Commercial Port Research Articles

Внесок професора В.Є. Тімонова у будівництво та експлуатацію морських портів та гідроспоруд

The article deals with the life and activity of V.Ye. Timonov - a prominent Russian scientist-engineer of ways of communications, in particular, considers his contribution to construction and exploitation of marine ports and hydraulic structures. His researches on Odesa marine port and port of Libava have been highlighted in detail. His scientific works were of great interest after be-ing published, especially those touching upon the breakwaters’ construction by means of artificial concrete arrays (first erected on the coast of the Baltic sea by V.Ye. Timonov), as well as those de-scribing organization of the first ground suction works. V.Ye. Timonov being a young engineer was invited for work in «Commission on arranging commercial ports» of Ministry of ways of communi-cations. Analyzing the data on port’s construction in Vladyvostok, yet being built, and the data on already existing and intensively functioning port in Mykolaiv, V.Ye. Timonov came to the conclu-sion about possibilities to improve considerably the turnover of goods in Mykolaiv’s port without charges on constructing new mooring and coastal structures. For this purpose he suggested to im-prove work of moorages, coastal and floating faucets and port elevator. A scientist advised to com-bine necessarily all measures and plans designed and aimed at the development of Odesa and Kherson ports.

Evolution of the Konyang Standard Method for single incision laparoscopic cholecystectomy: the result from a thousand case of a single center experience.

PurposeSingle incision laparoscopic cholecystectomy (SILC) is increasingly performed worldwide. Accordingly, the Konyang Standard Method (KSM) for SILC has been developed over the past 6 years. We report the outcomes of our procedures.MethodsBetween April 2010 and December 2016, 1,005 patients underwent SILC at Konyang University Hospital. Initially 3-channel SILC with KSM was changed to 4-channel SILC using a modified technique with a snake retractor for exposure of Calot triangle; we called this a modified KSM (mKSM). Recently, we have used a commercial 4-channel (Glove) port for simplicity.ResultsSILC was performed in 323 patients with the KSM, in 645 with the mKSM, and in 37 with the commercial 4-channel port. Age was not significantly different between the 3 groups (P = 0.942). The postoperative hospital days (P = 0.051), operative time (P < 0.001) and intraoperative bleeding volume (P < 0.001) were significantly improved in the 3 groups. Drain insertion (P = 0.214), additional port insertion (P = 0.639), and postoperative complications (P = 0.608) were not significantly different in all groups. Postoperative complications were evaluated with the Clavien-Dindo classification. There were 3 cases (0.9%) over grade IIIb (bile duct injury, incisional hernia, duodenal perforation, or small bowel injury) with KSM and 3 (0.5%) with mKSM.ConclusionWe evaluated the evolution of the KSM for SILC. The use of the mKSM with a commercial 4-channel port may be the safest and most effective method for SILC.

Risk Analysis of Ports in Maritime Industry in Turkey using FMEA Based Intuitionistic Fuzzy TOPSIS Approach

Today, international trade is extremely important for countries' economies. It is possible to show the ship's transport as one of the most important execution channels of this trade. International commercial maritime transport subject to many rules and regulations carries many risks in processes such as loading, handling and unloading. Commercial ports are the places where these risks are seen intensely. From this point, many risk components in terms of the process in the port, one of the international commercial port in Turkey, based on a risk analysis is tried to be evaluated in this study. Especially, loading and unloading processes are focused with the directions of industrial experts. The main dimensions of the risks in the port are determined via expert opinions, and the sub-criteria of these dimensions are revealed. In this way, a generic model is proposed based on failure mode and effect analysis and the model is digitized using intuitionistic fuzzy TOPSIS. Interpretations are made in the direction of the obtained analysis results.

A Single-Institution Experience with Laparoendoscopic Single-Site Retroperitoneal Adrenalectomy

Aims: Laparoendoscopic single-site (LESS) adrenalectomy has become a feasible choice for adrenal lesions and can substitute for conventional open adrenalectomy. This report shares our surgical experience and describes the characteristics of adrenal tumors after LESS retroperitoneal adrenalectomy. Subjects and Methods: Between January 2010 and August 2016, 123 patients underwent an LESS adrenalectomy by retroperitoneal approach in our hospital. We retrospectively reviewed the records of these patients and analyzed the characteristics of adrenal tumors. The incision is below the 12th rib in the posterior axillary line and is about 2.3–3.2 cm in length. A 5 mm 30° rigid laparoscope and other conventional laparoscopic instruments are manipulated through a commercial port. No postoperative drain is placed. Results: Among 123 patients, the mean operative time was 114.1 ± 31.1 min, and mean blood loss was 65.1 ± 68.7 ml. Mean hospital stay was 5.4 ± 1.2 days. The postoperative course was uneventful without complications. Among all adrenal tumors undergoing surgery, Conn's disease is the most common (68.3% Conn's disease, 19.5% nonfunctioning, 4.9% Cushing's disease, 3.3% pheochromocytoma, and 0.8% malignancy). We found that left-side adrenal tumors (64.2%) were more common than right-side tumors (35.8%). Conclusions: Our experience shows that retroperitoneal LESS adrenalectomy is promising. Conn's disease accounts for more than half of adrenal tumors undergoing surgery. In the future, further comparative study is warranted to define the role of LESS in adrenal surgery.

METHODOLOGICAL APPROACHES TO ECONOMIC SECURITY EVALUATION OF WATER TRANSPORT COMPANIES OF UKRAINE

Urgency of the research. The urgency of research related to the problems of organization of the economic security system at water transport enterprises is conditioned by the fact that it is directly related to the life and health of people. Target setting. In the conditions of instability, there is a need to ensure the economic security of water transport enterprises for their economic stabilization and prevention of bankruptcy. Actual scientific researches and issues analysis. The problems of the essence, factors and components of economic security are sufficiently investigated. Uninvestigated parts of general matters defining. Further research is needed on the practical issues of the formation of the internal organizational mechanism of economic security, taking into account the specificity of water transport. The research objective. The purpose of the article is to develop a mechanism of providing economic security based on the use of methods of diagnosing threats and methods of economic evaluation of the profile and level of economic security, and a justification of creation of an adaptive model of economic security. The statement of basic materials. The development of economic security profiles for three Ukrainian ports was carried out, the analysis was conducted, on the basis of which a model of economic security of Mykolaiv Sea Commercial Port was developed and practical recommendations for improving its economic security were developed. Conclusions. The presented method of studying the economic security profile creates the practical possibility of forming a mechanism, methods and tools of providing the proper level of economic security of water transport companies in the range from critical to absolute.

THE LEGAL RATIONALES OF ENACTING MALAYSIAN SPACE LEGISLATION

The involvement of Malaysia in outer space activities is irrefutable. It had started long ago from 1960 with the construction of her first earth satellite station in Kuantan, Pahang. Apart from building the earth satellite stations, Malaysia also has involved in various space applications and activities. These include telecommunication and broadcasting, remote sensing, meteorology, navigation, satellite manufacturing and launching, astronaut programme, suborbital space plane, commercial space ports and so forth. Such activities in fact need proper regulations. Even though some of these activities are at initial stages of involvement, however, there is a great opportunity for further engagement. Since Malaysia has no specific law deals with outer space activities, thus this paper discusses the legal rationales why it is necessary to enact the Malaysian outer space legislation. It hopes it will justify the importance of outer space legislation in the context of Malaysia as an actor and a contributor to outer space activities.

The Legal Rationales of Enacting Malaysian Space Legislation

The involvement of Malaysia in outer space activities is irrefutable. It had started long ago from 1960 with the construction of her first earth satellite station in Kuantan, Pahang. Apart from building the earth satellite stations, Malaysia also has involved in various space applications and activities. These include telecommunication and broadcasting, remote sensing, meteorology, navigation, satellite manufacturing and launching, astronaut programme, suborbital space plane, commercial space ports and so forth. Such activities in fact need proper regulations. Even though some of these activities are at initial stages of involvement, however, there is a great opportunity for further engagement. Since Malaysia has no specific law deals with outer space activities, thus this paper discusses the legal rationales why it is necessary to enact the Malaysian outer space legislation. It hopes it will justify the importance of outer space legislation in the context of Malaysia as an actor and a contributor to outer space activities.

From TBT to booster biocides: Levels and impacts of antifouling along coastal areas of Panama.

Antifouling biocides in surface sediments and gastropod tissues were assessed for the first time along coastal areas of Panama under the influence of maritime activities, including one of the world's busiest shipping zones: the Panama Canal. Imposex incidence was also evaluated in five muricid species distributed along six coastal areas of Panama. This TBT-related biological alteration was detected in three species, including the first report in Purpura panama. Levels of organotins (TBT, DBT, and MBT) in gastropod tissues and surficial sediments ranged from <5 to 104ng Sn g-1 and <1-149ng Sn g-1, respectively. In addition, fresh TBT inputs were observed in areas considered as moderate to highly contaminated mainly by inputs from fishing and leisure boats. Regarding booster biocides, TCMTB and dichlofluanid were not detected in any sample, while irgarol 1051, diuron and DCOIT levels ranged from <0.08 to 2.8ngg-1, <0.75-14.1ngg-1, and <0.38-81.6ngg-1, respectively. The highest level of TBT (149ng Sn g-1) and irgarol 1051 (2.8ngg-1), as well as relevant level of DCOIT (5.7ngg-1), were detected in a marina used by recreational boats. Additionally, relatively high diuron values (14.1ngg-1) were also detected in the Panama Canal associate to a commercial port. DCOIT concentrations were associated with the presence of antifouling paint particles in sediments obtained nearby shipyard or boat maintenance sites. The highest levels of TBT, irgarol 1051, and diuron exceeded international sediment quality guidelines indicating that toxic effects could be expected in coastal areas of Panama. Thus, the simultaneous impacts produced by new and old generations of antifouling paints highlight a serious environmental issue in Panamanian coastal areas.

ASSESSMENT OF TOXICITY AND POLLUTION OF BOTTOM SEDIMENTS IN THE NORTHWESTERN PART OF THE BLACK SEA WITH HEAVY METALS

The northwestern shelf is the most polluted regions of Black sea. The aim of the work was to compare the levels of bottom sediment’s toxicity and pollution with heavy metals (As, Cd, Hg, Pb, Zn, Cu, Ni, Co, Cr) in the Odesa Region and seaside of Kylyia branch of the Danube (further: Seaside of the Danube). In this article we used the methodology of EU Frame Work Directive. The criterion for the quality of bottom sediments was the Target value (TV) indicator, developed in the Netherlands. Acute toxicity of bottom sediments extract on distilled water was determined using laboratory cultures of Hyalea azteca (Saussure, 1858). According of the result of biotesting, in the Odesa Region the bottom sediments of quality class 3 (moderate) were formed under the inflence of bilge waters from the roadstead of ships, trans fer of polluted water from Odesa Sea Commercial Port area and Treatment plant “Northern”. The rest of the bottom sediments of the polygon were assigned to a quality class 2 (good) and a quality class 1 (excellent). At the Seaside of the Danube the bottom sediments of quality class 3 (moderate) were formed by carrying the polluted river waters out of Bystroie (Novostambulskoie) and Starostambulskoie branches. The bottom sediments of the rest of the polygon were assigned to quality class 2 (good) and quality class 1 (excellent). The average content of mercury in the bottom sediments was 0.21∙g–1on dry mass (0.7 TV) in the Odesa Region, and 2.26 g–1 on dry mass (7.53 TV) at the Seaside of the Danube. The greatest impact to pollution of bottom sediments was made by mercury – 11.77 TV, copper 2.09 TV and cobalt – 1.50 TV in the Odesa Region, and mercury – 118.23 TV, nickel – 7.15 TV and cobalt – 4.33 TV at the Seaside of the Danube.

BUSINESS MODEL FOR A SEA COMMERCIAL PORT AS A WAY TO REACH SUSTAINABLE DEVELOPMENT GOALS

BUSINESS MODEL FOR A SEA COMMERCIAL PORT AS A WAY TO REACH SUSTAINABLE DEVELOPMENT GOALS

Properties of particulate pollution in the port city of Valparaiso, Chile

The city of Valparaiso is home to one of the largest commercial ports on the west coast of South America. Port activities, that continue year-round, 24 h a day and seven days a week, produce emissions of pollutants, particularly aerosol particles composed of black and brown carbon (BC and BrC) that have serious impact on human population and the local environment. A measurement program was launched to document the magnitude of selected pollutants, to identify their sources and to evaluate the meteorological processes that enhance and transport these pollutants locally and regionally. In this study, we report the measurements made during four months: 25July - 25August 2014 (referred to as August 2014 throughout the manuscript), December 2014, January 2015 and March 2015. The daily mass concentrations of equivalent black carbon (eBC), derived from measurements of the light absorption coefficient, regularly exceed 5 μg m−3, a magnitude similar to values found in megacities such as Mexico City. The daily maximum number concentration of condensation nuclei (CN) is usually larger than 30000 cm−3. The Angstrom absorption exponent (AAE), derived from the absorption coefficients at 550 nm and 870 nm, is used to identify the primary sources of BC and BrC. In colder weather, emissions from the diesel fueled buses and trucks and the consumption of kerosene and wood for residential heating are the main sources of BC. In December, local wildfires contributed to the particle mass loading, but the day-to-day variability in boundary layer height and the presence of clouds and fog in occasions inhibited high concentrations. In March, the port activities reach a yearly peak during the seasonal export of agricultural products that translates into much more ship and truck traffic leading to very high eBC concentrations, comparable to values observed during August. The variability in weather patterns underscores the complexity of meteorological processes that drive the evolution and transport of pollution in Valparaiso.

A web-based screening tool for near-port air quality assessments

The Community model for near-PORT applications (C-PORT) is a screening tool with an intended purpose of calculating differences in annual averaged concentration patterns and relative contributions of various source categories over the spatial domain within about 10 km of the port. C-PORT can inform decision-makers and concerned citizens about local air quality due to mobile source emissions related to commercial port activities. It allows users to visualize and evaluate different planning scenarios, helping them identify the best alternatives for making long-term decisions that protect community health and sustainability. The web-based, easy-to-use interface currently includes data from 21 seaports primarily in the Southeastern U.S., and has a map-based interface based on Google Maps. The tool was developed to visualize and assess changes in air quality due to changes in emissions and/or meteorology in order to analyze development scenarios, and is not intended to support or replace any regulatory models or programs.

Cost and Materials Required to Retrofit US Seaports in Response to Sea Level Rise: A Thought Exercise for Climate Response

Climate changes projected for 2100 and beyond could result in a worldwide race for adaptation resources on a scale never seen before. This paper describes a model for estimating the cost and materials of elevating coastal seaport infrastructure in the United States to prevent damage from sea level rise associated with climate change. This study pilots the use of a generic port model (GenPort) as a basis from which to estimate regional materials and monetary demands, resulting in projections that would be infeasible to calculate on an individual port-by-port basis. We estimate the combined cost of adding two meters of additional fill material to elevate the working surface and then reconstructing the generic port. We use the resulting unit area cost to develop an estimate to elevate and retrofit 100 major United States commercial coastal ports. A total of $57 billion to $78 billion (2012 US dollars) and 704 million cubic meters of fill would be required to elevate the 100 ports by two meters and to reconstruct associated infrastructure. This estimation method and the results serve as a thought exercise to provoke considerations of the cumulative monetary and material demands of widespread adaptations of seaport infrastructure. The model can be adapted for use in multiple infrastructure sectors and coastal managers can use the outlined considerations as a basis for individual port adaptation strategy assessments.

Review: Portrait of an Island: The Architecture and Material Culture of Gorée, Sénégal, 1758–1837, by Mark Hinchman

Mark Hinchman Portrait of an Island: The Architecture and Material Culture of Goree, Senegal, 1758–1837 Lincoln: University of Nebraska Press, 2015, 396 pp., 78 b/w illus. $70, ISBN 9780803280892 Although the island of Goree is a small speck of land situated in the harbor of Dakar, it has nonetheless garnered attention as one of the most visited attractions in modern Senegal. Each year, thousands of tourists descend upon Goree in an attempt to learn more about a site that some have described as a preeminent slave trading port. Contrary to popular legend, however, scholarly research has revealed that the number of slaves who passed through this town in the early modern period topped off in the low thousands, and not in the millions as local guides often claim. Nevertheless, the island remains a crucial site for understanding African histories of architectural exchange. After the French gained control in 1677, the island grew into a commercial port with mercantile ties to Europe, the Americas, and even the Indian Ocean islands of Mauritius and Reunion.1 These trade networks set the stage for the development of a hybrid social system wherein architecture and material culture reflected what Mark Hinchman identifies as the cosmopolitan status of local African and European populations. It is this predicament that Hinchman addresses in Portrait of an Island: The Architecture and Material Culture of Goree, Senegal, 1758–1837 . In engaging the architecture and the social history of Goree during its economic heyday, Hinchman calls attention to the ways in which this enclave incubated a multicultural society comprising individuals who were familiar with the architectural styles, the products, the social norms, and the conventions of dress of Europe, West Africa, the Americas, and even South Asia. Hinchman accomplishes this task in six chapters that draw a vast array of archival documents into a broadly interdisciplinary study. Collectively, his sources include …

Presence of the tunicate Asterocarpa humilis on ship hulls and aquaculture facilities in the coast of the Biobío Region, south central Chile.

Non-native ascidians are important members of the fouling community associated with artificial substrata and man-made structures. Being efficient fouling species, they are easily spread by human-mediated transports (e.g., with aquaculture trade and maritime transports). This is exemplified by the ascidian Asterocarpa humilis which displays a wide distribution in the Southern Hemisphere and has been recently reported in the Northern Hemisphere (NW Europe). In continental Chile, its first report dates back from 2000 for the locality of Antofagasta (23°S). Although there was no evidence about the vectors of introduction and spread, nor the source, some authors suggested maritime transport by ship hulls and aquaculture devices as putative introduction pathways and vectors. In the present study, we report for the first time the presence of A. humilis on the hull of an international ship in a commercial port in Concepción bay (36°S), south central Chile. We also found one individual associated to a seashell farm, 70 km far from Concepción bay. Further individuals were subsequently identified within Concepción bay: one juvenile settled upon international harbor pilings and a dozen individuals along aquaculture seashell longlines. For the first specimens sampled, species identification was ascertained using both morphological criteria and molecular barcoding, using the mitochondrial gene cytochrome c oxidase subunit I (COI) and a nuclear gene (ribosomal RNA 18S). The nuclear 18S gene and the mitochondrial gene COI clearly assigned the specimens to A. humilis, confirming our morphological identification. Two haplotypes were obtained with COI corresponding to haplotypes previously obtained with European and Northern Chilean specimens. The present study thus reports for the first time the presence of A. humilis in the Araucanian ecoregion, documenting the apparent expansion of this non-native tunicate in Chile over 2,000 km, spanning over three ecoregions. In addition we reveal the potential implication of the international maritime transport as a vector of spread of this species along the Eastern Pacific coast, and the putative role of aquaculture facilities in promoting local establishments of non-native tunicates.

Risk assessment of critical infrastructures – New parameters for commercial ports

Risk assessment of critical infrastructures is an important topic, but the available methodologies do not enable the proper scoring of the risks to commercial port infrastructures, which is vital to formulating effective and realistic security plans. Developing a comprehensive risk assessment methodology for commercial ports is a long-term project. However, this paper focuses on the first mandatory step of analyzing the different types of risks faced by a commercial port infrastructure. The number of potential risks is large – information technology risks, operational risks, labor risks, etc. Therefore, the emphasis is on the risks associated with threats to people, infrastructure, services and goods, which include terrorism, sabotage, criminal activities involving contraband goods and human trafficking, and labor conflicts.This paper presents a methodology for improving the scoring of the risks to commercial ports and understanding their real scope. This is accomplished by examining the key methodologies related to infrastructures in general and commercial ports in particular. After comparing the characteristics of the selected methodologies, the paper discusses the results of a survey of experts at Spanish ports and an analysis of almost two years of security statistics, the goal being to obtain realistic information about the importance of the various risks in order to specify suitable countermeasures and evaluate their costs. The results have enabled the identification of several new parameters that must be considered when assessing the risks to commercial ports, as well as enhancements to the definitions and use of some of the existing parameters. The new parameters include the intrinsic risk to a port, intrinsic risk to the type of terminal, accessibility, terminal layout and operational relevance of key elements to port operations (e.g., structures, railroad facilities and warehouses). The results presented in this paper have been validated by an expert panel.

Reduction of CO2 emissions with automatic mooring systems. The case of the port of Santander

The revolutions in the maritime industry resulting from the implementation of integrated transport systems (bulk) and containerization (regular lines) at first had little effect on traditional mooring systems for ships in port. However, the research into innovation in automated mooring systems with increasingly advanced technologies carried on regardless.The so-called “Automatic Mooring Systems” (AMS), automatic systems that allow vessels to be moored without ropes, are being increasingly implemented in numerous ports in many different countries in the world, particularly in those whose traffic volumes have allowed the threshold of profitability of these infrastructures to be reached. But besides the financial benefits, the implantation of the AMS is having positive effects on the environment by reducing CO2 emissions in many commercial ports.The present work aims to measure for the first time the reduction in the CO2 emissions of merchant vessels as a consequence of the substitution of traditional mooring systems with the new automatic systems, continuing along the lines of previous works in the field of the reduction in CO2 emissions in ports.The estimation is made by applying the EPA and ENTEC “bottom-up” methodologies to the traffic in the port of Santander (Spain) in the year 2014.The implementation of the AMS, when compared to the traditional mooring systems, leads to a reduction in CO2 emissions of 76.78% calculated using the EPA method and 76.63% using the ENTEC method. Hence, the Port Authorities in their long-term planning decisions should promote the introduction of automatic mooring systems wherever the profitability thresholds of traffic allow it, as this will lead to significant environmental benefits by substantially reducing CO2 emissions during the maneuvers of merchant ships in maritime commercial ports.

Only half of the truth: Managing invasive alien species by rapid assessment

Marine environments are threatened by biological invaders that are transported via ship hulls or ballast water at increasing rates around the globe. Most management strategies that should prevent or reduce the impact of alien species include prevention and eradication programs that both rely on an early detection of introduced species. Early detection requires an up to date inventory of present species and efficient monitoring programs to identify newly arrived species. This study surveyed potential invasion ‘hot spots’ in the coastal waters of the central Wadden Sea, including commercial ports (‘port’ stations) as well as fairways, roads, groynes and oyster reefs (‘Wadden Sea’ stations) to establish lists of macrobenthic species as baseline for future monitoring. In the ports we applied simultaneously the HELCOM/OSPAR protocol (H/O) and a regional established rapid assessment (RA) to enable the evaluation of the effectiveness and comprehensiveness of both methods. While the RA is mainly based on the visual screening of species in easy accessible habitats in the field, the H/O includes an extensive sampling by operation of scientific divers boat times and a 4-times higher time effort for sample processing. We identified among all sites 273 species including 37 alien species. The fauna was composed of 210 native and 32 alien species, while the flora was composed of 26 native and 5 alien species. The ports were a diverse habitat with species numbers from 65 to 109. At the Wadden Sea stations, exclusively monitored by the less extensive RA, only half of the species numbers (36–66 species) were detected. However, on the oyster reefs the relative occurrence of alien species compared to natives was similar to the ports and one oyster reef (Nordland) even had the highest ratio (25%, 14 species) of alien species of all investigated sites. The H/O protocol identified 179 species compared to 114 species identified by the RA. Regarding alien species, the H/O provided 85% of alien species, the RA only 67%. Especially with regard to the actual discussion on harmonized monitoring protocols within the Northeast Atlantic and Baltic regions, we recommend that future port surveys should apply the more extensive H/O protocol, since restrictions to the RA decrease drastically the chance of an early detection of alien species. We also recommend complementing the survey of ports with natural invasion ‘hot spots’ like the oyster reefs by rapid assessment. This combined monitoring design secures a significant increase in the early detection of alien species as demonstrated in our study.

The role of sustainability practices in international port operations

PurposeWith increasing attention to sustainability in port operations, the purpose of this paper is to analyze the role of sustainability practice (SP) as a moderator on the relationships between competitiveness and performance in port operations.Design/methodology/approachTo explore the specific route of SPs in managing competitiveness and performance, this study adopted the hierarchical moderated regression analysis. Additionally, to analyze the difference in the level of implementation of SP, alternative subgroup analysis was conducted via independent sample t-tests in SPSS 21.FindingsResearch results have shown the role of SPs in achieving outstanding port activities, which significantly moderates the relationship between competitiveness, particularly for operational efficiency and service quality, and performance.Research limitations/implicationsAs this study is based on cross-sectional data, it does not tap any temporal attitude change, which would require a longitudinal approach. The authors contribute to filling a void between what is achievable and how sustainable practice contributes to managing competitiveness and performance, based on commercial port operations.Practical implicationsResults provide useful insights to establish the strategies to develop sustainable port operations and a strategic agenda to assist ports to incorporate SP.Originality/valueDrawing on multiple theories, this study advances the role of SP by shedding new light on how it improves operational sustainability through strengthening the relationships between competitiveness and performance.

Investigation of possible ways of improving the technology of work of railway station Vanino in interaction with JSC Vanino commercial sea port

Investigation of possible ways of improving the technology of work of railway station Vanino in interaction with JSC Vanino commercial sea port