Cargo Export Research Articles

Methodology for determining freight indices

The paper considers the issues of quantifying the indicator of the freight market conjuncture and analyzes some basic principles used in calculating freight indices. It is noted that the current geopolitical situation has a significant impact on the general behavior of the global freight market and inevitably leads to temporary restrictions on the functioning of the Russian market, which objectively determines the need to calculate domestic indices based on their own methods. The existing world practice of determining freight indices is considered, as well as the features of the Russian freight market as an integral part of the world market. It is emphasized that the nomenclature of transported goods, the geography of transportation and the parameters of the fleet used are radically different from the world ones, which makes them irrelevant for Russian shipowners mastering export cargo flows from Russia and also that foreign freight indexes are only informative and cannot be used in practical work. The paper shows the structure of the formation of freight rates and identifies the main components of the carrier’s expenses. The structure of the freight rate is the basis for the formation of the proposed methodology for calculating freight indices. The criteria for determining the specific weights of individual sectors of the freight market are considered. The conclusions drawn in the conducted research are supported by analytical data presented in graphical form. The practical use of the presented methodology will allow interested parties involved in transportation to make informed management decisions.

Patterns of development of export cargo flows of grain crops from the southern regions of Russia

The topic of the study is to identify patterns of development of export cargo flows of grain crops from the southern regions of the Russian Federation. The analysis of the volumes of grain shipments from the ports of the AzovBlack Sea and Caspian basins separately was carried out. The main consumers and importers of Russian grain are highlighted, as well as the main directions in the transportation of grain cargoes from the southern regions of Russia. Various standard sizes of bags involved in the transportation of this category of goods are considered, as well as the reasons for their use in the export of Russian grain from the ports of the Caspian Sea and the Black SeaAzov basin. The main types of grain crops to be exported from the southern regions of the Russian Federation are noted, including their shares of the total volume of all transported grain. The dynamics of changes in the volume of transportation of individual grain crops from the ports of the Black SeaAzov basin and the Caspian Sea, respectively, is presented. The trend towards a stable annual increase in export cargo flows of Russian grain is analyzed. The seasonality in the export of the studied category of goods is considered, annual temporary peaks in the curves of cargo flows corresponding to a sharp increase in the volume of grain shipments are highlighted. The presence of patterns in the behavior of the curves of grain export cargo flows from the southern regions of Russia is noted, manifested in the similarity of the shapes of the curves of transportation volumes over various years, as well as in their desire to approach the average curve of cargo flows calculated for the entire analyzed period. The question was raised about the possibility of taking into account the trends under consideration when forecasting changes in the volume of grain export shipments from the ports of the Black SeaAzov and Caspian basins.

The intraflagellar transport cycle.

Primary and motile cilia are eukaryotic organelles that perform crucial roles in cellular signalling and motility. Intraflagellar transport (IFT) contributes to the formation of the highly specialized ciliary proteome by active and selective transport of soluble and membrane proteins into and out of cilia. IFT is performed by the IFT-A and IFT-B protein complexes, which together link cargoes to the microtubule motors kinesin and dynein. In this Review, we discuss recent structural and mechanistic insights on how the IFT complexes are first recruited to the base of the cilium, how they polymerize into an anterograde IFT train, and how this complex imports cargoes from the cytoplasm. We will describe insights into how kinesin-driven anterograde trains are carried to the ciliary tip, where they are remodelled into dynein-driven retrograde trains for cargo export. We will also present how the interplay between IFT-A and IFT-B complexes, motor proteins and cargo adaptors is regulated for bidirectional ciliary transport.

The pro-oncogenic noncanonical activity of a RAS•GTP:RanGAP1 complex facilitates nuclear protein export

Canonical RAS signaling, including PI3K/AKT- and RAF/MEK-dependent activities, results mainly from RAS•GTP interaction with its effectors at the plasma membrane. Here, we identified a fundamental, oncogenic, noncanonical RAS•GTP activity that increases XPO1-dependent export of nuclear protein cargo into the cytoplasm and is independent of PI3K/AKT and RAF/MEK signaling. This RAS-dependent step acts downstream from XPO1 binding to nuclear protein cargo and is mediated by a perinuclear protein complex between RAS•GTP and RanGAP1 that facilitates hydrolysis of Ran•GTP to Ran•GDP, which promotes release of nuclear protein cargo into the cytoplasm. The export of nuclear EZH2, which promotes cytoplasmic degradation of the DLC1 tumor suppressor protein, is a biologically important component of this pro-oncogenic activity. Conversely, preventing nuclear protein export contributes to the antitumor activity of KRAS inhibition, which can be further augmented by reactivating the tumor suppressor activity of DLC1 or potentially combining RAS inhibitors with other cancer treatments.

ARF1 compartments direct cargo flow via maturation into recycling endosomes

Cellular membrane homoeostasis is maintained via a tightly regulated membrane and cargo flow between organelles of the endocytic and secretory pathways. Adaptor protein complexes (APs), which are recruited to membranes by the small GTPase ARF1, facilitate cargo selection and incorporation into trafficking intermediates. According to the classical model, small vesicles would facilitate bi-directional long-range transport between the Golgi, endosomes and plasma membrane. Here we revisit the intracellular organization of the vesicular transport machinery using a combination of CRISPR-Cas9 gene editing, live-cell high temporal (fast confocal) or spatial (stimulated emission depletion) microscopy as well as correlative light and electron microscopy. We characterize tubulo-vesicular ARF1 compartments that harbour clathrin and different APs. Our findings reveal two functionally different classes of ARF1 compartments, each decorated by a different combination of APs. Perinuclear ARF1 compartments facilitate Golgi export of secretory cargo, while peripheral ARF1 compartments are involved in endocytic recycling downstream of early endosomes. Contrary to the classical model of long-range vesicle shuttling, we observe that ARF1 compartments shed ARF1 and mature into recycling endosomes. This maturation process is impaired in the absence of AP-1 and results in trafficking defects. Collectively, these data highlight a crucial role for ARF1 compartments in post-Golgi sorting.

Gansu, Qinghai and Ningxia regions of the new western land and sea corridor Freight network optimization

The new western land and sea corridor makes use of a variety of transport modes to reach major ASEAN countries such as Singapore to the south, connects Southeast Asia and North America to the east, and connects Chongqing, Lanzhou and Xinjiang to the north with the China-European Union (CEU) liner train, which is a composite opening-up corridor in the western region for realising the regional linkage and international co-operation with ASEAN and other countries, and organically connecting with the "One Belt, One Road". In order to explore the regional freight network of Gan-Qing-Ning region of the new western land and sea corridor, we establish the model of node socio-economic attractiveness, topological charisma and comprehensive utility maximization, and analyze the index factors by using entropy weighting, Delphi and comprehensive evaluation methods through the Matlab Genetic Algorithm Toolbox to study the influence of node socio-economic attractiveness, topological charisma, node freight volume, logistics and transportation costs and construction costs on the utility of nodes of the new western land and sea corridor. The influence of the regional node utility of Gansu, Qinghai and Ningxia in the corridor. Analyze the problems and factors affecting the selection of nodes in the existing freight transport corridors in the three provinces. Completing the site selection of Gan-Qing-Ning regional node of the new western land and sea corridor and combining the import and export cargo volume of the three provinces to propose the construction of the South-Middle East three-lane freight corridor, and completing the optimization plan of the freight network. The results show that: scientific optimization and improvement of Gan-Qing-Ning regional freight network can promote the construction of freight network in the northwest region of the new western land and sea corridor, to meet the demand for freight transportation in the corridor, and to promote the development of the corridor industry and economic growth. Thus, it provides reference for the development of Gansu, Qinghai and Ningxia region and freight network optimization.

Оценка предложений по формированию сети альтернативных маршрутов следования коридора «Север — Юг»

Purpose: to develop proposals for the development of the expected growth in traffic volumes along the North–South transport corridor. To assess the capacity of the Upper Baskunchak — Astrakhan — Olya port section as the most heavily loaded, where cargo flows from several directions merge. To show the need to unload the main direction of the North-South corridor and form a network of alternative routes in the transport corridor to ensure transportation guarantees in case of force majeure. Consider the possibility of attracting parallel routes through the North Caucasus Railway (SKZHD). Methods: the calculation of throughput was carried out using the methodology used in JSC “Russian Railways” and the author’s proposals, taking into account additional reserves of throughput. General logical methods were used — quantitative and qualitative analysis and synthesis, induction and deduction, analogies, classifications, a combination of historical and logical analyses. The proposed universal algorithm, which makes it possible to evaluate the possibility of choosing parallel moves, can be recommended for practical use. Results: the maximum number of trains that can be redirected to parallel routes has been established, taking into account the available capacity and their workload with export cargo traffic in the direction of the ports of the Azov-Black Sea basin. The relevance of the direction of development of heavy traffic aimed at reducing the required capacity and reducing inter-train intervals to increase the available capacity is shown. A universal algorithm has been formed that allows evaluating the possibility of choosing parallel moves. Practical significance: the necessity of mastering the expected cargo flow and preventing its departure to competing destinations, for example, through the Suez Canal, is shown. In the current political and economic conditions, the North — South International Transport Corridor (ITC) is changing its status: from an alternative to the Suez Canal, it is becoming one of the priority routes for Russian export cargo traffic.

Assessment of Effects of Port Tariffs on Dar Es Salaam Port Cargo Traffic

The main objective of this study was to assess the effect of port tariffs on Dar es Salaam cargo traffic. Specifically, the study aimed to assess the current situation for cargo traffic at Dar es Salaam port, to assess the effect of port tariffs to importers and exporters of cargo, and to find out possible measure to mitigate the port tariffs challenges facing Dar es Salaam port. This study used descriptive layout to study, describe and record aspects of scenario as they arise in a given populace. The study was conducted in Dar es Salaam port, Shipping Company and Clearing and Forwarding agents of Dar es Salaam. The study employed the following respondents like Port officer, Importer, Exporter, Ship agents, clearing and Forwarding agents. Primary data were collected by using questionnaires, interviews and observations. Secondary data were also collected from various documentary sources, such as Annual Reports of TPA for five year back from 2016- 2020 but the primary data use to support secondary data. The research finding show that in assess the current situation for cargo traffic at Dar es Salaam port there is fluctuation of amount of cargo import and transshipment but cargo export increase for every year, in assess the effect of port tariffs to importers and exporter the number of ships call to Dar es Salaam port fluctuate. Also the possible measure to mitigate the port tariffs challenges facing Dar es Salaam port, the customer need port tariffs to be reviewed. Dar es Salaam port is the starting and ending point for maritime transport which links six surrounding land-locked countries. These countries depend on the port of Dar es Salaam for facilitating the passage of their exports and the importation of goods. The study recommends reviewing the port tariffs for at least for every two years for purposes of getting more customers which lead to increase government revenue and make Dar es Salaam port to be strong in competition of shipping business with other neighboring port.

Analisis Prosedur Dokumen Export Cargo Abrasive Cloth oleh PPJK PT Millennium Trans Bahari

Export activities are the activity of removing goods from within the country to the destination country. So exports are trade by sending goods to a country with which there has previously been an agreement by each representative of the country concerned, namely the exporter and importer. The smoothness of the export process can be seen from the document handling procedures carried out by PPJK so that the cargo can enter the customs area without any problems occurring. The aim of this research is to analyze the export document procedures for abrasive cloth cargo by PT. Millennium Trans Bahari as PPJK. In writing this thesis, research was carried out using a qualitative approach through direct observation methods at PT. Millennium Trans Bahari, interview method with one of the operational staff and documentation in the export and import division in the form of written data which includes documents required for export activities. The results obtained in this research are that the analysis of procedures for abrasive cloth cargo export documents by PPJK at PT. Millennium Trans Bahari, in its implementation, is in accordance with existing procedures.

Extensive structural rearrangement of intraflagellar transport trains underpins bidirectional cargo transport

Bidirectional transport in cilia is carried out by polymers of the IFTA and IFTB protein complexes, called anterograde and retrograde intraflagellar transport (IFT) trains. Anterograde trains deliver cargoes from the cell tothe cilium tip, then convert into retrograde trains for cargo export. We set out to understand how the IFT complexes can perform these two directly opposing roles before and after conversion. We use cryoelectron tomography and in situ cross-linking mass spectrometry to determine the structure of retrograde IFT trains and compare it with the known structure of anterograde trains. The retrograde train is a 2-fold symmetric polymer organized around a central thread of IFTA complexes. We conclude that anterograde-to-retrograde remodeling involves global rearrangements of the IFTA/B complexes and requires complete disassembly of the anterograde train. Finally, we describe how conformational changes to cargo-binding sites facilitate unidirectional cargo transport in a bidirectional system.

Endoplasmic reticulum exit sites are segregated for secretion based on cargo size

TANGO1, TANGO1-Short, and cTAGE5 form stable complexes at the endoplasmic reticulum exit sites (ERES) to preferably export bulky cargoes. Their C-terminal proline-rich domain (PRD) binds Sec23A and affects COPII assembly. The PRD in TANGO1-Short was replaced with light-responsive domains to control its binding to Sec23A in U2OS cells (human osteosarcoma). TANGO1-ShortΔPRD was dispersed in the ER membrane but relocated rapidly, reversibly, to pre-existing ERES by binding to Sec23A upon light activation. Prolonged binding between the two, concentrated ERES in the juxtanuclear region, blocked cargo export and relocated ERGIC53 into the ER, minimally impacting the Golgi complex organization. Bulky collagen VII and endogenous collagen I were collected at less than 47% of the stalled ERES, whereas small cargo molecules were retained uniformly at almost all the ERES. We suggest that ERES are segregated to handle cargoes based on their size, permitting cells to traffic them simultaneously for optimal secretion.

TFG regulates inner COPII coat recruitment to facilitate anterograde secretory protein transport.

Coat protein complex II (COPII) governs the initial steps of biosynthetic secretory protein transport from the endoplasmic reticulum (ER), facilitating the movement of a wide variety of cargoes. Here, we demonstrate that Trk-fused gene (TFG) regulates the rate at which inner COPII coat proteins are concentrated at ER subdomains. Specifically, in cells lacking TFG, the GTPase-activating protein (GAP) Sec23 accumulates more rapidly at budding sites on the ER as compared with control cells, potentially altering the normal timing of GTP hydrolysis on Sar1. Under these conditions, anterograde trafficking of several secretory cargoes is delayed, irrespective of their predicted size. We propose that TFG controls the local, freely available pool of Sec23 during COPII coat formation and limits its capacity to prematurely destabilize COPII complexes on the ER. This function of TFG enables it to act akin to a rheostat, promoting the ordered recruitment of Sec23, which is critical for efficient secretory cargo export.

Tailored assemblies of COPII proteins in secretion.

Export of secretory cargoes from the endoplasmic reticulum (ER) requires COPII proteins, which were first identified for their ability to coat small vesicles that bud from the ER. Recent data indicate that COPII proteins can also organize into a collar at the necks of tubules, as well as phase-separate into liquid-like condensates. Thus, COPII assemblies seem to be tailored to accommodate variations in the size and quantities of cargo secreted.

STUDYING THE IMPACT OF THE VOLUME OF WORK AT THE RAILCAR TRANSFER POINT ON THE NEED FOR TRACK STORAGE CAPACITY FOR BOGIES

Purpose. In the context of military aggression by moscow, export cargo flows, which were largely transported by sea from Ukraine's Black Sea ports, were directed towards western land crossings. At the same time, exporters were trying not only to find new logistics routes but also to increase exports to European countries. This resulted in longer queues at land borders, both road and rail, and the turnover of railcars and their individual components became uncontrollable and unpredictable. The reason for the downtime of cargo in railroad cars at the borders was the limited processing capacity of railcar interchange points and the transshipment capacity of cargo terminals at border stations. One of the elements of the cargo border crossing system, the increase of which will increase the volume of export cargo flow, is the points of change of wagons from 1435 mm gauge to 1520 mm gauge. Therefore, the aim of this study is to determine the required track capacity for storing 1520 mm and 1435 mm gauge bogies under conditions of daily uneven transportation and the stochastic nature of the turnover of cars on the territory of European railways. Methodology. Simulation modeling, mathematical statistics, and inventory management methods were used to study the impact of the workload of a railcar transfer point on track capacity. Results. As a result of the research, the numerical characteristics of a random variable of the number of cars transferred to the transfer point during the day, as well as the value of car turnover in Europe, were obtained. A methodology for determining the required track capacity for storing bogies based on simulation modeling of the operation of the railcar interchange points was developed. The dependence of the guaranteed stock of bogies of 1435 mm gauge at the station on the daily number of cars serviced at the railroad car transfer point was obtained. Practical significance. The obtained dependences of the required capacity of the tracks for storing bogies on the daily number of cars arriving at the transfer point will allow us to check and, if necessary, bring the existing track development of border stations into line with the calculated volumes of work.

OVERVIEW OF ACEH TUNA EXPORT COMMODITY: POLICY PAPER

This study is part of a policy paper that aims to provide an overview of tuna exports in Aceh. It will examine the competitiveness of fresh, chilled, or frozen tuna commodities and the impact of their export value on the GDP of the fisheries sub-sector in Aceh. The findings will propose strategies for the development and management of tuna exports in Aceh. The study found that the competitiveness of Aceh's fresh, chilled, or frozen tuna commodities is low, with an RCA value of less than 1. Additionally, an increase in tuna export value did not lead to an increase in the GDP of Aceh's fisheries sub-sector. Strategies suggested for developing tuna exports in Aceh include improving logistics processes and cold chain systems at ports, enhancing the potential of processed tuna products like canned tuna and tuna loin, developing medium to large-scale Industrial Processing Units for canned and loin tuna, raising quality standards through regular audits and inspections of local producers implementing HACCP, optimizing the use of fiscal incentives for exporters to help cover the cost of rising export cargo rates, strengthening partnerships with start-ups for trading missions of tuna in the global market at more competitive prices, and enhancing and developing the branding of fresh, frozen, chilled, and processed tuna products through joint councils and chambers of commerce of tuna importing countries.

REVIEW AND ANALYSIS OF THE MAIN DIRECTIONS ON IMPROVING THE EFFICIENCY TRANSPORTATION OF MASS CARGO BY RAIL TRANSPORT

The research found that mass cargo transportation in Ukraine plays a key role in the functioning of the economy, driving the development of many industries and ensuring the country's competitiveness in the global market.Based on the analysis of freight transportation volumes over the recent period, the main trends and factors affecting them were identified. In particular, the growth in rail freight transportation is largely due to the expansion of the sea corridor through the Danube ports. This has made it possible to export Ukrainian products to Europe and other regions of the world, which has stimulated growth in demand for rail transportation. Due to the expansion of the maritime corridor and the change in the geopolitical situation, the share of export cargo transported by rail has increased significantly. These are primarily grain, oilseeds, metallurgical products and chemicals.Induced analyzes scientific research related to the issues of improving the efficiency of mass cargo transportation by rail. Such important problems as the problem of timely provision of loading resources, delays in transportation, inefficient use of empty vehicles, loss of cargo during transportation, etc. are considered. Ways to solve these problems, which are considered in the works of scientists, include infrastructure modernization, introduction of new technologies and optimization of logistics processes.The question was raised the issue of the efficiency of using container and containerized transportation technology. Their advantages, such as reduction of time and costs for transportation, environmental friendliness, are shown, and their disadvantages are considered.The mathematical model of the movement of a container train is analyzed and the feasibility of creating dry port-type structures for optimizing the transportation of mass cargo is investigated.These researches point to the need for a systematic approach to improving the efficiency of mass freight transportation by rail, taking into account various aspects, including technological, infrastructural, logistical and organizational aspects. Such an approach will allow achieving a higher level of efficiency and competitiveness of rail transport in the transportation of mass cargo.Proposed measures for improve the efficiency of mass cargo transportation by rail: optimization of routes, increasing energy efficiency and carrying capacity of railcars, modernization of infrastructure, use of the latest technologies, optimization of loading and unloading, and improvement of safety and quality of service.

INTEGRATION OF THE TRANSPORT SYSTEM OF LVIV OBLAST INTO THE EUROPEAN IN THE CONTEXT OF FORCED POPULATION MIGRATION

Transport logistics is designed to promote accessibility and mobility in society. When all the links in the system are in place, the movement of goods and services can be launched without additional intervention. However, sometimes situations arise that destabilise the logistics scheme in a particular transport network in one way or another. In Ukraine, this became apparent after the start of the full-scale Russian invasion. The article reveals the system of factors that influence the process of integration of the transport system in a cross-border region and identifies indicators of transport infrastructure integration. The Russian-Ukrainian war has led to mass migration towards the European Union. Border crossing points became overloaded, which slowed down traffic during the crossing. Further, the number of trucks used to transport imports, such as military and humanitarian aid, increased. Queues to neighbouring countries, including Poland, also formed. The study describes the spatial aspects of the functioning of crossing points on the Ukrainian-Polish border, as well as the road and railway network of Lviv Oblast and Subcarpathian Voivodeship. Border crossing points for road transport are constantly loaded with heavy vehicles. The road and railway networks of the Lviv region are more extensive, which ensures high accessibility not only to close but also to remote points. The article examines motorways from the territory of Lviv Oblast to Poland. These motorways are laid to the Subcarpathian and Lublin voivodeships. The authors identify separate motorways and logistics hubs to speed up and make the connection between Ukraine and Poland more accessible. The first priority in such planning should be the creation of new border crossing points. Within the region, it is advisable to develop meridional roads from the state border towards mountainous areas. The study examines the number of buses among all international connections to Poland. The most regular is the Lviv – Warsaw Airport (Modlin) connection, which is associated with the active movement of migrants to one of the largest aviation hubs in Eastern Europe. It was determined that the westernmost end point of the bus service is Trier in Germany. There are no bus services from Lviv to Romania. The scientific publication presents railway lines of different categories (single-track diesel and double-track electrified) that connect Ukraine and Poland through the territory of Lviv Oblast. It has been established that the European gauge railway is included in the railway stations Mostyska-2, Rava-Ruska, Khyriv. However, most Ukrainian trains run to stations in Poland without changing wheelsets. This is typical for routes running from Lviv to Przemyśl. The achievement of the Ukrainian and Polish railway operators is to create interchange routes, for example, from Lviv to Warsaw. The potential of the Rava-Ruska railway junction needs to be developed by running other trains. The article mentions that Yurii Borsuk has been actively developing new connections, including Kyiv – Rava-Ruska with a transfer to Warsaw. The authors propose the idea of connecting Lviv and the nearest European cities using the European 1435 mm gauge. The article highlights the benefits of building the Mostyska-2 – Lviv railway. One of the important aspects of this connection could be the acceleration of export cargo transportation to the European Union. Keywords: transport system, railway infrastructure, road transport, integration, Ukraine, Poland.

ТЕХНОЛОГИЧЕСКИЕ И САНКЦИОННЫЕ ВЫЗОВЫ В РЕГИОНАЛЬНОМ РАЗВИТИИ (КЕЙС СЕВЕРНОГО МОРСКОГО ПУТИ)

The article is devoted to the study of the features of regional development under the influence of sanctions and technological (digital) challenges. The analysis was carried out using the example of such a specific territorially determined economic system as the Northern Sea Route. The purpose of this article is to analyze the features of the influence of digital and sanctions challenges and threats on the functioning and development of the Northern Sea Route. The study assessed the impact of digitalization on modern economic development, showed the positive and negative features of this impact, and systematized the risks that digitalization poses for the Northern Sea Route. Directions and specific digitalization measures are proposed that are appropriate for implementation in the formation of the digital infrastructure of the Northern Sea Route. The study also examined the mechanisms of influence of anti-Russian sanctions on the economic system of the Northern Sea Route. Particular influence is given to the implementation of oil and gas projects in the Arctic zone of the Russian Federation, which are a source of both domestic and export cargo flows. The article shows that new challenges give rise to instability and instability in the functioning and development of socio-economic systems. At the same time, in addition to the negative impact of these challenges on the development and functioning of the Northern Sea Route, they provide new opportunities that can be used to create new growth points in the Arctic macroregion.

Analytical model of servicing export cargo in sea ports

Problem. Large turnovers of export bulk cargoes in Ukrainian ports underline the necessity to improve cargo services provided by port operators. The first step of solving it is identifying the processes, the elements of cargo services and their formalization in time considering the case-and-effort relationships. Goal. To create a formalized description of the process and operations related to the maintenance of a contract consignment of export cargo in a sea port is in their mutual connection and mutual conditionality. Methodology. The tool of temporal logic was used to formalize the processes and operations of export bulk cargo servicing by stevedoring company (port operator) that helps to model the process within cause-and-effect relationships between components of the cargo servicing process. Results. The paper studies the main activity of the port operator at the operational level – the shipment for export of the contract cargo consignment. This process from the point of view of the port operator is presented as consisting of three components – the arrival of the contract consignment of cargo to the port; finding the consignment at the port; direct loading onto the vessel. For each of the named stages, the time points of its beginning and finishing are fixed, and the functions of the port operator are also defined. Each of the components is formalized in terms of temporal logic as a continuous process, and the finishing of one component is the beginning of the next stage, which ensures the interdependence of individual components of cargo shipment by the port operator. The receipt of the contract consignment of cargo (and, accordingly, all subsequent stages of its shipment) are not possible without a contract for cargo handling concluded with the port operator and confirmation of the possibility of acceptance the cargo. The stage of finding the contract consignment of port cargo is accompanied by the provision of additional services, which are provided by the port operator upon request and in accordance with the instructions of the cargo owner. The direct loading of the contracted consignment of cargo onto the vessel is actually the main type of production activity of the port operator at the operational level, the implementation of which is also accompanied by a certain set of additional related services. Originality. Cargo handling in ports is firstly presented as a formalized complex of interrelated processes in their logical sequence, starting from the moment of arrival of the contract consignment of export cargo at the port and finishing with its shipment to the sea vessel. Practical value. The obtained results can be used by port operators for the development of relevant technological schemes of cargo handling, in particular their digitalization, as well as monitoring of the process in consideration in order to identify "bottlenecks" and develop measures to eliminate them.

Analysis of the organization of sulfur export transportation in mixed river-sea traffic

Sulfur is one of the export cargoes and occupies a significant share in the volume of water transport. The article analyzes the route from a sulfur production plant in the Astrakhan region to the seaport of Kavkaz, which involves motor transport, the specialized river port of Buzan, river fleet, a road transshipment complex in the seaport of Kavkaz, and sea vessels. It has been established that when transporting sulfur by water, mainly self-propelled fleets are used. The elements of the circular voyage of river ships, the technology and performance indicators of the ports were studied, the statistics of the supply of sea vessels to the port of Kavkaz for sulfur transshipment, the productivity of the fleet taking into account the actual duration of the circular voyage were analyzed. An option has been proposed for transporting sulfur on the analyzed route using pushed trains, which will allow, with an optimal ratio of the number of barges and pushers, to reduce energy costs with corresponding fuel savings and the number of crew.