RESEARCH OF OPERATION TECHNOLOGY OF HEAVY LOADS PROCESSING POINTS

Target. The transportation of oversized and heavy cargo is considered one of the most important transport services that bring the greatest profit. This requires powerful equipment and highly qualified specialists. The modern system of organizing transportation provides for the acceptance and delivery of small shipments of heavy cargo yards, during which each shipment can be reloaded several times at the cargo sites. Despite the relatively average transportation distances within Ukraine, the number of processing can reach 3 times, and the time spent at such sites is several days. Therefore, an increase in the delivery time for heavy small consignments arises due to their long stay at the cargo yards. Improvement of the technology of cargo yards and their technical equipment is of paramount importance for improving the organization of transportation of heavy cargo by small consignments. Methods. Comprehensive analysis of technical equipment and technology of work of points for processing heavy cargo on railway transport, statistical analysis, mathematical theory of inventory management, methods of correlation analysis. Results. The analysis of the technology and technical equipment of heavy cargo handling points is carried out, recommendations for their improvement are given. The nature of the arrival of vehicles on the cargo front has been studied, the mode of using loading and unloading machines has been studied, and a method for optimizing the technical equipment of the cargo front has been provided. The method for determining the optimal capacity of sites for heavy cargo has been improved. Practical significance. The studies carried out have shown that there are reserves for improving the transportation of goods by heavy small shipments through the development and application of optimal technology. The main direction in reducing the idle time of wagons is to optimize the processes of handling heavy cargo: increasing the capacity of technical equipment, improving the system of operational planning and management of the operation of points for processing heavy cargo. The application of the methodology makes it possible to evaluate various options for technical equipment at reduced costs, to calculate the optimal capacity of processing points for local and transit heavy cargo using the mathematical theory of inventory management and methods of correlation analysis. The task of drawing up an optimal operational plan for sorting heavy cargo is reduced to a linear programming transport problem and is solved with the help of computer technology.

CONCESSION IN THE SEAPORTS OF UKRAINE: EXPERIENCE AND PROSPECTS

Seaports concession is a successful global practice for optimizing processes in ports to increase their profitability. Almost all the largest seaports in the world remain in concession. It contributes to the development of their infrastructure and increases cargo handling. However, in Ukraine, seaports concession has long remained only a prospect and has not been applied in practice. With the arrival of the new presidential administration, one of its first tasks was to optimize the country’s transport infrastructure, which meant, in particular, seaports concession. In this article, we consider the main aspects of seaport concession in Ukraine. We used general scientific method, formal-legal method, and analysis and synthesis for our research. We paid attention to the concept of concession and its main features. We gave examples of interpretation of the concession from different points of view. Among them are legal, economic, and logistical interpretations. We considered the correlation of the concession with the concept of public-private partnership. We provided the relevant legal framework in this aspect. For example, we analyzed the Laws of Ukraine “On Public-Private Partnership” and “On Concession”. In conclusion, we argued that there is a necessary level of legal regulation for the implementation of concession mechanisms in seaports of Ukraine. In addition, the study takes into account real examples of concession agreements for seaports in Ukraine. For example, we analyzed the situation with the conclusion of concession agreements for seaports in Mykolayiv and Kherson. We established that the development of concessions is a promising area of public policy. With their help, it is possible to attract funding for the infrastructure of seaports, create jobs, fill the state budget, help local governments. However, to realize the full potential of concessions, it is necessary to take measures to create a favorable investment climate, attractive conditions for private investors-concessionaires, in particular, by improving the judiciary, taxation, public administration, and protect property rights.

Designing for unpredictable uses: A case study on cargo handling

BACKGROUND: Activity ergonomics aims to include work variability into design process to enable various dimensions of use in projects. As design evolves with use, understanding its characteristics is essential to decipher real working requirements. However, situated design can be pluralistic and may lead to different interpretations than initially intended. OBJECTIVE: This paper aims at understanding the relationship between the designing phase of work systems and the situated task design in high uncertainty operations. METHODS: In an ergonomic work analysis, cargo handling operations were observed at offshore platforms, followed by discussions with workers. Two case studies were selected for the intervention process to demonstrate how workers dealt with high uncertainty tasks on site. RESULTS: Situated task design exhibited three main characteristics: (1) the project emerges from the situation; (2) it has an intentional and original character; and (3) it is situated in time and space to solve local problems. CONCLUSIONS: This combination is the essence of a microproject, which is a concept proposed in this paper. The design must provide resources not only to execute work but also to redesign the task on site.

O COMPLEXO PORTUÁRIO DE SÃO LUÍS DO MARANHÃO NA ECONOMIA CONTEMPORÂNEA: indicações para debate

THE PORT COMPLEX OF SÃO LUÍS DO MARANHÃO IN THE CONTEMPORARY ECONOMY: indications for debateEL COMPLEJO PORTUARIO DE SÃO LUIS DO MARANHÃO EN LA ECONOMÍA CONTEMPORÁNEA: indicaciones para el debateRESUMOA evolução da humanidade tem, nos equipamentos portuários, uma possibilidade de análise. Nos últimos 40 anos, a qualidade e a capacidade das embarcações, somadas à situação geográfica e ao nível de equipamento dos portos, indicam sua importância por ser o meio preferencial para o comércio mundial e indução do desenvolvimento nacional e regional. O artigo objetiva analisar como a situação geográfica favorável em relação às áreas produtoras e aos mercados consumidores, aliada à logística e às condições naturais, tornam o Complexo Portuário de São Luís um equipamento essencial para a integração regional do Nordeste brasileiro à hodierna economia mundial. Para tanto, leva-se a efeito o materialismo histórico em que se utilizaram: levantamento bibliográfico, cartográfico e documental; análise, seleção e tabulação de dados e informações obtidas; duas visitas técnicas à sede da Emap (Empresa Maranhense de Administração Portuária); 12 etapas de campo; e diálogos em eventos científicos. O Porto do Itaqui foi instituído em 1974 e classificado como organizado em 1994, enquanto o Complexo Portuário de São Luís remonta a 2004, onde se sobressaem o citado porto organizado e os terminais de Uso Privado da Alumar e da Vale S/A, a partir das commodities agrícolas e minerais que, na contemporaneidade, fazem a economia maranhense girar. Esse complexo portuário tem registrado incremento na movimentação de cargas, ampliação em sua hinterlândia e crescimento em sua posição no sistema portuário brasileiro, mas ainda depende da demanda do mercado internacional; seus investimentos possuem reduzido efeito multiplicador no estado e pouca ênfase na dimensão ambiental e social que a questão impõe.Palavras-chave: Economia; Porto; Maranhão; Debate.ABSTRACTThe evolution of humanity has a possibility of analysis in port equipment. In the last 40 years, the quality and capacity of vessels, added to the geographical situation and level of equipment of the ports, indicate its importance as it is the preferred means for world trade and induction of national and regional development. The article aims to analyze how the favorable geographic situation in relation to producing areas and consumer markets, combined with logistics and natural conditions, make the São Luís Port Complex essential equipment for the regional integration of the Brazilian Northeast into today’s world economy. To do so, it is considered the historical materialism in which were used: bibliographic, cartographic and documentary survey; analysis, selection and tabulation of data and information obtained; two technical visits to Emap's headquarters (Empresa Maranhense de Administração Portuária); 12 field stages; and dialogues at scientific events. The Port of Itaqui was established in 1974 and classified as organized in 1994, while the Port Complex of São Luís dates back to 2004, where stand out the aforementioned organized port and the Private Use terminals of Alumar and Vale S/A, from agricultural and mineral commodities that, in contemporary times, make the Maranhão economy move. This port complex has registered an increase in cargo handling, expansion in its hinterland and growth in its position in the Brazilian port system, but it still depends on the demand of the international market; its investments have a reduced multiplier effect in the state and little emphasis on the environmental and social dimension that the issue imposes.Keywords: Economy; Port; Maranhão; Discussion.RESUMENLa evolución de la humanidad tiene, en los equipamientos de los puertos, una posibilidad de análisis. En los últimos 40 años, la calidad y la capacidad de los buques, sumadas a la situación geográfica y al nivel de equipamiento de los puertos, indican su importancia por ser el medio preferencial para el comercio mundial y inducción del desarrollo nacional y regional. El artículo tiene como objetivo analizar cómo la situación geográfica favorable en relación a las zonas de producción y a los mercados de consumo, aliada a la logística y a las condiciones naturales, convierten el complejo portuario de São Luís en un equipamiento esencial para la integración regional del Nordeste brasileño a la economía mundial actual. Para esto, se tiene el materialismo histórico en que se utilizaron: encuesta bibliográfica, cartográfica y documental; análisis, selección y tabulación de datos e información obtenidas; dos visitas técnicas a la sede de Emap (Empresa Maranhense de Administração Portuária); 12 etapas de campo; diálogos en eventos científicos. El Puerto de Itaqui fue instituido en 1974 y clasificado como organizado en 1994, mientras que el Complejo Portuario de São Luís remonta a 2004, donde se sobresalen el citado puerto organizado y las terminales de uso privado de Alumar y de Vale S/A, a partir de las commodities agrícolas y minerales que, hoy, hacen girar la economía de Maranhão. Ese complejo portuario ha registrado un aumento en el movimiento de carga, ampliado su hinterland y elevado su posición en el sistema portuario brasileño, pero aún depende de la demanda del mercado internacional, sus inversiones tienen reducido efecto multiplicador en el estado y poca énfasis en la dimensión ambiental y social que la cuestión impone.Palabras clave: Economía; Puerto; Maranhão; Debate.

Resource Capacity Requirement for Multi-Terminal Cooperation in Container Ports

Capacity sharing among neighboring terminals offer a means to meet increasing or unexpected demand for cargo-handling without additional capital investment. This study proposes a model for capacity requirement planning of major resources, such as quay cranes (QCs), storage space, and gate, in multiterminal port operations where demand is time dependent. A resource profile simulation is run to generate random events across the terminals and estimate the capacity requirement in the form of workload distributions on port resources over time-shifts. The effects on workload requirement, arising from multiterminal cooperation, are subsequently evaluated in consideration of different container flows among terminals. Experimental results suggest that higher transferring rate between terminals will reduce the QC intensity and storage space requirements but increase gate congestion. Variabilities in the QC intensity and storage space requirements also increase due to shorter stays and more movements in container inventory at the yard. The interaction effect between transferring and trans-shipment rates further shows that the average resource requirements for a terminal can be greatly reduced when the interterminal transferring of containers contributes positively to a more even workload redistribution across terminals. The most significant improvements occur when trans-shipment rate is 85% and transferring rate is 75% for QC intensity; trans-shipment rate is 90% and transferring rate is 60% for storage capacity; and trans-shipment rate is 80% and transferring rate is 75% for gate congestion.

Development of multimodal transportation in the cross-border communication between Ukraine and Europe.

Modern conditions for the development of the national economy are characterized by the intensification of Ukraine's foreign economic relations with European countries, strengthening mutual understanding between our countries in the business sphere. The European direction, the policy of which is aimed at expanding the capabilities of the Ukrainian transport system in foreign economic activity, needs special consideration. The issues of the current state of multimodal transport in Ukraine in cross-border communication between Ukraine and EU countries are considered. Attention is paid to infrastructure objects as participants in the implementation of multimodal connections. It is characterized by multimodal transportation as one of the ways to organize the delivery of passengers and goods «door to door» to the destination in a much shorter time on the road. They are one of the most promising ways to develop transportation, which allows you to deliver passengers and goods with optimal use of the opportunities involved in the scheme of transport. The essence and necessity of development of transport hubs on the territory of Ukraine as points of cargo handling and storage are revealed. Recommendations for improving the functioning of the multimodal scheme in cross-border communication are given, priorities in foreign economic cooperation are identified. The purpose of the article is to prove the feasibility of introducing mixed multimodal transportation in cross-border traffic between Ukraine and EU countries on the main formation of the transport and logistics hub (HUB) in the Transcarpathian region. Conclusions. The result of the study is to prove the need to optimize the operation of passenger and freight rail transport in the western region on the basis of the formation of transport and logistics hub at the station Mukachevo. Improved approaches to providing transport services using the latest digital technologies are proposed.

Methodology for Optimal Placement of Containers in Trains in Case of Cargo Operations Along the Route

A new approach to organisation of container block trains is considered based on the principles of passenger traffic. The technology assumes container train’s traffic subject to the timetable with sale of cargo space in the train. The train is made up at the departure station and follows the established route with stops at intermediate container terminals or stations, where a container for which this station is designated as destination is removed and a new container is placed on the vacated place to be delivered to subsequent points of the route.The objective of this study is to develop a methodology for optimal placement of containers in a block train intended for en route cargo handling operations. The technique involves an iterative search for such an order of placement of packages so that containers assigned to each intermediate point are as close to each other as possible. The technique is an authors’ algorithm based on combinatorial optimisation methods.The implementation of the proposed algorithm makes it possible to reduce the excessive mileage of handlers and loaders at intermediate points and, consequently, to increase speed of cargo operations when rearranging containers, as well as to reduce operating costs of using the loading facilities of the container terminal.The proposed mathematical algorithm as compared to exhaustive search allows significantly reducing the number of iterations in search for a solution and can be implemented as software.

Managing Maritime Container Ports’ Sustainability: A Reference Model

The concept of sustainable development is one of the few ideas that require the integration of all areas of human life on earth in order to maintain further development without major disruptions. One such area is maritime transport, including maritime container ports. Their unique feature is the ability to combine equivalent types of transport within the framework of a cargo-handling system with related information. In order to ensure a sustainable shipping flow through ports, it is necessary to integrate management knowledge with IT knowledge, so as to build a reference model of sustainable management of transshipment in maritime container ports. The literature has neglected this problem, thus motivating our contribution to this matter. As a result of the research work undertaken, a sustainable transshipment management system is first defined as a whole unit which develops its subsystems in a harmonious way without compromising them in the process. Then, the form of the reference model is given in detail. Therefore, we suggest that the system and its constituent elements constitute a method for sustainably managing the transshipment process.

Comparative evaluation of efficiency and justification of choosing option of cargo handling in port

The article discusses the conditions for transshipment of cargo in the port and their impact on the efficiency of the production process. The efficiency of the port's production process for handling ships and wagons is largely determined by the options for work that are implemented in this process. The problem under consideration is due to the difference in the parameters of technological lines and the resources used for various options for handling cargo in the port. There is provided a comparative characteristic of options for handling cargo in the port. It has been established that the direct option of transshipment of cargo without additional delays of ships and wagons is the most preferable for the seaport, but its implementation in the production process of the port is very difficult and in some cases impossible. The main reasons for the impossibility of using direct options for overloading are indicated. The formula for estimating the costs of cargo passing through the ports is given and it is established in which case the preference is given to the direct transshipment option. For clarity, various schemes for the movement of goods in the port are given, which can be used for operational planning and in the allocation of port resources for handling vehicles. An express method is proposed for the operative selection of the option of cargo transshipment at a minimum of labor intensity. Restrictions have been established in the form of resources fixed at the transshipment complexes and the correspondence of the loading of the complex to its carrying capacity. The expediency of the priority allocation of resources for the processing of the vessel according to the direct option when forming preference functions for solving the problems of operational planning and regulation of the processing of vehicles in the port has been proved.