Совершенствование взаимодействия морских портов и железнодорожного транспорта

The article highlights the general regularities of the economic development of commercial sea ports in the USSR and defines their role in industrialization of the country. For the first time there has been carried out a comparative analysis of sea port cargo turnover dynamics in relation to the ports of Great Britain, Germany, Italy, the Netherlands, the USA and France. The rates of port cargo turnover growth are investigated in comparison with the rates of industrial production growth, the volume of railway and inland water transport. The changes in the main cargo flows connected to the industrialization of the economy in all sea basins of the USSR have been studied. The dynamics of different types of cargo transshipment has been investigated. There has been stated the increasing rate of coastal cargo transshipment against the significant decrease in the export-import cargo transshipment due to the policy of self-reliance. The structure of foreign commercial cargos has been studied, a significant excess of exports over imports has been revealed. It has been found that the high growth rates of cargo turnover in the Soviet ports were due to the increase in the volume of oil cargo transshipment in the ports of the Caspian Sea. There have been calculated the average age and deadweight of Soviet ships in 1939, compared to the similar average international parameters and figures of the previous years. It was determined how the port's technical characteristics and lack of funding influenced these parameters. Investments to the seaports were hundreds of times less than investments to heavy industry and railway transport, and dozens of times less in inland waterways, since the seaports were not the priority objects in the program of economic industrialization. As a result, plans were not fulfilled, ships were idling in the ports, and labor productivity was low. It has been inferred that the activity of seaports during the first five-year plans was not profitable. There have been studied the specific features of the state system of seaports management during the first five-year plans.

Economic and legal aspects of violations of traffic safety rules on railway transport in Russia

Main railway transport occupies an important place in the field of domestic freight and passenger transport. On the other hand, railway transport is a consumer of both fuel and electrical energy. The electrification of main railways brings Ukraine closer to the successful implementation of the program of decarbonization and greening in the field of transport. Meanwhile, the dependence of electrified railway transport on the supply of electrical energy is increasing, which affects the safety of transportation, timeliness and reliability of cargo delivery. In terms of intellectualization, modern digital and telecommunication technologies are being implemented in railway transport, which require reliable and high-quality power supply. For this purpose, a number of scientific studies consider the possibility and make specific proposals regarding the inclusion of sources of distributed generation, including on the basis of renewable sources of electrical energy, in particular wind generators, solar batteries or their hybrid combinations. Such solutions make it possible to ensure a reliable power supply of the responsible electric receivers of the rolling stock, thereby ensuring the reliability of the operation of railway transport. At the same time, new principles of interaction between different types of transport are being actively implemented. One of them is the interaction of railway and air transport. Aviation transport today is represented by manned aircraft and unmanned aerial vehicles. The vision proposed by the authors regarding the improvement of the existing power supply systems in the aspect of decarbonization and intellectualization of the railway infrastructure is aimed at maintaining a sufficiently high level of safe interaction of the railway with other types of transport, including air transport. Increasing the level of safety in railway transport is achieved due to the introduction of new technologies for the purpose of monitoring the state of the railway infrastructure through the introduction of unmanned aerial vehicles.

The article defines Ukraine as an independent European country with the status of a maritime state, access to the Seas of Azov and the Black Sea, a long coastline, and a significant area of water space. Economic security in maritime transport is interpreted as a subsystem of economic security of the state, and its objects are defined as: security of port infrastructure, security of navigation, anti-terrorist security of transportation, man-made and ecological security of functioning of sea ports. The advantages, opportunities, weaknesses and threats of the port infrastructure of Ukraine are summarized. A conclusion was made about the low ratings of Ukraine in the Global Index of Competitiveness of Countries according to the indicator «Efficiency of Sea Ports» of the quality of transport infrastructure. It is shown that the criteria for the efficiency of the functioning of seaports are: the state of their material and technical base (quality), as well as quantitative indicators of the volume of export, import, transit, cargo turnover, the number of processed vessels, etc. An assessment of informational changes in the Register of Seaports of Ukraine has been provided. It is shown that at the moment only half of them are working due to the military aggression of Russia and the temporary loss of control over the seaports of the AR «Crimea» and the Sea of Azov, as well as the blocking of the Black Sea ports. The shift of business activity to the ports of the Danube region is shown. The measures of the state to reduce the danger of sea transportation in the conditions of martial law in terms of loss compensation, risk insurance, implementation of the multilateral agreement on the export of grain and food products from Ukrainian ports have been systematized. Organizational models of regulation of seaport activity are characterized. It is proved that their domestic form of state unitary enterprise of commercial type, managed by the Administration of Sea Ports of Ukraine, gravitates towards the «port-instrument» model. Reasonable expediency of transition to the «port-owner» model, which provides for the concession of port assets and infrastructure owned by the state, development of competition between sea ports, simplification of customs procedures when crossing borders, reduction of port dues rates, etc.

With the acceleration of globalization processes and increased international cooperation, freight transport routes are expanding, which requires new solutions for the most efficient use of various modes of transport. One of the most important factors that may improve the efficiency of the interoperability of different transport modes is information exchange allowing to plan transport flows in advance, exploiting benefits of the maritime and rail transport and minimizing its disadvantages. Precise information allows to find the most efficient mode of transport for the freight transportation chain. Precise information is necessary for effective management of information flows to ensure interoperability between the transport modes. This article analyses the specificity of railway and maritime transport modes, hence research questionnaire of Lithuanian transport companies is performed to present the results to show the most significant elements of railway and maritime transport interoperability. The completed expert evaluation enabled to prioritize the sequence of elements to ensure the efficient interoperability between rail and maritime transport.

Maritime industry is a very important economic sector and it has a direct impact on the prosperity of the Baltic States. World containerised cargo turnover increases approximately by 10% each year, but “China-Europe/Asia” trade has increased dramatically in recent years, and imports from China are significant. For Baltic States it is very important mainly because they have transit ports for containerised cargoes shipped from China to CIS (Commonwealth of Independent States) countries and about 80% of containerised cargoes handled in ports of Baltic States are transit flows.But in terms of future prospects, Baltic States could lose a lot of containerised transit cargo flows because of the strong competition between ports and clear-cut ascendancy of alternative routes. Therefore, it is particularly relevant for the Baltic States to develop such competitive transit container freight traffic management schemes that would keep the existing and attract the new flows of containerised goods through the ports of the Baltic States.Thereby, the objective of this research is identification of factors, which determine the specifics of the containerised cargo ship movements between sea ports with the stress on “China – Baltic States” shipping route and identification of the competitive advantages and disadvantages of this route as opposed to other routes (railway mode of transportation from China through Kazakhstan territory and shipments from China to Russian Far Eastern sea ports coupled with railway transportation through Russian territory).The principles on which the selection of the above-mentioned factors has been done are presented in this paper. Herewith, the methods of multivariate statistical analysis are used for the systemization process. The deep and detailed analysis of routes, the specifics of services, and the “main market players” has been done.An integral, comprehensive view on the specifics of containerised cargo ship movements between sea ports on “China–Baltic States” trade line has been created. The results allow to evaluate the formation laws of containerised cargo shipments on “China–Baltic States” trade line, to understand the variability dynamics of cargo flows inside mentioned network, to determine the invariance of network. Furthermore the identification of definitive competitive advantages and disadvantages of this route as opposed to other routes has been accomplished (difference in delivery lead-times, difference in price level for transportations of standard and overweight cargoes).DOI: http://dx.doi.org/10.5755/j01.em.18.4.5067

Актуальність теми дослідження. З початком війни і необхідністю повоєнної відбудови країни, існує необхідність відновлення та оптимізація роботи транспорту з урахуванням «зелених» вимог, необхідність яких викликана подальшою євроінтеграцією України та впровадженням державної екологічної політики, яка дозволить забезпечить відповідність національної сфери вантажних перевезень до вимог Європейського зеленого курсу (The European Green Deal, далі -ЄЗК). Постановка проблеми. Викладене вище зумовлює необхідність формування ефективної системи транспортного забезпечення в Україні в період війни та з урахуванням потреб повоєнного відновлення країни. Задля цього існує необхідність проведення аналізу стану та ефективності транспортних перевезень в Україні різними видами транспорту та здійснення прогнозного моделювання перспектив та можливостей розширення використання водного транспорту. Аналіз останніх досліджень і публікацій. Ґрунтовний аналіз масиву інформації з досліджуваного питання, що опубліковано вітчизняними вченими, надав можливість констатувати факт відсутності на цей момент часу достатньої уваги до розгляду питання розвитку та прогнозуванням найбільш ефективних моделей транспортного забезпечення в контексті видів транспорту в умовах війни та повоєнного відновлення України. Виділення недосліджених частин загальної проблеми. На цей момент часу залишаються недостатньо дослідженим питання прогнозного моделювання екологоорієнтованої транспортнологістичної системи України в умовах війни. Постановка завдання, мети дослідження. Основною метою дослідження стало проведення аналізу стану перевезень різними видами транспорту в Україні, визначення впливу війни на транспортну інфраструктуру країни з метою формування прогнозної моделі оптимізації транспортнологістичної системи країни в умовах війни та повоєнного відновлення країни. Метод та методологія проведення дослідження. У процесі проведення дослідження використані загальнонаукові (аналіз та синтез, індукція та дедукція, аналітичне групування) та спеціальні (абстрагування, моделювання і т.ін.) методи вивчення економічних явищ і процесів.

According to the Sustainable Development Strategy «Ukraine - 2020», approved by the Decree of the President of Ukraine on 12 January 2015 №5 / 2015, one of the priorities for implementing the strategy transport reform was defined, which will introduce a European approach in different areas of the country. The main aim of railway reform is the development of competition in the railway transport and increase the efficiency of the industry, which requires the adoption of policy decisions to improve the structure, methods and principles of railway transport management. Therefore, one of the most important components of effective sector reform is creating a modern system of psychological support of personnel management in rail transport. Personnel management in railway transport is a complex system that processes much information and manage many personnel, taking into account the peculiarities of the Ukrainian mentality in different regions of Ukraine and the industry specific features of the railway transport. Some professions put high demands on the psychological qualities of a person – the speed of his perception, the speed of transition from one activity to another, the ability for a long time to maintain high readiness for emergency action, resistance to various emotional influences. The article deals with the actual psychological problems of personnel management in railway transport, characterized by disintegration of personnel in the conditions of change, unfavorable socio-psychological climate of the organization, the need for corporate loyalty, lack of a concept for the development of psychological support of the personnel management system (creation of psychological profiles of the main occupations, conducting of psychological monitoring problems at the highest level; creating a sectoral information database daily accumulation of empirical data and analysis of the psychological profession), insufficient management culture and the need for capacity built of senior staff. The analysis and the expediency of introducing the psychological support of the personnel management system in the railway transport are shown, the subject and an object of the psychological support of the personnel management system are determined, the purpose, tasks, and methods of the given system are considered. Implementation of the system of psychological support of the personnel management system in railway transport has a scientific novelty: for the first time a systematic approach to the psychological provision of personnel management in railway transport will be revealed, the essence and structure of the psychological support of personnel management in railway transport. The practical significance of implementing a system of psychological support will consist in its application in rail transport with the aim of forming an effective system of personnel management.

Annotation. The article analyzes the interaction of the main railway and sea transport in modern conditions. A review of new studies and publications in this direction showed that their disadvantage is the lack of a systematic approach and focus on solving only certain organizational issues of interaction. The researches of scientists of the Dnipro University of Railway Transport named after academician V. Lazaryan, characterized by a comprehensive coverage of all problematic issues, are highlighted. Cases of servicing ports by non-public railway stations, in which additional costs of stevedoring companies arise in the absence of a mechanism for their compensation, are highlighted.To obtain an answer to the main research question - the nature of the shortage of receiving-departure and marshalling tracks at railway stations of port railway junctions and the associated delays of wagons waiting for delivery to the port for cargo operations, the work of the Odessa railway junction and the Odessa-Port station serving State Enterprise "Odessa Sea Trade Port".The paper analyzes the technical equipment of the railway infrastructure of the stations of the Odessa junction and formulates a conclusion about the sufficiency of the track development of spans, stations and the throughput of sorting devices. Based on the analysis of the plan for the formation of trains at the junction stations, the organization of work with dispatch routes and container trains, elements of a negative impact on the organization of the work of the port and the Odessa-Port station were identified. These include systemic violations of the train formation plan at the Odessa-Port station, as well as peak loads on the railway infrastructure of the station and cargo devices when servicing railway routes upon arrival and during the formation of dispatch routes and container trains. Inaccuracies in the unified technological process of operation of State Enterprise "OSTP" and the Odessa-Port station were noted when determining shunting locomotives serving the station and the port, which lead to an underestimated number of locomotives and, as a result, additional delays of the rolling stock.The main reason for the disruption of the normal operation of the infrastructure of the railway stations of the Odessa railway junction was established – a systematic violation of the current plan for the formation of trains.As a recommendation for the creation of an operator of the railway infrastructure of the Odessa-Port station and the access road of the State Enterprise "OSTP", the need to improve the draft law of Ukraine "About Railway Transport" was considered in order to create a legislative framework for companies of operators of railway infrastructure similar to European ones.

The article analyzes the implementation of sustainable passengers mobility principles in railway transport in Lithuania. Railway transport occupies a special place in passenger transportation, it has great potential, as it is an alternative to road transport. The goal of article is to reveal the prerequisites for the implementation of the principles of sustainable passenger mobility in railway transport in the Republic of Lithuania. To achieve the goal, analysis of theoretical sources, analysis of LR and EU legal acts, development strategies of the transport sector, statistical data analysis, monitoring, situation assessment have been committed. The principles of sustainable passenger mobility are modern approach to the saving of natural resources, personal and public interests, taking responsibility for the consequences of own actions as a user of transport services. Railway transport has potential in passenger transportation, as passengers flows are not high, compared to other modes of transport. Electrified railway transport is a competitive, friendly to nature and future generations choice. The opportunities of the tourism sector and railway transport are not exploited. It is necessary to assess the public's favorable attitude towards changes in transport due to ecological aspects, but the public transport sector must ensure high-quality services that meet EU standards and customer expectations. In order to achieve sustainable mobility in rail transport, priorities are set: measures are applied to reduce the negative impact on the environment, measures are applied to reduce the noise level, measures to contribute congestion reduction in the city area, to contribute to the promotion of physical activity of residents. Strategy of Lithuanian mobility development until 2050 projects in railway transport are directly related to the implementation of the principles of sustainable mobility and measures to increase passenger flows. To attract passengers to use railway transport in a sustainable way, to reject to use their own road transport, particular attention must be paid to speed, comfort, costs, connections with other transport modes or modes of travel, road transport, private or public, cycling or walking, and the compatibility of terminals with modern users needs. To implement the principles of sustainable mobility in railway transport, while simultaneously increasing passenger flows, the tasks must be solved in a complex manner, with close cooperation between institutions with different responsibilities. In addition, measures such as ensuring multifaceted connections between modes of transport and other movement alternatives, integration of tourism and railway transport, adaptation of city infrastructure to tourist needs, compliance of railway terminals with the main needs of passengers must be evaluated.

The study entitled ‘Geo-Politics of maritime shipping and sustainable seaport management in marginalised region of Nigeria: Case of Ibom Deep Sea, Calabar, Onne and Warri Ports’ explore the complexities and intricacies in the Nigerian shipping industry characterised by ethno-political bigotry, regional marginalisation and individual interest over collective goods. Niger Delta is recognised as one of world’s most popular geographic entities due to its abundance natural resources particularly oil and gas, fisheries and navigable water. The paper used narrative and literatures from pre-existing journals and reports in an attempt to understand the rationale for the collapse of shipping industry in Niger Delta as well as the forces opposing sustainable seaport management in the region despite the resources and the yearning of the people. Findings revealed that the Calabar and Warri seaports has been abandoned, the Onne port is dominated by foreign investors while the proposed Ibom deep seaport is fictional and unrealistic for more than a decade. It was also found out that influential entrepreneurs and political figure in the Southwest due to their interest in the Lagos Sea ports, are not in support of seaport decentralisation policy with fears that, such actions would result to the collapse of their shipping investment in the Southwestern Nigeria. The delay in the implementation of seaports in the Niger Delta region is not just economic barrier to the regional itself, it extends beyond Nigeria up to the Gulf of Guinea. Findings shown that the completion of Ibom Deep Sea port which is bounded by six (6) maritime African countries is capable of transforming the economic situation of Nations within the Gulf of Guinea. It was further found out that, the Nigerian Port Authority (NPA) sited in Lagos are dominated by certain ethnic division who have put a stronghold by ensuring that their region controls the shipping industry, thus leaving other region with better shipping potential irrelevant. Following this, it is suggested that decentralisation of seaport in all the six geo-politic regions will bring about an all-encompassing development, inclusive growth, job opportunities and wealth for all Nigerians and Africa by extension.

This article contributes to the solution of the relevant problem of the seaport infrastructure development for the purpose of increasing the cargo turnover in the regions of seaport location as well as to improve the quality of freight traffic on the basis of the creation of container hinterlands — dry ports. The options of dry ports as the potentially effective solution to increase the cargo turnover of existing seaports, improve the timeliness of freight transportation and overcome the environmental problems of the regions of seaport location are shown. This work analyzes the transport infrastructure of the region, the cargo turnover of major Russian sea and dry ports as well as the experience of creating dry ports in the Russian Federation and abroad. The authors propose the system of parameters for dry ports, which are recommended for the assessment of seaport infrastructure development scenarios on the stage of strategic planning. The authors have developed the approach of optimal values determination of the main parameters of dry ports by simulation modeling method. The features of construction and research of the simulation models of system “seaport — dry port†in programming software AnyLogic are considered. The results of modeling experiments with a developed simulation model are provided. This model is aimed to assess the maximum estimated capacity of the existing seaport in the conditions of the increasing irregularity of cargo traffic, and also to determine the optimum parameters of the constructed «dry port». The obtained dependencies as a result of modeling experiments prove the adequacy of the selected main parameters of dry ports for the effective evaluation of the scenarios of the strengthening of carrying and estimated capacity of existing seaports on the stage of strategic planning.

The article highlights the specific features of implementing the new economic policy in the seaports of the USSR. The general laws of economic development of the commercial sea ports during the NEP period have been formulated. Statistical data on port capacity from the UK, Germany, Italy, the Netherlands, the USA, and France were used for the first time, and an assessment of the economic development of domestic sea ports was made in comparison with the above countries. It was stated that the drop in cargo turnover of the Soviet ports in relation to 1913 was the most significant, and the post-war restoration was slower in comparison with European ports, with the railway and inland water transport of the USSR. It was proved that the decrease in port turnover in the USSR was a consequence of a decrease in the foreign trade volume and short sea shipping. Maintaining the state monopoly of foreign trade, which in the NEP period transformed into the state capitalism, negatively affected outward and inward trade. The intensity of coastal shipping service grew slowly due to the low specialization of the regions. The seaport management system was studied; its centralization and similarity with the port management system of the Russian Empire were stated. There have been presented the study results of property relations in seaports. It was determined that the landowners in the ports were state departments represented by central ministries (people's commissariats), the owners of other property were state and sectorial governmental bodies, joint-stock companies with a predominance of state ownership. Sea trade ports were funded from the budget of the People's Commissariat of Communication Means. Port financing was ten times less than financing of railways and several times less than inland water transport financing

Investigation of Opinions on the Acceptance of Autonomous Railway Vehicles in Slovakia

Background. To consider the current state and opportunities of the Russian Federation for the introduction of innovations in railway transport, to assess their impact on the economic development of regions and the country as a whole. Identify sectors of the railway industry that actively use innovative technologies that have been tested and confirmed by specific projects. Materials and methods. To identify the main directions for the development of innovations in railway transport in Russia, to assess the effectiveness of their impact on improving the quality of life of the population, products and services supplied to the market, habitat, management, ensuring technological safety, as well as on the development of the regional economy as a whole using the example of the introduction of pilot innovative projects in the Russian Federation.tested and confirmed by specific projects. The work used general methods of scientific knowledge, methods of comparative analysis and statistical methods to identify the main trends in the introduction of innovative solutions in railway transport in a number of regions of the Russian Federation where pilot projects were conducted. Results. The introduction of innovative solutions in the railway industry will allow solving a number of priority tasks at the regional and federal levels, for example, such as technological safety through the use of own developments, improving the safety of working conditions, improving the environmental component in almost all regions of the country. It will also affect the development of other industries and agriculture in the regions, which, in turn, will increase the volume of transportation, create conditions for creating new jobs, and increase the mobility of the population. Conclusions. The study of the main global achievements of innovative development in the railway industry, the priority use of domestic developments in the creation of new products, allows us to solve the tasks of ensuring state and public safety, effectively use the opportunities of the regions, create conditions for the reproduction of highly qualified personnel. To successfully solve such a complex of complex tasks, it is necessary to use the possibilities of state support and tools of public-private partnership in order to form programs for the development of industries, regions and the country as a whole. An important role should be given to the tools of the quality economy, first of all, this concerns the updating of the regulatory and legislative framework, the development of new national standards.