20-foot Containers Research Articles

Enhancing Leafy Greens’ Production: Nutrient Film Technique Systems and Automation in Container-Based Vertical Farming

Urban agriculture has emerged as a crucial strategy to address food security and sustainability challenges, particularly in densely populated areas. This study focused on enhancing leafy greens’ production, specifically lettuce (Lactuca sativa L.) and arugula or rocket (Eruca sativa L.), using Nutrient Film Technique (NFT) systems and automation in container-based vertical farming. The study utilized a 20-foot shipping container retrofitted to create a thermally insulated and automated growth environment equipped with energy-efficient LED lighting and precise climate control systems. The results demonstrated significant improvements in crop yields, with the NFT systems achieving productivity up to 11 times higher than traditional methods in protected horticulture. These systems enabled continuous cultivation cycles, responding to the high market demand for fresh local produce. Moreover, the integration of low-cost sensors and automation technologies, each costing under USD 300, ensured that the environmental conditions were consistently optimal, highlighting this approach’s economic feasibility and scalability. This low-cost framework aligns with industry standards for affordable technology, making it accessible for small- to medium-sized urban agriculture enterprises. This study underscores the potential of vertical farming as a sustainable solution for urban food production. It provides a model that can be replicated and scaled to meet the growing demand for healthy, locally grown vegetables.

Analisis Kendala Pelayanan Jasa Bongkar Muat Peti Kemas Terhadap Kelancaran Operasional pada Perusahaan Ekspedisi Muatan Kapal Laut

Container services are services related to the use of containers or containers in the process of shipping goods. The container itself is a special container used to pack and transport goods efficiently, especially in trade. In the process of putting goods or stuffing goods that are packaged in the form of pallets, metal boxes and bulk. The process to enter a 20-foot or 40-foot container is determined by the number of buyer requests. The author chose qualitative descriptive research because this research is in accordance with the nature of the author's research which is descriptive and uses interview techniques, documentation, and others. In addition, this research is also in accordance with the practical research objectives. Mistakes in container stock management can have a devastating impact on the company, such as damage to goods, additional costs, and a tarnished reputation. To improve container loading and unloading services, companies need to improve communication, employee training, truck checks, forklift maintenance, and collaboration with service users. The process of shipping goods through the port involves various stages and parties such as consignees, suppliers, shippers, and field executives. The results of the study can be found that the process of container loading and unloading services in expedition companies experiences various obstacles, such as late truck drivers, delays in sending documents, shortage of containers, damage to container moving equipment at the depot, delays in the start of working hours, and too many containers that do not comply with the specifications by the exporter.

To determine the maneuverability of three-link road trains type “B-triple” with steered axles of semi-trailers dollies

In recent years, the development of container transportation served as a powerful impetus for increasing the length of vehicles, especially road trains, which is due to a number of advantages regarding the transportation of large-sized freight in a container. Today, the whole range of containers is transported by two-link road trains consisting of a tractor vehicle and semi-trailer. The efficiency of such transportation can be increased by means of three-link road trains capable of transporting either three (two 20-foot and one 40- or 45-foot) or four 20-foot containers. This organization of transportation will lead to energy savings and a reduction in environmental pollution due to the reduction of vehicles. However, there is a problem with the maneuverability and stability of such vehicles. The paper developed a kinematic model of three-link road train type “B-triple” with steered axles (front or rear) of semi-trailer dolly with a dual drive control for these axles. Based on folding angles of road train links and drive control transmission ratios of the axles of semi-trailer dolly, the main indicators of road train maneuverability are determined – road train links trajectories displacement relative to the vehicle trajectory and road train overall traffic lane. It was established that when entering a turn with slight differences in folding angles of road train links, the steered axles of semi-trailer dolly turn in the direction opposite to the direction of a turn, thereby reducing the overall traffic lane. During circular motion, the overall traffic lane of road train with steered semi-trailers decreased by almost 2 m, but such road train does not meet the maneuverability requirements. The search for ways to improve the maneuverability of three-link road trains should be sought in the designs of three-link road trains.

Химическое самовозгорание как причина пожара при транспортировке и хранении перекиси водорода

The article is devoted to the study of the occurrence of a fire, the cause of which was chemical spontaneous combustion, which occurred in a 20-foot container in which hydrogen peroxide was transported. 
 The technical issues of inspecting the fire site, establishing the cause of the fire are considered, and the relevance of the topic is also analyzed.

Multimodal container schemes freight delivery

The article highlights the topical issue of the development of container multimodal transport, which is a priority in the development of transport services; their use will increase the volume of cargo delivered to the destination by the most efficient modes of transport (their combination). Container transportation of goods significantly reduces the cost of delivery of goods from producers to consumers. Container transportation has become the most economical without transshipment technology and, above all, in the intercontinental multimodal land-sea service. The work aims to study the practical aspects and substantiate practical recommendations for the logistics of multimodal container transportation of goods in global supply chains. Conduct a comparative analysis of implementing multimodal container traffic in different containers, namely 20 and 40 feet. The analysis and calculations of the data of container transportation processes for the conditions of two international transport corridors, TRACECA and the trans-Caspian international transport route, are carried out. The cost of transportation by sea, although their number is small relative to the total share of routes, significantly affects the total cost of transportation. In order to stimulate freight traffic on these routes, member states have set discounts of up to 10% of the cost of the ferry fare. Studies suggest that the use of multimodal container traffic is currently economically feasible. The conducted research of practical aspects and substantiation of practical recommendations on logistics of multimodal container transportation of goods in global supply chains suggests that container transportation is a way of delivery today using multimodal options for delivery of goods. An in-depth comparative analysis of implementing multimodal container traffic in different containers, namely 20 and 40 feet, allows us to conclude that using the Trans-Caspian International Transport Route (TMTM) with a 20-foot container is more economically attractive and can be recommended. Keywords: container transportation, supply chains, logistics, international transport corridors, multimodal transportation.

Low-Temperature Vacuum Evaporation of Ammonia from Pig Slurry at Laboratory and Pilot-Plant Scale

Livestock manure has a high ammonium content that can limit its direct application on soil as a fertiliser in nitrate-vulnerable zones. Treatment technologies that are able to extract ammonium from livestock manure allow it to be concentrated in small volumes, making it cheaper and easier to transport and use as fertiliser in crop areas where there is a deficit of nitrogen. This study proposed using low-temperature vacuum evaporation to treat pig slurry in order to obtain marketable products that can be used as fertilisers and help close the nitrogen cycle. Two different configurations and scales were used. The first was a seven-litre laboratory-scale evaporator complemented with a condenser, a condensate trapper, an acid trap and a vacuum pump operated at −90 kPa vacuum pressure and at three different temperatures: 50.1 ± 0.2 °C, 46.0 ± 0.1 °C and 45.3 ± 1.3 °C. The second, Ammoneva, is an on-farm pilot-scale evaporator (6.4 m3), capable of working in four-hour batches of 1 t of liquid fraction of pig slurry with an operating temperature of 40–45 °C and −80 kPa vacuum pressure. The laboratory-scale evaporator, which features several novel improvements focused on increasing ammonia recovery, showed a higher nitrogen removal efficiency from the liquid fraction of pig slurry than the on-farm pilot plant, achieving 84% at 50.1 °C operation, and recovering most of it in ammonia solution (up to 77% of the initial nitrogen), with 7% of the ammonia not recovered. The Ammoneva pilot plant achieved a treated liquid fraction with 41% of initial nitrogen on average, recovering 15% in the ammonia solution in the acid trap; so, the NH3 gas absorption step needs to be further optimised. However, due to the simplicity of the Ammoneva pilot plant, which is easily placed inside a 20-foot container, and the complete automation of the process, it is suitable as an on-farm treatment for decentralised pig slurry management. The implementation of the novel design developed at laboratory-scale could help further increase recovery efficiencies at the pilot-plant scale.

Enhancing reliability of consolidation design parameters for residual settlement estimation: a sensitivity analysis approach for existing container yard in Belawan, Medan

Data variation in geotechnical engineering poses challenges in setting up reliable design parameters used for design or analysis. This study aims to accommodate the uncertainty of consolidation design parameters, including the compression index (Cc), initial void ratio (e0), and coefficient of consolidation (Cv), to estimate the residual settlement. A case study of Belawan New Container Terminal (BNCT), which consists of two container yards situated in a reclamation area, has been presented in this paper. A robust method employing parameter sensitivity analysis and loading scenario has been carried out. Sensitivity analysis has been performed by considering ranges for each compressibility parameter consisting of low, best, and high estimates. This approach leads to nine analysis scenarios and doubles after including the service load scenario. The results are then compared with available settlement plate and topographic/bathymetric data (pre, during and post-construction). The scenarios that best fit the monitoring data are selected as the basis for estimating the residual settlement over a design lifetime of 50 years. The residual settlement is expected between 1 m and 1.27 m without service load condition, and 1.92 m to 2.46 m. with a service load of 60 kPa (equivalent to six stacks of 20-foot containers).

Impact of the China-Pakistan Economic Corridor on the China-Europe and China-Middle East trading route selection.

This research examines the potential impact of the China-Pakistan Economic Corridor (CPEC) on the selection of trading routes between China, the Middle East, and Europe, with a specific focus on the transportation of a 40-foot standard container carrying general commodities. The study compares traditional routes with the new CPEC routes in terms of time, distance, and cost. The findings indicate that the new CPEC routes offer reduced travel time and distance when compared to the traditional routes across all provinces involved. The research reveals that the cost of road transportation along the new CPEC route is lower for Xinjiang province, but higher for the other provinces. By utilizing the new CPEC routes, the time required for goods to travel from China to the Middle East and Europe will be reduced by 10 to 20 days. Furthermore, the distance covered in this trade route will be shortened by 3,000 to 10,000 kilometres. Specifically, the province of Xinjiang in western China stands to benefit significantly from the new CPEC routes, saving approximately $2,000 on trade with the Middle East and Europe. These findings highlight the potential advantages and economic benefits that can be realized by leveraging the CPEC for trade between China, the Middle East, and Europe, particularly in terms of reduced transportation time and distance.

Optimization of Green Containerized Grain Supply Chain Transportation Problem in Ukraine Considering Disruption Scenarios

Grain supply chain transportation problem is a nontrivial and intractable issue for many developing countries. Grain as a bulk commodity is usually transported by bulk carriers. By taking into account the special condition of Ukraine, we proposed the containerized grain supply chain transportation optimization problem. In this problem, the sustainable supply chain system delivers grains in containers among primary elevators, intermodal yards, and port container terminals. Then, a containerized grain transportation model was developed to minimize the total cost of the sustainable supply chain system. Specifically, 20-foot containers were proven as more reasonable to be used in this paper. We also considered different transportation tools: trucks that can load one 20-foot container, trailers that can load two 20-foot containers, and wagons that can hold two 20-foot containers. Additionally, a disruption model was proposed by considering different disruption scenarios. Based on an analysis of the simulation results, some cost minimization strategies were proposed. Finally, a sensitivity analysis that aimed to analyze the effect of the proposed strategies on the minimal total cost and sustainability of the supply chain was conducted. The main conclusions drawn from the simulation are that the established food supply chain model is meaningful and accurate, and the incorporation of the disruption model aligns with practical requirements. Additionally, an increase in intermodal yard capacity, truck park size, and wagon park size decreases the total cost of the supply chain. The first two have a positive effect on the sustainability of the supply chain, while the latter increases the disruption risk of the supply chain.

Railway freight wagon fleet size optimization: A real-world application

Railway freight wagons have a significant share in the total capital assets of a railway freight company. Due to this fact, the main objective of every company is to maximize the utilization of these resources and on that way minimize its size. In this paper we consider a real-world freight wagon fleet management problem and propose a decomposition approach for optimization of the heterogeneous fleet of flat wagons. The approach has four steps: random container weight generation, optimal container to wagon assignment, empty wagon repositioning and optimal wagon fleet sizing. For the purpose of validation, real-life experiments were conducted based on a rail network composed of 911 origin-destination links and the yearly demand of more than 3 × 106 empty and loaded 20-foot and 40-foot containers. Experimental results show that proposed approach has a practical applicability and that in comparison with existing experience-based practice it represents a significant improvement for the flat wagon fleet management.

Optymalizacja topologiczna ramy nośnej 20-stopowego kontenera biurowego

Numerical structural analysis using the finite element method has be-come standard in modern machine and equipment design processes. Increasingly, not only the strength or stiffness of the structure is verified, but also the selection of geometric features in optimisation analyses is performed in an automated man-ner. The paper deals with the problem of topological optimisation of the supporting frame of a 20-foot office container at the initial stage of geometric feature selection. The computations were performed in the ANSYS Workbench environment. Four load cases were formulated according to the operating conditions of the container. The objective function for the analyses was to achieve a minimum mass. Con-straints defining the set of good solutions were also adopted for the analyses. These constraints included excluding from the analyses those areas of the model where boundary conditions were applied and limiting the maximum dimensions of the frame cross sections. On the basis of the analyses, a numerical model of the frame that was considered optimal in terms of maximum weight loss was indicated. For this variant, a geometric shape of a frame composed of standardised sections was proposed. The frame obtained in this way was subjected to a computational verifi-cation in terms of structural strength for the boundary conditions resulting from the previously assumed load cases. The work demonstrates the effectiveness of top-ological optimisation using the SIMP method for the analysis of frame structures.

Feasibility Analysis of Creating Light Environment for Growing Containers with Marine Renewable Energy

Offshore renewable energy is essential to reduce carbon emissions in China. However, due to the lack of application scenarios, it is difficult to use renewable energy locally near offshore power plants. To find an application scenario for offshore renewable energy, a growing container is developed and combined with offshore renewable energy for food production. Small experimental containers were tested, and their light intensities were compared to simulation results. The light intensity range and uniformity of 20-foot containers were evaluated for some short-growth cycle crops. Adding side reflectors and using LED light beads improved the energy efficiency considerably. Side reflectors improved both the light intensity U and lighting uniformity u on the irradiated surface, but the improvement decreased with increased plant height. With a plant height of 0–25 cm, U increased by 57.4–16.6% and u by 13.1–8%, compared to the case without reflectors. Considering the energy consumption of lighting, air conditioning, and ventilation, the daily power consumption of growing containers was between 50 and 79 kWh; a 5 MW wind plant could support the operation of up to 294 growing containers. Growing containers can also tolerate short-term output fluctuations in renewable power production and they can be adapted to sizeable seasonal output fluctuations by reducing the proportion of leafy vegetables and increasing the proportion of sprouts and mushrooms, which require less light.

Analysis of Structural Design of Tracked Road Trains for Off-Road Container Transportation

The article substantiates the relevance of comprehensive comparison of various versions of vehicles for off-road container transportation. Following the need to identify a specific engineering solution for development of a tracked road train, it is proposed to use the analytic hierarchy process designed to solve problems associated with determining the priorities of the multicriteria hierarchical structure of the goal, as well as in the presence of heterogeneous criteria or dimensional and dimensionless indicators. The comprehensive comparison of vehicles for off-road container transportation is based on the hierarchy of the mobility features, which is considered decisive for the choice of the priority variant of the structural design. The objective of the work is to substantiate the choice of a priority engineering solution for structural design of tracked road trains for off-road container transportation based on a scientifically grounded hierarchy of the mobility features. To attain the objective, a consistent solution of the following tasks is suggested as follows: development of requirements for vehicles and for a hierarchy of operational properties; analysis of existing structural design and layout solutions and justification of the choice of alternative solutions (specific designs of tracked road trains); conduct of a hierarchical synthesis of criteria based on the results of expert assessment; identification of the preliminary priority of alternative solutions; obtaining indicators of operational properties by methods of simulation mathematical modelling and/or full-scale mathematical modelling; choice of the priority engineering solution. The article discusses the feasibility of using tracked road trains both for transportation of a single 45-foot container and for simultaneous transportation of two 20-foot containers with a total mass of 61 tonnes. The analysis of the existing versions of structural design of tracked road trains has shown that only a vehicle of SVG-701 «Yamal» series, developed in the 1980s and which is not currently manufactured, can provide such a payload capacity. Existing modern articulated tracked vehicles cannot provide transportation of such goods. Hence, the relevance of the task of determining the priority engineering solution referring to structural design and layout of tracked road trains at the present stage of development of technology. Tracked single-hinged articulated semi-trailer road train and a doublehinged tracked road train are proposed as variants of structural design and layout versions of tracked road trains for off-road container transportation. Based on the analytic hierarchy process, opinions of experts and the hierarchy of operational properties, it was established that the engineering solution referring to double-hinged tracked road train should be prioritised. However, due to the small difference between the values of indicators used to select the options, it is necessary to conduct further studies to determine the values of the indicators of operational properties and to re-compare the options considering the results obtained.

Transportation Costs and Time Impact of the China-Pakistan Economic Corridor

The China-Pakistan Economic Corridor (CPEC), which is part of China's Belt and Road plan, is a network of infrastructure, commerce, and investment projects, as well as energy and technology projects, now under construction in Pakistan and China's Western Xinjiang province. The China-Pakistan Economic Corridor (CPEC), which Pakistani officials have labelled as a "game changer," is the most recent manifestation of the two countries' increasing ties. Because they help to reduce freight prices and transit times, transportation and infrastructure are referred to as major trade levers. This research is primarily concerned with the concept of logistics shipping prices and travel times. China supplies Europe and the Middle East with a reliable, low-cost supply line. The study analyses data in a qualitative and descriptive manner. The study investigates how the CPEC will impact trade in terms of shipping costs and trip time. Transportation and infrastructure are considered critical trade issues since they help to reduce shipping costs and transit times. In order to generate revenues and assure timely product delivery, modern organizations strive to reduce shipping costs and transit times. The goal of this research is to examine the CPEC's significance and its impact on import and export costs as well as transit durations. This study also compares the current path to the suggested itinerary. The study takes a qualitative and descriptive approach to its investigation. The study's starting point was the dry port of Kashgar in western China, with three ports in each European and Middle Eastern countries serving as destinations. The three European ports of Hamburg, Le Havre, and Rotterdam, like the selected Middle Eastern ports of Jeddah, Kuwait, and Oman, which meet China's energy demands, share a considerable trading volume with China. When a 40-foot container is delivered using the current route, the variables time of travel and shipping cost are estimated in the first phase. In the third step, both current and potential CPEC routes are analysed. Because predicting the exact future road transportation cost of CPEC is difficult, the average value of current road transportation costs is used in this analysis. The findings show that shipping costs will be greatly lowered if the proposed CPEC route is implemented. Shipping costs between Kashgar and destination ports can be reduced by 36% for European ports, 50% for Jeddah and Kuwait, and 68 percent for Oman. Furthermore, the transit time from European ports to Jeddah will be reduced by 10-11 days, 15-18 days for Kuwait, and 10 days for Oman.

Sustainable container distribution by alternatively fueled vehicles under customer and technical constraints

The scale of freight forwarding to the hinterland becomes an issue from the perspective of both – transport policy and cost efficiency of service providers. This problem is sharply visible in areas where ports, depots, inland intermodal terminals, exporters and importers are located, and full and empty containers satisfying demand and supply are frequently distributed creating a lot of traffic. Therefore solutions meeting the challenges of sustainable transport, responding to climate change and regulation of CO2 emissions are in need. In this paper, a variant of a Mixed Fleet Heterogeneous Dial-a-Ride Problem is proposed for optimal routing of trucks carrying full and empty 20-foot and 40-foot containers, with multiple pick-ups and deliveries. Transportation is performed by alternatively fueled vehicles (AFVs) for environmental reasons which causes a constraint of a limited driving range and a need of refueling. The main objective is minimising the total distance subject to matching the empty container demand and supply, necessary refueling of the trucks, and service time windows.

Mobile Thermal Energy Storage

The article is devoted to topical issues related to the storage, accumulation and transportation of heat by stationary and mobile heat storage. Analysis of the current state of the district heating system indicates significant heat losses at all stages of providing the consumer with heat. The use of heat storage in heat supply systems leads to balancing the heat supply system, namely, the peak load is reduced; heat production schedules are optimized by accumulating excess energy and using it during emergency outages; heat losses caused by uneven operation of thermal equipment during heat generation are reduced; the need for primary energy and fuel consumption is reduced, as well as the amount of harmful emissions into the environment. The main focus is on mobile thermal batteries (M-TES). The use of M-TES makes it possible to build a completely new discrete heat supply system without the traditional pipeline transport of the heat carrier. The defining parameters affecting the efficiency of the M-TES are the reliability and convenience of the design, the efficiency and volume of the “working fluid”, the operating temperature of the MTA recharging and the distance of transportation from the heat source to the consumer. The article contains examples of the implementation of mobile heat accumulators in the world and in Ukraine, their technical and technological characteristics, scope and degree of efficiency. The technical indicators of the implemented project for the creation of a mobile heat accumulator located in a 20-foot container and intended for transportation by any available means of transport are given.

Solving a hybrid mixed fleet heterogeneous dial-a-ride problem in delay-sensitive container transportation

The intensity of local truck container transport results from the ubiquitous development of container shipping. Optimal routing of container trucks contributes to cost savings of the service provider but also the reduction of traffic and detrimental emissions. In this paper, a variant of a Mixed Fleet Heterogeneous Dial-a-Ride Problem is proposed for a container truck routing problem. Our aim is an optimal routing of trucks carrying full and empty 20-foot and 40-foot containers, with multiple pick-ups and deliveries. Transportation is performed by alternatively fuelled vehicles (AFVs) for environmental reasons. The AFVs have a limited driving range and are allowed to refuel in any alternative fuel station. The main objective is minimising the total distance subject to matching the empty container demand and supply, necessary refuelling of the trucks, and service time windows.

Insight and Comparison of Energy-efficient Membrane Processes for CO2 Capture from Flue Gases in Power Plant and Energy-intensive Industry

Membrane systems for CO2 capture have become increasingly attractive due to their higher energy efficiency, smaller footprint, and lower environmental impact. However, membrane systems should be operated at the optimal condition for a given separation scenario to achieve a significant cost-reduction benefit. This work paid particular attention to the insight of membrane system design and comparison of different membranes for various post-combustion CO2 capture scenarios. The four membranes demonstrated at pilot scale have been investigated for carbon capture in the cement factory and fossil fuel-fired power plants, and the specific cost of <20 $/tonne CO2 captured for both Polaris and PolyActive membranes were found in the scenarios where the flue gases contain high-content CO2 of >13 vol.%. The membrane units with an estimated footprint of fewer than 7 standard 40-foot containers can be realistically installed in a cement plant. It is recommended that the deployment of membrane systems for CO2 capture should be prioritized in the energy-intensive industries due to a relatively smaller gas volume to be processed compared to power plants. Moreover, membrane systems are better to be operated at a moderate CO2 capture ratio of 70-80 % and pursuing a very high capture ratio of 90 % will not be economically beneficial.

Possibilities of Using Inland Navigation to Improve Efficiency of Urban and Interurban Freight Transport with the Use of the River Information Services (RIS) System—Case Study

Inland navigation is hardly ever used to transport cargo in cities. In most urban areas, it is performed almost exclusively via road transport, with the virtual exclusion of rail and inland transport. Research and implementation projects in several European cities have shown that employing inland navigation is a viable alternative for road transport in urban areas. The research involved a case study of transporting the same number of 40-foot containers by inland waterway and road and then comparing the results in terms of transport time, transport costs, and carbon dioxide emissions between two metropolitan areas in Poland. The article shows that River Information Services (RIS) system can contribute to improving freight transport efficiency not only on longer routes, but also in urban and inter-urban conditions. The findings were that inland shipping is much cheaper and more environmentally friendly, but transport takes much longer and is not always possible due to insufficient waterway infrastructure. The paper can be used as a road map to proceed with new approach to planning urban and inter-urban logistics, with the use of inland navigation supported by the RIS system. The study delivers evidence that the main benefits of using RIS for urban logistics are: optimization of the cargo route, improved supervision and control of cargo transport, optimization of inter-branch transport, optimization of the use of fleet, more efficient use of technical infrastructure of waterways, combination of many recipients/senders into one transport, and reduction of administrative barriers.

Synthesis and characterization of zinc-hexacyanoferrate composite beads for controlling the ammonia concentration in low-temperature live seafood transports

A new water treatment technology is presented for extending the longevity and increasing the maximal bio-load of container-bound, lucrative live seafood transportations. The technology is designed for removing ammonia and minimizing the bacterial concentration that develop in the water during the transport. This paper focuses on the characteristics of self-synthesized polyether-sulfone (PES) coated Zn-HCF composite beads, which have a high adsorbing capacity for NH4+ in seawater and constitute the heart of the developed technology. Adsorption isotherms show that the operational capacity of the composite material (PES = 20% w/w) at NH4+ concentration of 10 mgN/L at 3.5 °C is ∼3 mgN/g Zn-HCF. The kinetics of the PES-coated beads were shown to be considerably slower than the bare Zn-HCF, but since the retention time in the transport is long (many days), this does not detract from the effectiveness of the adsorption. Simulation experiments with and without live fish showed that the adsorbing material behaved as expected during a 21-d trip and that it did not have any effect on the fish. Repeated adsorption/regeneration (3 and 6 M NaCl) tests proved the composite material's stability and ion-exchange robustness. Electrooxidation of the ammonia in the exhausted regeneration solution was carried out with high efficiency and the treated solution could be used effectively in the following chemical regeneration step. The cost of a treatment unit installed in a 40-foot container was estimated at $40,000 and the ROI at 6 to 12 months.