FEATURES OF CALCULATION OF THE REQUIRED QUANTITY OF GRAIN TERMINAL TRACKS IN SEA PORTS IN MODERN CONDITIONS

Purpose. Ukraine is one of the world's five largest producers of grain crops. Much of the grain is exported. Traditionally, grain cargoes are exported through the western land crossings and seaports of the Black and Azov Seas, with the bulk of grain exports going through the port of Nikolaev and the ports of Greater Odessa. Rail transport provides delivery to exporting ports up to 2/3 of the total volume of grain transshipment in ports. Given the significant number of operations in the general technological process of processing grain wagons in ports, the required capacity of technical equipment of railway transport (number of tracks, locomotives, weighing devices, etc.) plays a significant role in the duration of the transshipment process and total operating costs. In this regard, determining the required number of ways to service the flow of grain for export is an urgent task. Methods. Comprehensive analysis of technical equipment and technology of railway transport of grain terminals in seaports, statistical analysis, graph-analytical modeling. Results. Based on the processing of statistics on the delay of wagons due to commercial marriages with grain cargo in the seaport, the conditional division of detained wagons due to and, consequently, the duration of delay of wagons into long and short. The characteristics of random values of the delay of the car are established and the dependence of the number of detained cars on the value of the total car traffic with grain cargo entering the transshipment is obtained. For short-term delays it is a polynomial dependence of the second degree, for long-term delays it is characterized by exponential dependence. Based on research, an additional track capacity has been established for the sedimentation of detained cars and recommendations have been developed for the number of such tracks and their length. Based on the rationing of the duration of shunting operations with delayed wagons, an additional working fleet of shunting locomotives for servicing delayed wagons was determined and recommendations for the location of wagon scales for commercial weighing of wagons in the process of processing grain wagons in the port. Practical significance. The obtained results can be used to determine the number of tracks and the total capacity of grain terminals in seaports. The duration of additional shunting operations to service the detained cars allows to clarify the calculation of the required locomotive fleet of grain terminals.

Public health impacts of an imminent Red Sea oil spill

The possibility of a massive oil spill in the Red Sea is increasingly likely. The Safer, a deteriorating oil tanker containing 1.1 million barrels of oil, has been deserted near the coast of Yemen since 2015 and threatens environmental catastrophe to a country presently in a humanitarian crisis. Here, we model the immediate public health impacts of a simulated spill. We estimate that all of Yemen’s imported fuel through its key Red Sea ports would be disrupted and that the anticipated spill could disrupt clean-water supply equivalent to the daily use of 9.0–9.9 million people, food supply for 5.7–8.4 million people and 93–100% of Yemen’s Red Sea fisheries. We also estimate an increased risk of cardiovascular hospitalization from pollution ranging from 5.8 to 42.0% over the duration of the spill. The spill and its potentially disastrous impacts remain entirely preventable through offloading the oil. Our results stress the need for urgent action to avert this looming disaster.

GEO-STRATEGIC CONSEQUENCE OF CHABAHAR AND GWADAR SEA PORTS AND THE INTERESTS OF EXTERNAL PLAYER

In this study, we are trying to examine the Geostrategic and economic potentials of Gwadar and Chabahar deep Sea ports recently two constructed ports while Gwadar situated in Balochistan Province of Pakistan and Chabahar located in Sistan and Balochistan area of Iran has been recognized as coagulated strategic agreements between China and Pakistan and between India and Iran. These sea port politics are forming an unbalance of powers in the region after the United States of America is expanding its military role in the region and attended more strategic partnership with India. Both ports could change the dynamics of regional politics, oceanic trades and transshipment, therefore, in this developing scenario both Gwadar and Chabahar Iranian port have taken a central stage in the current phase of international politics and have taken a unique geo- strategic and geo-political significance. Gwadar deep sea port is weighted as a strategic base from where; China can monitor US movement in the Persian Gulf, Indians naval actions in the Arabian sea and US-Indo maritime cooperation in the IOR (Indian Ocean Region). India, in response of this strategic move developing Chahbahar port with Iranian assistances and partnership of Afghanistan, desire to Central Asian countries coupled with to reduce the influence of Chinas future long -run geo-economic and strategic interest in the entire region. The new economic, strategic and development move have created a new power structure which places the indigenous people better off after the new wave of globalization in this region. The development of Chabahar and more specifically Gwadar port could go nowhere, if the property rights of local masses and their socio economic security are not protected. One solution is to provide free and fair access of local masses to the new developments with equal distribution of resources and other opportunities to the locals at their doorsteps

Cooperation between Sea Ports and Carriers in the Logistics Chain

In a modern economy, international trade is an important factor in the development of various regions. Shipping is one of the most important elements of the global supply chain. However, after the economic crisis of 2008, global shipping revenues plummeted. One way to restore profitability is the consolidation of shipping routes and the globalization of shipping lines. As container transport lines move to larger ships, the structure of the delivery route becomes a structure with intermediate points. This trend put forward higher demands on the port infrastructure, which aggravated the competition between regional ports, as well as ports that could degrade into a large cargo consolidation port. The economic advantage is enhanced by cooperation between shipping lines and ports. Thus, ports and shipping lines in the same supply chain can be mutually beneficial partners. The study analyses the effectiveness of horizontal and vertical cooperation between ports and carriers. As a source of information, a review of the literature on this issue, expert opinions, and statistical data is taken. Next, a mathematical model is built on the basis of cooperative game theory, and numerical analysis is carried out. The results show that the strategy of cooperation of shipping lines strongly depends on the situation with the supply and demand of vessels. A port that interacts with shipping lines will significantly reduce port charges, which creates the advantage of receiving more port requests. However, cooperation may lead to losses for the port, so a redistribution of profits is necessary to maintain the coalition.

Strategic significance of port infrastructure in social and economic development of the Russian Federation and its regions

Transit communications and infrastructure facilities are basic conditions of countries’ spatial social and economic development. Cargo transportation services make up more than 50 per cent of the global export of transport services. Unique geographical position of Russia between Europe and Asia, existing border sea routes provide the country with the opportunity to become a part of global traffic flows and, thus, maintain the development of transit and export-import potential bound to the “entry points” into the world transport system. Domestic sea ports’ activities and their rapid modernization development can be predicted due to the fact that being part of the infrastructure they maintain communication in the area and the national economy’s integration into the global economy. Each sea bordering region of the Russian Federation solves the problems of developing separate ports. In the south they pay great attention to development of transport potential of the region by means of complex development of regional transport hubs, in particular, creating special economic port areas. Northern regions are more oriented towards developing the Northern Sea Route ports which provide exploration and production of hydrocarbons, and arrange northern supply to hard-to-reach regions. The Baltic region is characterized by tough competition with the Baltic states’ ports, and they have to reinforce import-export and transit potential of the country connected with the emerging positive changes in the direction of freight traffic. In perspective, the North-West Federal District is supposed to become a platform for several large-scale strategic infrastructural projects. As a result, a transport and transit area will be created to increase the volume of international and domestic transportation and the throughput of the regional seaports. Life-supporting function of port infrastructure is the strategic factor of the development of the total transport system of Russia due to its vast territory. Therefore, strategic regulation and programs have been developed at the federal level. They function as valid regulatory legal acts, are part of the total state government system and maintain national security and connectedness of Russian territory and stable economic growth. Strategic significance of these documents for sustainable social and economic development of the Russian Federation and its regions required analysis and systematization of Decrees, Strategies and Programs from the viewpoint of infrastructural factor of construction and modernization of Russian sea ports.

Optimal decision making for emissions reduction measures for Italian container terminals

The importance of sea ports in the global logistics maritime supply chain and it connectivity is increasing, as is the focus on optimizing daily operational activities and minimizing the negative impact on society. One of the most significant negative externalities for sea ports is air pollution that remain one the main concern and environmental priority for Port Authorities and Government and their strategic policies. The growth of containerization in the shipping industry stimulates the demand for infrastructure development and increased energy use. This paper strives to propose the best alternative sources of energy to transit from traditional fuel to the greener ones for two important container terminals in Italy. The analyses focus on energy consumption of the most important container terminals Voltri and La Spezia in Italy and analysed using alternative sources of energy. Based on the priorities chosen by twelve experts, the cost, societal and environmental criteria are assigned the highest weight respectively. The Fuzzy Analytic Hierarchy Process (FAHP) and the Technique for Order Performance by Similarity to Ideal Solution (TOPSIS) techniques are used, to identify the best alternative sources of energy.

Switching cargo capacity to the transport hub of Ust-Luga

The purpose of the article is to assess the probability of transferring the cargo flow of the main cargo of Belarus from the Baltic ports to the railways of Russia and Russian ports in the Baltic. Using such theoretical methods of research as analysis, generalization, forecasting and hypothesizing, the main trends in the development of the railway network and Russian ports in the Baltic Sea, as well as factors affecting the likelihood of changes in the scheme of cargo flows of export cargo, are identified. Brief conclusions are made about the probability of changes in cargo traffic. In particular, it was found that such criteria as the price offered by Russian logistics companies and port operators for servicing significant volumes of Belarusian cargo, as well as the development of logistics chains, will have a significant impact on the decision of Belarus to abandon the services of Baltic ports. A study of the operational activities of the Baltic sea ports and the Lenin-grad Region suggests that they take place in a highly competitive environment and require constant work to diversify cargo flows, as well as investments to modernize the port and related railway infrastructure. The construction of the Ust-Luga railway junction has brought this junction to a leading position not only in Russia, but also in Europe. The Ust-Luga transport hub is capable of processing 20 types of cargo at 12 terminals, according to the level of technological equipment. It is assumed that when the port of Ust-Luga reaches its maximum capacity by 2024, the transit potential of Belarusian cargo will be fully provided.