38.2 m/s², and the second – about 37.5 m/s². The obtained acceleration values are taken into account when determining the strength indicators of the flatcar load-bearing structure. The calculation is done using the finite element method in CosmosWorks software. It is taken into account that each section of the flatcar is loaded by two 20-foot containers. The results of the calculations made it possible to conclude that the maximum equivalent stresses occur in the cantilever parts of center sill and are about 200 MPa, i.e., they do not exceed the allowable ones. The maximal displacements in the structural node are fixed in the middle parts of the sections and are 3.8 mm, the maximum deformations are 2,3·10-3. Originality. A computer model has been developed to determine the strength of the load-bearing structure of articulated flatcar made of round pipes. The model allows determining the strength indicators of the flatcar load-bearing structure with longitudinal loading of the structure. Practical value. The conducted research will increase operation efficiency of combined transportations and create recommendations on modern designing of articulated flatcars.

The Belt and Road Initiative, with the first train reaching Europe from China by passing through Turkey, has increased debate about the effects of the Iron Silk Road and sea transport on Turkey. Setting out from this point, this study aims to compare the current capacities of Iron Silk Road with Maritime Silk Road through container transportation and its expected capacity in the future. This study also aims to summarize the sea and rail routes that are currently used or expected to be used in the scope of the Belt and Road Initiative, the narrow passes on these routes and the difficulties experienced in terms of transportation. In addition, China's military and economic attitude, especially around the narrow passes of sea, will also be examined. [ABSTRACT FROM AUTHOR]

The article is devoted to the problem of infrastructural restrictions that hinder the development of high-speed freight transportation by rail in the Russian Federation. The relevance of the chosen topic is confirmed by the presence of a significant number of scientific publications that reflect the national specifics of the modern development of freight transportation using HSR and their infrastructure. The purpose of the article is to determine the infrastructural constraints that hinder the development of freight transportation in HSR transport systems tailored to the Russian specifics of infrastructure development. The object of the study is the infrastructure of railway transport and the rolling stock fleet, the subject is high-speed freight transportation. The main methods used in the study are an analysis and systematization of scientific publications on the topic, a quantitative analysis of open-source data, and interviews with Russian experts in the field under study. In the course of research there have been systematized the infrastructural constraints that hinder the development of high-speed freight transportation in Russia, and the possibilities of using special rolling stock have been considered. According to the results of the study of the Russian service market, there are determined the prospects for its further development through the introduction of a new type of railway transport service, “container — express”, and the factors preventing its successful adaptation. The results obtained can be useful both to the business community in terms of developing strategies and tactics for the introduction of high-speed container freight transportation into the segment of the Russian market, and to regulatory authorities in the field of transport in terms of promoting innovative business models and improving the quality of transport customer service.

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The cargo fare class mix (CFCM) problem aims to find the optimal fare class mix for a given intermodal transportation network based on known client demands. It is based on a revenue management problem for aviation passengers, the fare class mix problem, but considering intermodal cargo transportation, two major differences apply. Firstly, the CFCM's premise is that long-term commitments to customers must be provided, such that a customer has a guaranteed daily capacity. Secondly, cargo may be rescheduled or rerouted, as long as the customer's delivery due date is met. Our goal is to balance revenue maximisation and capacity utilisation by optimally combining two delivery service levels. Therefore, the optimisation problem is to select fare class limits at a tactical level up to which transportation demand will be accepted on a daily basis at the operational level. Any accepted demand that does not fit on the available network capacity during operation, must be transported by truck at increased expenses for the network operator. In this paper, we propose a faster method than the previously proposed solution method for a single corridor network and we provide proofs for the optimality of the result. Using this, we extend the problem to an intermodal network of multiple corridors. We provide numerical results for different settings, in which we compare the baseline of individual corridor optimums with the result of using rerouting. Finally, we apply the methods in a case study for an intermodal transportation network in North-West Europe. [ABSTRACT FROM AUTHOR]

The market of container transportation is actively developing due to the universality of containers. It opens wide opportunities for transportation of absolutely any type of cargo, regardless of their volume, size and chemical condition. At the same time, the negative consequence of the use of this method of delivery is the understatement of the weight of cargo in containers by shippers, which entails a violation of customs legislation and the failure to receive customs payments and their transfer to the Federal budget in full. It is noted that the process of transportation of goods in containers by sea is accompanied by a large number of documents, and the VGM certificate is the main document confirming and containing the weight characteristics ofthe container, so we consider it in more detail. The article also considers the grounds for refusal to load containers on Board the vessel, as well as the consequences ofthe statement ofthe incorrect weight ofthe cargo in the container. In addition, the article States that in practice, the procedure for cargo operations is defined, which consists in the preparation ofthe necessary documents by the shipper for each container ofthe necessary cargo documents with the name ofthe cargo, the gross weight ofthe cargo loaded into the container unit and other data. Trying to avoid payment of customs duties in full, many unscrupulous transport companies are deliberately trying to understate the weight ofthe goods in the container module during transportation by sea. In this regard, the authors proposed recommendations to address the issue of understating the weight of cargo in containers transported by sea.

The society’s main trend for globalisation requires the restructuring of the global transport system as a whole. The ‘Dnieper region’ is no exception, as it needs changes in its practice of organising and managing its process of cargo delivery in accordance with the current trends. This paper considered the main solution directions of this problem in the aspect of ‘container on barge system’ transportation in accordance with the potential of the region. Based on international experience, the competitiveness of the container on barge system can be ensured by applying the different forms of cooperation between the business-players. In the case of horizontal cooperation, it’s raising the problem of distribution of structural elements of the container on barge system during the container-flows adoption. So, the paper proposed the mathematical decision to maximise the use of the linear ship's characteristics by the barge’s loading capacity and by the tug’s engine power.

Copyright of Beykoz Akademi Dergisi is the property of Beykoz University and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

This article considers the trunk lines, connected with the feeder region as the external environment for the system - feeder lines (its subsystems are container flows, ports and container ships). Hub ports are considered to be the boundary of the system and the external environment. Thus, mathematical models were simulated for the two levels. At the first level, container flows are determined (based on statistical data), which enter and exit the hub. At the second level, the mathematical model allows to find for the feeder line: volumes of container flows, the total capacity of the ships which serves the cargo, and parts of the distribution of this capacity between feeder ports.

This article considers the trunk lines, connected with the feeder region as the external environment for the system - feeder lines (its subsystems are container flows, ports and container ships). Hub ports are considered to be the boundary of the system and the external environment. Thus, mathematical models were simulated for the two levels. At the first level, container flows are determined (based on statistical data), which enter and exit the hub. At the second level, the mathematical model allows to find for the feeder line: volumes of container flows, the total capacity of the ships which serves the cargo, and parts of the distribution of this capacity between feeder ports. [ABSTRACT FROM AUTHOR]

The paper contains the analysis of the possibility of container transportation on the Oder Waterway (the Gliwice Canal, the canalized stretch of the Oder River, and the regulated stretch of the Oder River), on the assumption that the waterway complies with conditions of class III European waterway. The analysis is based on the concept of modern motor cargo vessel, adjusted to hydraulic parameters of waterway. The vessel is designed for ballasting when passing under bridges. The amount of ballast water that enables transportation of two tiers of containers is given. The costs of waterborne transportation are compared to the costs of rail transportation of containers on selected shipping routes.

An important role in the market of transport services belongs to container transportation. Railroads, especially under the conditions of increased competition from road transport, must respond quickly to the needs of the market and the growing demand for container transportation, including interstate traffic. Demand for container transportation can vary significantly during the year, which testifies to the expediency of introducing removable equipment on universal railroad freight cars that are involved in the deliveries of containers. This paper reports the design of a removable frame structure for a universal platform that could carry two 20-ft or one 40-ft container. The proposed technical solution does not require changes in the structure of the car and changes in its model; with a decrease in the demand for container transportation, it would allow this car to be used for its main purpose. According to the current methodology, the efforts that operate on the frame during the transportation of containers have been determined. The strength of the proposed structure was estimated by a finite-element method. The maximum stresses arising in the proposed structure are 164.4 MPa; they occur in the corners of the stops attached to the stand-up staples of the platform. The resulting stress values do not exceed the allowable ones. The results of calculating the removable equipment indicate its sufficient strength. Requirements for placing cargo on the rolling stock assume a mandatory check to fit the dimensions, which confirmed that the container hosted by the frame does fit them. The proposed structure makes it possible to abandon disposable fastening parts, improve the safety of container transportation, and increase competitiveness in the container transportation market. [ABSTRACT FROM AUTHOR]

This study analyzes the port choice dynamics of Japanese container shippers before and after the 1995 Great Hanshin earthquake, which destroyed Japan's largest port. We find that the earthquake disintegrated some transportation networks that had initially been maintained because of path dependence. At the same time, it led to establishing a new path dependence. They jointly explain why the negative impact of the earthquake on the damaged port is persistent rather than temporary. [ABSTRACT FROM AUTHOR]