Main Cargo Research Articles

Selection model of chemical tanker ships for cargo types using fuzzy AHP and fuzzy TOPSIS

There are many chemical tanker ships on the market with very different characteristics. However, their operational performance for cargo types remains uncertain. Also, it is unclear which criteria should be taken into consideration primarily in the selection of chemical tanker ships. Therefore, choosing the most suitable ones for the cargo to be transported is an important problem for maritime companies. In this respect, the study aims to determine suitable chemical tanker ships for the four main cargo groups transported by them: animal and vegetable oils, corrosives (abrasives), organic chemicals, and petroleum products. A methodology that combines the fuzzy AHP, fuzzy TOPSIS, and clustering methods is used. 30 alternative chemical tanker ships are determined to represent the characteristics of all ships with a tonnage of 1–30 k DWT on the market. They are clustered into performance levels according to their fuzzy TOPSIS ranking scores. Consequently, a chemical tanker selection manual is developed based on the common characteristics of high-performance ships as well as the order of importance of criteria. It is envisaged that it would be a reference for ship operators and shipowners in the selection of suitable ships for the type of cargo.

Schwann cell-derived extracellular vesicles promote memory impairment associated with chronic neuropathic pain.

The pathogenesis of memory impairment, a common complication of chronic neuropathic pain (CNP), has not been fully elucidated. Schwann cell (SC)-derived extracellular vesicles (EVs) contribute to remote organ injury. Here, we showed that SC-EVs may mediate pathological communication between SCs and hippocampal neurons in the context of CNP. We used an adeno-associated virus harboring the SC-specific promoter Mpz and expressing the CD63-GFP gene to track SC-EVs transport. microRNA (miRNA) expression profiles of EVs and gain-of-function and loss-of-function regulatory experiments revealed that miR-142-5p was the main cargo of SC-EVs. Next, luciferase reporter gene and phenotyping experiments confirmed the direct targets of miR-142-5p. The contents and granule sizes of plasma EVs were significantly greater in rats with chronic sciatic nerve constriction injury (CCI)than in sham rats. Administration of the EV biogenesis inhibitor GW4869 ameliorated memory impairment in CCI rats and reversed CCI-associated dendritic spine damage. Notably, during CCI stress, SC-EVs could be transferred into the brain through the circulation and accumulate in the hippocampal CA1-CA3 regions. miR-142-5p was the main cargo wrapped in SC-EVs and mediated the development of CCI-associated memory impairment. Furthermore, α-actinin-4 (ACTN4), ELAV-like protein 4 (ELAVL4) and ubiquitin-specific peptidase 9 X-linked (USP9X) were demonstrated to be important downstream target genes for miR-142-5p-mediated regulation of dendritic spine damage in hippocampal neurons from CCI rats. Together, these findings suggest that SCs-EVs and/or their cargo miR-142-5p may be potential therapeutic targets for memory impairment associated with CNP.

Evoked Weibel-Palade Body Exocytosis Modifies the Endothelial Cell Surface by Releasing a Substrate-Selective Phosphodiesterase.

Weibel Palade bodies (WPB) are lysosome-related secretory organelles of endothelial cells. Commonly known for their main cargo, the platelet and leukocyte receptors von-Willebrand factor (VWF) and P-selectin, WPB play a crucial role in hemostasis and inflammation. Here, the authors identify the glycerophosphodiester phosphodiesterase domain-containing protein 5 (GDPD5) as a WPB cargo protein and show that GDPD5 is transported to WPB following uptake from the plasma membrane via an unique endocytic transport route. GDPD5 cleaves GPI-anchored, plasma membrane-resident proteins within their GPI-motif, thereby regulating their local activity. The authors identify a novel target of GDPD5 , the complement regulator CD59, and show that it is released from the endothelial surface by GDPD5 following WPB exocytosis. This results in increased deposition of complement components and can enhance local inflammatory and thrombogenic responses. Thus, stimulus-induced WPB exocytosis can modify the endothelial cell surface by GDPD5-mediated selective release of a subset of GPI-anchored proteins.

ТРАНСПОРТНЕ ЗАБЕЗПЕЧЕННЯ УКРАЇНСЬКОГО ЗЕРНОВОГО ЕКСПОРТУ

The article provides an overview of the current state of the domestic marine transport infrastructure as such, which provides transport services for cargo flows of export grain products. The provided analysis covers both the pre-war period and the wartime. The main mode of transport, which implements foreign trade deliveries of grain products, is maritime, which currently works with adjacent modes of transport that provide transportation of grain to sea ports – rail and road, their participation in grain transportation is analyzed. The volumes and dynamics of handling of export grain by sea ports of Ukraine are presented. The main "grain" ports of Ukraine were identified, which in pre-war times loaded up to 90 % of the total sea grain export to sea vessels. The most powerful grain terminals are located in Mykolaiv, Chornomorsk, Pivdenny and Odesa ports, which contributes to the acquisition and maintenance of leading positions by these ports in the market of handling of grain export. Changes in the transportation of grain export caused by the war, which were the result of the blockade of Ukrainian seaports, were emphasized. Partial restoration of the work of some ports became possible in June 2022 with the signing of the Black Sea Grain Initiative. Currently, from the very beginning of the fullscale invasion, the ports of Ukraine located on the Danube, remained unblocked – the main cargo flows of export grain fell to the port of Reni, Ust-Dunaisk and Izmail during the period when the ports of Big Odesa were not working, and their cargo turnover tripled. Today, grain is exported through the ports of Big Odesa (outside the Black Sea Grain Initiative); carriages through the Danube ports remains an alternative route – it is interesting and attractive for grain exporters who invest in technical and technological development and improvement of these ports. Publicly available statistics allow you to operate with indicators for the period until 2022; official statistical data were not made public during the war years.

Civil Aircraft Passenger-to-Freighter Main Cargo Compartment lining Validation Technology

Passenger-to-freighter conversion is a common practice in the aviation industry, especially for older civil aircraft that have completed their passenger service missions. Converting these aircraft into freighters extends their operational lifespan by several years, significantly increasing the overall economic benefits throughout their life-cycle. The main cargo compartment lining is a crucial component of the P2F conversion process, It must meet the requirements outlined in CCAR-25. This paper, based on experiences in civil aircraft Passenger-to-freighter conversions, examines the CCAR-25 regulations, verification methods, and qualification criteria applicable to main cargo compartment lining systems, with a focus on important aspects of these regulations.

Модель информационно-измерительной системы контроля центробежного грузового насоса на танкере-химовозе типа «Иван Поддубный»

On chemical tankers, the main cargo devices are pumps, so it is necessary to constantly monitor their operating conditions and performance indicators during operation. The article discusses modeling using MATLAB/Simulink software of a single-stage horizontal centrifugal pump, which can be used to create an information-measuring system for monitoring the performance of cargo pumps using the example of a chemical tanker of the Ivan Poddubny type. An analysis of the modeling results is carried out, including an assessment of pump efficiency, pressure loss and other indicators in various operating modes. The results allow us to draw conclusions about the operation of the pump under various loads and variable conditions. The simulated pump worked with seven different liquids pumped in chemical tankers: ethyl alcohol, N-propyl alcohol, phenol, chloroform, castor oil, 55% nitric acid and water. After this, a neural network was created using the MATLAB/Neural Network Fitting Tool application. The input data of the network were volumetric flow, pressure, shaft power, torque and suction pressure. The output value was the pump efficiency, the value of which was estimated for each fluid. The root mean square error of approximation was very close to zero. According to these results, the artificial neural network showed satisfactory results for predicting the efficiency of the centrifugal cargo pump of the Ivan Poddubny type chemical tanker; therefore, it can be used in ship information and measurement systems. Overall, this paper represents a valuable research contribution to the field of modeling horizontal centrifugal pumps using Simulink that can be useful to engineers and researchers involved in the design and optimization of these pumps.

Economic and emission assessment of LNG-fuelled ships for inland waterway transportation

As the main transportation channel, the huge shipping volumes of inland rivers lead to significant emissions from ships. Inland shipping has an increasing demand for the development of green ships. Liquid natural gas (LNG) is considered to be an ideal marine fuel because of its many advantages. This paper aims to assess the economy and CO2 emission reduction of LNG-fuelled ships on inland waterway transportation, under the context that the uniqueness of inland waterway transportation, as well as cargo transportation regulations and policies are taken into account. Firstly, considering the preferential policies for LNG-fuelled ships and the mandatory use of shore power for oil-fuelled ships, we proposed a fuel consumption calculation formula and established economic and emission assessment models for inland ships. Then, we examined these models with simulation examples of three main cargo types, i.e. dry bulk, containers and dangerous goods, transported on the Yangtze River. The optimal ranges of LNG-fuelled ship size were given under various credible scenarios designed according to the transportation systems. The results show: (1) The optimal range of dead-weight tonnage (DWT) of LNG-fuelled ships for dry bulk, container and dangerous goods are between 3,000–5,000 DWT, 3,000–4,000 DWT and 2,000–3,000 DWT, respectively. (2) LNG-fuelled dry bulk ships of about 10,000 DWT or more are uneconomical compared to oil-fuelled ships of the same tonnage. (3) Smaller LNG-fuelled ships, such as dry bulk ships of less than 1,500 DWT, container and dangerous goods ships of less than 2,000 DWT, or ships serving longer routes of approximately more than 1,000 km have most significant unit CO2 emission reduction than oil-fuelled ships of the same tonnage. (4) Excessive waiting time at locks will reduce the economic feasibility and unit CO2 emission reduction of LNG-fuelled ships. Finally, we obtained a series of important management significances by simulating the changes of some variable parameters in real situations. These conclusions can provide some theoretical foundations for the development of LNG-fuelled or other green ships in inland waterways, and guide the government in formulating policies to promote the green transformation of the inland shipping industry.

Biophysical ordering transitions underlie genome 3D re-organization during cricket spermiogenesis

Spermiogenesis is a radical process of differentiation whereby sperm cells acquire a compact and specialized morphology to cope with the constraints of sexual reproduction while preserving their main cargo, an intact copy of the paternal genome. In animals, this often involves the replacement of most histones by sperm-specific nuclear basic proteins (SNBPs). Yet, how the SNBP-structured genome achieves compaction and accommodates shaping remain largely unknown. Here, we exploit confocal, electron and super-resolution microscopy, coupled with polymer modeling to identify the higher-order architecture of sperm chromatin in the needle-shaped nucleus of the emerging model cricket Gryllus bimaculatus. Accompanying spermatid differentiation, the SNBP-based genome is strikingly reorganized as ~25nm-thick fibers orderly coiled along the elongated nucleus axis. This chromatin spool is further found to achieve large-scale helical twisting in the final stages of spermiogenesis, favoring its ultracompaction. We reveal that these dramatic transitions may be recapitulated by a surprisingly simple biophysical principle based on a nucleated rigidification of chromatin linked to the histone-to-SNBP transition within a confined nuclear space. Our work highlights a unique, liquid crystal-like mode of higher-order genome organization in ultracompact cricket sperm, and establishes a multidisciplinary methodological framework to explore the diversity of non-canonical modes of DNA organization.

Air flow distribution and cooling performance on modular cold storage for fishery commodity

Cold storage plays a vital role in the supply chain of fishery products. Efficient cold storage design is a future challenge for developing regions with limited energy supplies. This paper aims to analyze the cooling performance and airflow distribution of modular cold storage. Modular cold storage is designed with a size of 20 ft for remote areas with the main cargo of fishery products. The analysis used empirical equations and numerical simulations of fluid flow and heat transfer. Variation of cooling load and inlet air velocity was conducted to investigate the cargo’s cooling distribution and cooling speed. To achieve the desired product temperature inside cold storage rooms have obtained different cooling times. The optimum cooling time in the anteroom is 5 h and in air-blast freezer room is 3.5 h with an inlet air velocity setting is 8 m/s both, while the optimum cooling time in the freezer room is 6 h with an inlet air velocity setting is 2 m/s. Furthermore, the results of this paper also offer recommendations for pre-cooling fish products to minimize excessive cooling in air-blast freezer room.

Optimization of Reliquefaction System on Gas Carrier to Maintain The Condition and Temperature of Cargo Tank

Transport of liquefied hydrocarbon gases and their derivatives (methane, ethane, propane, butane, ethylene, propylene and other liquefied gases) is done using gas carrier tankers. Large gas carriers are equipped with re-liquefaction system to handle cargo during the process of loading, voyaging, and unloading. A reliquefaction system is installed on gas carriers to handle the Boil off-gas (BOG) problem. Operation constraints Reliquefaction system operating the reliquefaction system include the compound characteristics, liquefaction unit operating conditions, and system performance. These issues also hinder the BOG liquefaction process. This research sought to investigate the whole operation process of the system. This case study was conducted by observing the objects directly on the MT. Chinagas Legend vessel whose main cargoes are LPG. In case studies, research is carried out by studying the phenomenon of case problems that occur directly on the object. The identified problems and its resolutions could add valueable information to science. The research results revealed that MT. Chinagas Legend had a reliquefaction system with 2-stage or 3-stage options. The former type was used for butane (C4H10) cargoes and the latter was used for propane (C3H8) cargoes. The common problem in the process of reliquefaction systems was the presence of contaminants carried with seawater and clogging the filters. A leak in the intake or discharge valve slowed down the reliquefaction process and rendered it ineffective. The problems can be overcome through periodic routine inspections on components that are directly in contact with sea water, such as sea water filters.

Mathematical experiment in logistics research of multimodal freight transportation with time and cost indicators

Aim: Development of a new approach to optimizing the process of cargo flows distribution at the transport loop. Construction of a mathematical model of the freight transportation process, which equally takes into account the interests of various participants in the transportation process.
 Materials and Methods: A mathematical model of the freight transportation process is built, which is based on the infrastructure indicators of the considered part of the railway loop and is a multicriteria optimization problem of integer programming. The algorithm for solving the problem is common for land transport and is implemented in the environment of a computer algebra system. As a project, which is an example of the application of the developed transport and logistics method, a part of the North-Caucasian railway, adjacent to the main cargo ports of the Azov-Black Sea basin, is considered. The considered railway loop is a transit component, actively exploited for Russian exports, in particular, grain cargoes.
 Results: The issues of organizing rail freight transportation in multimodal transport and technological systems are researched on the basis of egalitarian and utilitarian approaches in welfare theory. These approaches are considered in relation to the participants in the transportation process (agents) within the framework of the time and cost indicators of this process. Computational procedures for finding optimal distributions of cargo flows have been brought to concrete results.
 Conclusion: A mathematical experiment used as a simulation modeling tool allows versatile and purposeful manipulation of the indicators of the transportation process and the restrictions imposed on transportation plans. The cargo flows distributions to port unloading stations obtained as a result of Pareto optimization are analyzed from the point of view of their rationality and usefulness in relation to agents.

Impairment of autophagy promotes human conjunctival fibrosis and pterygium occurrence via enhancing the SQSTM1-NF-κB signaling pathway.

Pterygium is a common ocular disease with a high recurrence rate, characterized by hyperplasia of subconjunctival fibrovascular tissue. Autophagy, an important process to maintain cellular homeostasis, participates in the pathogenic fibrosis of different organs. However, the exact role of autophagy in pterygium pathogenesis remains unknown. Here, we found that autophagic activity was decreased in human pterygium tissues compared with adjacent normal conjunctival tissues. The in vitro model of fibrosis was successfully established using human primary conjunctival fibroblasts (ConFB) treated with transforming growth factor-β1 (TGF-β1), evidenced by increased fibrotic level and strong proliferative and invasive capabilities. The autophagic activity was suppressed during TGF-β1- or ultraviolet-induced fibrosis of ConFB. Activating autophagy dramatically retarded the fibrotic progress of ConFB, while blocking autophagy exacerbated this process. Furthermore, SQSTM1, the main cargo receptor of selective autophagy, was found to significantly promote the fibrosis of ConFB through activating the PKCι-NF-κB signaling pathway. Knockdown of SQSTM1, PKCι, or p65 in ConFB delayed TGF-β1-induced fibrosis. Overexpression of SQSTM1 drastically abrogated the inhibitory effect of rapamycin or serum starvation on TGF-β1-induced fibrosis. Collectively, our data suggested that autophagy impairment of human ConFB facilitates fibrosis via activating the SQSTM1-PKCι-NF-κB signaling cascades. This work was contributory to elucidating the mechanism of autophagy underlying pterygium occurrence.

Improving the efficiency of multimodal transportation of chemical products from the Volgograd region to the near and far abroad

Introduction. The industrial sector of Russia is the most important segment of the country’s economy. Until the beginning of the 21st century, large chemical enterprises in Russia were focused on the domestic market. There was a so-called supply strategy formed back in the USSR for the Union Socialist republics. The products of the chemical industry were mainly transported by road around the city and to neighboring regions, the main cargo traffic for longer distances was mastered by rail and river transport. Currently, the largest chemical industry enterprise in the Volgograd region, AO Kaustik, is actively exporting to Europe, South America and Asia. To carry out international transportation of the company’s products, hired tractors with semi-trailers that meet all modern standards of environmental safety are used. The interaction of road transport with rail, river, and sea is actively taking place, effective logistics multimodal systems for the delivery of chemical products are being organized. Road and rail transportation of products is organized with Asian countries, with European countries – by road, rail and sea, with South American countries – by sea. Today, the company’s transport carries out international multimodal transportation to the near and far abroad. The issue of improving the efficiency of road transport is relevant. The paper considers the links of the logistics system of transportation of chemical products of the enterprise between the countries, along the routes: Russia – Netherlands and Russia – Kyrgyzstan. The comparison of road and rail transportation by time and cost on Volgograd – Bishkek route is carried out. The full loading of the vehicle with transport packages according to the calculation takes place in compliance with the loads on the axles of the tractor and semi-trailer. Improving the efficiency of transportation depends on the organization of loading and unloading points, customs control points, movement along routes, and the work of drivers. The statistical regularities of the distribution of the execution time of elements and operations in the loading point of the enterprise are investigated. The ways of organizing the work of motor transport drivers on the international Volgograd – Bishkek – Volgograd route are considered, the calculation of the duration of the elements of the transportation process and their cost is presented.Materials and methods. The paper uses methods of statistical and economic analysis of data on the functioning of the chemical industry in the region. Graph-analytical methods are used to form transport packages and ensure that the car is fully loaded. Methods for determining the shortest distances and drawing up routes on the transport network are used. Methods of organizing the work of drivers are used to ensure single and tour work on the international route. The effectiveness of the proposed measures is evaluated by economic methods.Results. It is revealed that the chemical industry of the region has a stable economic situation that allows it to develop new international markets. The links of the multimodal logistics system for the delivery of the company’s products along Volgograd – Bishkek and Volgograd – Netherlands international routes are investigated. Improving the efficiency of transportation depends on the organization of loading and unloading points. A statistical analysis of the elements and stages of the transportation process of caustic soda was carried out. A scheme for placing transport packages with bags of caustic soda in a semi-trailer of a motor vehicle has been developed. International routes of transportation of products of AO Kaustik using road transport have been developed: Volgograd – Bishkek and Volgograd – Netherlands routes. The mode of operation of motor transport when performing international transportation using tour and single organization of drivers’ work is calculated. We recommend a tour trip as the most effective way to organize the work of drivers. Tour riding is recommended as the most effective way of organizing the work of road transport in the organization of international transportation to near and far abroad. The final price of 1 ton of transported products on the Volgograd – Bishkek route has been determined. The effective functioning of road transport in the international logistics system for the delivery of caustic soda allows you to reduce transport time, transport costs and reduce the cost of a unit of production for the end user.Conclusions. The article develops measures to improve the organization of international transportation of products of JSC «Caustic» using road transport. The final price of 1 ton of products in the Bishkek warehouse, taking into account the initial cost of granular caustic soda and transportation costs in the case of organizing a single driver’s ride, will be 83246 rubles/ton, and for tour driving, respectively, 81355 rubles/ton.

Prospects for the use of Arctic routes in the context of climate change and the implementation of the concept of sustainable development of the Arctic zone

The urgent need to solve environmental problems and meet the needs of people requires finding alternative ways to deliver goods in the most environmentally friendly and safe way. In addition, the climatic changes occurring on our planet open up additional prospects for the use of the Arctic for economic purposes, in particular, the use of the Northern Sea Route for cargo transportation. In the modern world economy, sea cargo transportation accounts for about 80% of all cargo transportation. The main cargo flow is carried out through the Southern Sea Route (SSR), along which goods are transported from Europe to Asia. For quite a long period of time, shipowners and logistics companies did not perceive the Arctic region as an alternative to traffic from Asia to Europe or North America, while navigation in the Arctic was much more than just transport shipping. At the same time, the situation has changed significantly in the 21stcentury. The interest in this region among the states of the Arctic zone, as well as other countries, is connected not only with the presence there of large reserves of mineral resources, solving geopolitical problems, but also the search for alternative sea routes for cargo transportation between Europe, North America and Asia. In connection with the blockade of the Suez Canal in March 2021, the question of the need to redirect cargo transportation to alternative routes – the Northern Sea Route (NSR), as part of the Northeast Passage, and the Northwest Passage became acute. The Suez Canal is the busiest and longest sea artery. In addition, this area is unsafe due to frequent attacks by pirates. Due to the geographical features of the SSR the presence of sufficiently narrow places along the route - under the condition of increasing traffic, does not contribute to the free passage of ships. Meanwhile, the active melting of the Arctic ice in the foreseeable future will allow navigation along Arctic routes at higher latitudes and without the escort of icebreaker transport. All of the above allows us to consider navigation in the Arctic latitudes as an actual alternative to the Southern Route, which will serve as the beginning of sustainable development of the Arctic region.

Wood borer detection rates on wood packaging materials entering the United States during different phases of ISPM 15 implementation and regulatory changes

Wood packaging material (WPM) used in international trade, such as crating and pallets, is recognized as a high-risk pathway for the introduction of bark- and wood-infesting insects (borers). The International Standards for Phytosanitary Measures No. 15 (ISPM 15), which sets treatment requirements for WPM, was adopted in 2002. The United States (US) implemented ISPM 15 during 2005–2006. We used 2003–2020 AQIM (Agriculture Quarantine Inspection Monitoring, conducted by USDA APHIS) data, based on standard random sampling, to compare pre-ISPM 15 borer detection rates in WPM entering the US (2003–2004) to detection rates during 2005–2006 (implementation phase), 2007–2009 (post-ISPM 15 when bark was not regulated) and 2010–2020 (post-ISPM 15 when bark was regulated). We examined borer detection rates overall for all AQIM WPM records and individually for the three main cargo survey programs within AQIM [Italian tiles, perishables, and general WPM (GWPM) for any WPM associated with containerized maritime imports], and individually for three major US trading partners (China, Italy, and Mexico). During 2003–2020, wood borers were detected in 180 of 87,571 consignments with WPM (0.21%). When compared to 2003–2004 (detection rate of 0.34%), detection rates fell 61% during 2005–2006, 47% during 2007–2009, and 36% during 2010–2020. Similar declines occurred for WPM associated with Italian tiles and perishables. However, for GWPM there was no significant reduction post-ISPM 15. WPM infestation rates were reduced significantly during various post-ISPM 15 periods for Italy and Mexico, but not for China. Seven families or subfamilies of borers were recorded in WPM with Cerambycidae and Scolytinae being most frequent. The incidence of WPM with bark fell significantly after the 2009 change to ISPM 15 that required debarked WPM. We discuss several factors that could influence the apparent effectiveness of ISPM 15.

A decision tree model for the prediction of the stay time of ships in Brazilian ports

Maritime transport is an alternative modal logistic in transporting cargo for long distances and in large quantities. However, the logistical planning for this modal becomes costly due to the uncertainties, such as climatic conditions, cargo types, and port characteristics. Therefore, estimating the stay times of ships becomes an essential objective for the planning and scheduling of the waterway modal. Determining the time frame the port has to operate the ship, based on the expected time that ships stay moored, is a challenge for the port management. In the present study, we collected data on the main cargo movements in Brazilian ports in 2018 to develop a model for predicting the stay time of ships, using algorithms based on decision tree models. There are no studies in the literature on models for predicting the stay time of ships, which is the gap to be filled in this research. In addition, an exploratory data analysis was performed to discover the variables that most influence the stay time. This research used several classification machine learning algorithms (support vector machines, gradient boosting, decision tree, random forest, among others) to build stay time prediction. As a result, the best model generated was that of random forests that obtained acceptable performance, with accuracy and f1-score above 73%, and train and test times around 14 s and the most important features to the model involve geographical and cargo characteristics. Therefore, it is possible to use them in real environments to develop logistic planning of the waterway modal.

THE CONCEPT OF FORMING AND DEVELOPING HUMANITARIAN HUBS IN UKRAINE DURING MILITARY AGGRESSION

Purpose. The aim of the work is to analyze the current state of the humanitarian situation in Ukraine in the context of military aggression and develop ways to improve this situation by creating new and developing existing transport hubs, which are located both on the western border of the state and in central regions. Methodology. In the course of the study, methods of analysis and synthesis were used to study the available information regarding the current state and trends in the further development of logistics and humanitarian hubs both on the western border and in the middle of the country. Aggregation and intelligent analysis of information to determine promising directions for the development of the logistics network. Results. The uncertain situation that has developed in the work of seaports stimulates the state to search for alternative ways of exporting and importing raw materials and finished products. To address this issue, it is also advisable to develop a network of transport hubs near the western border. At the moment, 31 regional humanitarian aid hubs have been created in Ukraine, the leaders in terms of the number of hubs are the Zaporozhye region - 5 hubs, as well as Kyiv and Ivano-Frankivsk regions - 2 hubs each. The rest of the regions have 1 hub each. The number of hubs in the border areas remains insufficient, especially given the sharp change in the directions of the main cargo flows - grain cargo and metal. In particular, as of March 2022, the average daily need for transportation in the direction of the EU reaches 8,000 wagons per day, therefore, it is urgent to address the issue of developing both the existing system for replacing wagon bogies and creating additional transshipment infrastructure. Scientific novelty. The authors have aggregated and systematized information on the existing system of transport hubs to ensure the existing and future volumes of transportation of both humanitarian and industrial export-import cargo. Practical significance. The results obtained make it possible to lay a scientific basis for the concept of creating and developing a system of humanitarian and logistics hubs to improve the efficiency of moving cargo flows.

Optimization of a combined tanker/platform type vessel based on simulation modeling

Combined vessels of various architectural and structural types can be used to increase the efficiency of oil-loading transportation by water transport. On inland waterways, the most perspective vessels are the tanker/platform type, carrying the main (bulk) cargo in the hull and the return (dry) on the platform equipped on an open deck. The article presents a general mathematical model and an algorithm for selecting elements and characteristics of the specified type of vessels, allowing them to be optimized in various operating conditions with specified initial data. The carried out extensive test calculations, systematized and presented in the form of graphical dependencies, show the effect of the stroke speed on the coefficient of the overall completeness of the hull at various backloading volumes, the efficiency in the form of the relative profit of a combined vessel compared to a "clean" tanker from the share of backloading and the ratio of freight rates for dry and liquid cargo. The low dependence of the relative profit on the length of the lines of operation is also shown.

Autophagy triggered by iron-mediated ER stress is an important stress response to the early phase of Pi starvation in plants.

Inorganic phosphate (Pi) is essential for plant growth. However, Pi is often limiting in soil. Hence, plants have established several mechanisms of response to Pi starvation. One of the important mechanisms is Pi recycling, which includes membrane lipid remodeling and plastid DNA degradation via catabolic enzymes. However, the involvement of other degradation systems in Pi recycling remains unclear. Autophagy, a system for degradation of intracellular components, contributes to recycling of some nutrients, such as nitrogen, carbon, and zinc, under starvation. In the present study, we found that autophagy-deficient mutants depleted Pi early and exhibited severe leaf growth defects under Pi starvation. The main cargo of autophagy induced by early Pi depleted conditions was the endoplasmic reticulum (ER), indicating that ER-phagy, a type of autophagy that selectively degrades the ER, is involved in the response to the early phase of Pi starvation for contribution to Pi recycling. This ER-phagy was suppressed in an INOSITOL-REQUIRING ENZYME 1 double mutant, ire1a ire1b, in which ER stress responses are defective, suggesting that the early Pi starvation induced ER-phagy is induced by ER stress. Furthermore, iron limitation and inhibition of lipid-reactive oxygen species accumulation suppressed the ER-phagy. Interestingly, membrane lipid remodeling, a response to late Pi starvation, was accelerated in the ire1a ire1b under early Pi-depleted conditions. Our findings reveal the existence of two different phases of responses to Pi starvation (i.e. early and late) and indicate that ER stress-mediated ER-phagy is involved in Pi recycling in the early phase to suppress acceleration of the late phase.

Multidisciplinary Approaches to Food and Foodways in the Medieval Eastern Mediterranean Edited by Sylvie Yona Waksman (Archéologies 4). Lyon: Maison de l’Orient et de la Méditerranée 2020. Pp. 508. €65. ISBN 978-2-35668-070-9 (paper).

<i>Multidisciplinary Approaches to Food and Foodways in the Medieval Eastern Mediterranean</i> Edited by Sylvie Yona Waksman (Archéologies 4). Lyon: Maison de l’Orient et de la Méditerranée 2020. Pp. 508. €65. ISBN 978-2-35668-070-9 (paper).