Maritime Transport Operations Research Articles

Operational adaptation of ports with maritime autonomous surface ships

Preliminary research findings suggest that the successful integration of advanced autonomous technologies in cargo ships could provide safer shipping and provide economical benefits. However, the fact that ships can sail with the assistance of autonomous technologies is not sufficient evidence alone to comprehend the promises of autonomous systems for maritime transport operations. Simultaneously, the entire global maritime transport system must also adapt to the advanced autonomous technologies and act interoperable with ships. In this context, this study aims to examine the areas of interoperability requirements with ports for the effective and integrated operation of autonomous cargo ships. In accordance with the purpose of the study, the operational context in which ships and ports interact is determined, and their interoperability in an autonomous maritime transport scenario is analysed. The present study contains the application of a survey questionnaire reflecting the views of experts dealing with ship and port operations. The data collected by the survey questionnaire are analysed by applying multiple regression analysis methods, utilising the IBM SPSS program. This study is in a pioneer position to define the interoperability characteristics to improve port operations to work in harmony with autonomous ships. The findings of this research are anticipated to contribute significantly to shaping the future of smart and autonomous freight transport and logistics.

Maritime Data Collection Framework for Container Port Benchmarking

Container ports play a crucial role in global maritime trade by serving as key transportation hubs for the movement of goods. Their performance differs due to unique local characteristics, creating a need for benchmarking to improve. Trends in trade patterns, supply chains and maritime transport operations can substantially impact on the cargo handling requirement at ports and therefore port performance. The aim of this research is two-fold; first, to examine the current situation, main trends and disruptions affecting maritime container transport and ports, and second, to investigate the key criteria for assessing and benchmarking port performance. Regarding the first objective, for the investigation of the global trends in the liner shipping and container port sector, desk research is performed. Regarding the second, a framework is developed by identifying five areas of interest based on the strategic value of data and selecting the best available data. This allows creating a two-layer data framework that enables the collection of data at the country and port level. The developed framework is applied to gather relevant data points for various container ports, and allows drawing conclusions on the performance of the framework. The results of this research contribute to the understanding of container port performance and may serve as a valuable resource for port operators and researchers in the field. By examining the specific factors that influence port performance, this study provides a foundation for enhancing the comparability of container port operational performance.

Ro-ro and lo-lo alternatives between Mediterranean countries: Factors affecting the service choice

A relevant portion of the scientific literature on Short Sea Shipping (SSS) focuses on the competition of SSS against land transport. In the field of competition, great importance assumes the presence of international programmes that define land and maritime corridors as the TEN-T.The SSS market is defined by two main services: roll on–roll off (ro–ro) and lift on–lift off (lo–lo) services, differing in the typology of loading/unloading of units of load to/from the ships. The paper analyses the competition inside the maritime SSS market, comparing ro-ro vs lo-lo.A discrete choice model, simulating the split between ro–ro and lo–lo services of freight flow exchanged by sea between some Mediterranean countries has been developed, updating old values, previously calibrated, by means of a new dataset. New data, regarding freight flows exchanged by sea between Italy and some MENA countries, transported by lo–lo and ro–ro services, were obtained from EUROSTAT (year 2019).The paper presents the advancement of a research line whose general objective is the evaluation of geographic factors affecting the maritime services in (closed) sea basins.The proposed analysis could support the decisions of maritime transport operators (e.g. shipping lines, carriers, …), who operate with unitised cargos. It could be also suitable to support the analysis of market penetration of the analysed maritime services in other sea basins, such as the Baltic or the Northern ones in Europe. At the end, it could contribute to provide quantitative support to transport planning activities in progress at Euro-Mediterranean level.

Alternative fuels to reduce greenhouse gas emissions from marine transport and promote UN sustainable development goals

The International Maritime Organization (IMO) has placed stricter controls on several aspects of global maritime transport operations to protect the environment. In light of this, the goal of this study is to examine and assess the different prospective paths and technologies that will assist the shipping industry in decarbonizing its operations. We consider how the utilisation of various alternative energy sources reduces greenhouse gas (GHG) emissions from marine transportation and contributes to the promotion of the United Nations Sustainable Development Goals (SGDs). The complexities associated with maritime industry operations using alternative energy sources are also explored. Biofuel as an alternative energy source, including biomethanol and biodiesel, can reduce greenhouse gas emissions in the shipping industry by 25% to 100%. However, the current supply of biofuels can only meet about 15% of the total demand which is not sufficient to sustainably power the entire marine fleet. There are several issues associated with these biofuels, including oxidation, ecological consequences, feedstock availability, technical and operational constraints, and economic factors that must be addressed before their full potential may be achieved.

ПИТАННЯ ВДОСКОНАЛЕННЯ КІБЕРБЕЗПЕКИ МОРСЬКОГО ТРАНСПОРТУ: ЗАРУБІЖНИЙ ДОСВІД

An analysis of modern national publications shows that, although in Ukraine considerable attention is being payed to the general organization of maritime transport security, the due interest has not yet been shown to the new important area, such as the maritime transport cybersecurity. Therefore, the article touches upon the best practices in organizing the cybersecurity of marine ships. The assertion that the general danger of maritime transport has increased significantly in recent years is based on the facts of the introduction of information technology into the operational technologies of maritime transport. The bottom line is that information technology is closely linked to the Internet, and this is what, in the first place, makes the operational technologies of maritime transport open to deliberate external interference, which, according to experts, can provide external control of the vessel with the aim of capsizing, colliding or causing environment disaster. The general concern of the leading maritime states about the situation is confirmed by a number of documents, such as Resolution of the Maritime Security Committee MSC.428 (98), adopted on June 16, 2017 and requiring member states to take into account the management of cyber risks. The paper analyzes a typical approach to the development of an action plan for the organization of maritime cybersecurity on board a ship. The preliminary preparation steps are considered, ranging from updating passwords and software to training the team. It is indicated that today, all over the world, the direct development of such a plan is recommended to be carried out on the basis of the “The Guidelines on Cyber Security onboard Ships”, developed and supported by leading international organizations related to maritime transport operations. The plan created on the basis of this guide, in essence, is to manage cyber risks and boils down to the following: identifying internal and external threats, internal and external vulnerabilities; risk exposure assessment; development of measures to reduce these vulnerabilities; developing contingency plans; developing plans for recovery measures after cyber incidents. The general rise in the culture of personnel to a modern level is a necessary element of ensuring cybersecurity in maritime transport.

Decarbonising short sea shipping operations: examining the efforts and outcomes of a Finnish shipping line’s relevant initiatives

Decarbonisation of maritime transport operations has become a main priority for shipping companies around the world, especially after the adoption of the Initial International Maritime Organization’s (IMO) Strategy on Reduction of Greenhouse Gas (GHG) Emissions from Ships in 2018 that sets the goal of reducing the global shipping emissions by 50% by 2050, as compared to 2008. In a similar direction, the European Union’s (EU) Green Deal initiative was adopted in December 2019 and proposed, among others, the inclusion of shipping in the EU Emissions Trading Scheme (EU ETS) as an additional tool for the achievement of climate neutrality in Europe by 2050. The most recent UN Climate Change Conference (COP26) that was held in Glasgow also increased the momentum for global decarbonisation efforts highlighting the important role and contribution of maritime transport in these overall efforts. This paper discusses the efforts and initiatives undertaken by a Finnish shipping line (Viking Line) for the improvement of its fleet energy efficiency, along with the decarbonization of its operations; initiatives that encompass various technical and operational measures along with the employment of alternative fuels and/or energy sources (such as wind power). According to the findings, significant energy consumption reductions can be achieved at the company level from the implementation of a number of energy efficiency initiatives that presuppose a company organization model focused on sustainable development. Global and regional regulations/ guidelines definitely initiate the introduction of energy efficiency measures, but their effective implementation depends largely on the organizational structure and priorities of individual shipping companies.

How sustainable is liquefied natural gas supply chain? An integrated life cycle sustainability assessment model

• LNG exports are expected to continue to expand, with global estimates ranging from 450 to 700 million tons per annum by 2040. • A global, hybrid life cycle sustainability assessment of the LNG supply chain is performed. • MRIO analysis, Aspen HYSYS, and LNG maritime transport tools are integrated for the first time. • LNG loading (export terminal) is found to be responsible for the highest carbon footprint. • Around 73% of human health impact comes from SRU and TGTU units. Integrating sustainability into the distribution network process is a significant problem for any industry hoping to prosper or survive in today's fast-paced environment. Since gas is one of the world's most important fuel sources, sustainability is more important for the gas industry. While such environmental and economic effects have been extensively researched in the literature, there is little emphasis on the full social sustainability of natural gas production and supply chains in terms of the triple bottom line. This research aims to perform the first hybrid life cycle sustainability assessment (LCSA) of liquefied natural gas and evaluate its performance from the natural gas extraction stage to LNG regasification after delivery through maritime transport carriers. LCSA is used for estimating the social, economic, and environmental impacts of processes, and our life cycle model included the multi-region input–output analysis, Aspen HYSYS, and LNG maritime transport operations sustainability assessment tools. The results spot the light on the most contributors of CO 2 -eq emission. It is found that LNG loading (export terminal) is the source that generated the highest carbon footprint, followed by the MDEA sweetening unit with the contribution of 40% and 24%, respectively. Socially, around 73% of human health impact comes from SRU and TGTU units which are the most contributors to the particulate matter emission. Based on the interpretation of life cycle results, the environmental indicators show better performance in the pre-separation unit and LNG receiving terminal representing a sustainability factor equal to 1. In terms of social and economic impacts, the natural gas extraction stage presents the best performance among all other stages, with a sustainability factor equal to 1. Based on this study's findings, an integrated framework model is proposed. Various suggestions for sustainability strategies and policies that consider business sustainability and geopolitics risk are presented.

Analysis and assessment of environmental threats in maritime transport

The paper discusses the environmental impact assessment of key pollutants generated by vessels during maritime transport operations. For the purposes of this study, a vessel is considered as a system that can be broken down into main subsystems and system components. Maritime shipping is a relatively environmentally-friendly means of moving large cargo over long distances. It is the only mode of transport that can successfully take over cargo from hinterland traffic. Mobility improvements have forced people to use more complex energy sources, which has contributed to the development and upgrading of transport infrastructure. From the economic perspective, maritime transport is currently an optimal transport mode. The fast development of this sector, observed especially on the Far Eastern market, entails the elevated risk of polluting the marine environment as a result of ongoing operations as well as accidents. The objective of this paper is to analyse and evaluate the environmental hazards that may arise from the operation of ERRVs (Emergency Response and Rescue Vessels).

Deniz Ulaştırma İşletmelerinde Entelektüel Sermaye ve Örgüt Performansı Arasındaki İlişkide Yenilikçiliğin Rolü

The main objective of this study is to determine the causal relationships between intellectual capital, organizational performance and innovation in maritime transport firms operating in a global and dynamic competitive environment. It is also another purpose of the study to find out whether there is a mediating variable role in this related innovation. For the purpose of the study, data were collected by survey from 413 executives working in 262 maritime transport operations registered in Istanbul and Marmara, Aegean, Mediterranean and Black Sea Regions Maritime Chamber of Commerce (IMEAK) and Mersin Chamber of Shipping (MDTO). Using the obtained data, research hypotheses were tested with the aid of statistical package programs SPSS 21 and AMOS 21. As a result of the analysis, it was found that the intellectual capital consisting of human, structural and relational capital components has a positive and significant effect on organizational performance and innovation, also innovation has a partial mediating variable effect on this.

Quality management in shipping companies

As international business becomes more competitive, companies are finding that they need to work more effectively to stay in business. Quality assurance has become very important to the majority of production and service companies with international activity. Shipping companies were also required to implement a quality management system. The huge importance of safety in maritime transport operations resulted in the International Safety Management Code (ISM Code) by the International Maritime Organization. The general management system principles embodied by the maritime ISM Code and generics ISO standards, have enabled their complementary application in establishing a quality management system in shipping companies, within a safety management system as its subset.

Czechoslovak shipping in the inter-war period: The maritime transport operations of the Baťa Shoe Company, 1932–1935

This article documents the Baťa Shoe Company’s maritime transport operations between 1932 and 1935, a period in which the Baťa Company was engaged in 35 fields of industry, trade and services other than shoe production. The opening section focuses on the contracts that guaranteed the newly formed Czechoslovakia the right to engage in sea transport, followed by a brief description of maritime transportation developments. The core of the article deals with the efforts of the Baťa Company to operate two former naval vessels to ship its raw materials. The larger vessel, Morava, was intended to deliver goods from Europe to Southeast Asia. On the return leg, she was to haul raw material for footwear manufacturing, mainly rubber and leather. However, Morava only made one trip to Asia, and then transported goods among European ports before being sold just one year later. The smaller vessel, Little Evy, was purchased to transport freight on the Hamburg–Gdynia–Hamburg route. She did so for a year and a half before being sold after a collision, bringing to an end the new nation’s most important maritime transport endeavour of the 1930s. It would be two decades after the Second World War before another naval vessel flew the Czechoslovak flag.

The Civiiiability For Damage's Caused To The Goods From Loading to Discharge BY Sea Carriage

Maritime transport, maritime law is an important issue, and a turning point in the study of the subjects of this type of transport, civil liability to compensate damages to the goods during transit is. Dispute about responsibility for maritime transport operators, technical developments in the various aspects that, in recent decades, formed in marine transport, and has led a variety of contracts, in addition to the transport operators, who spoke of the responsibility as a secondary transport operators, ship owner, tenant, ship, forwarder and drainage contractors, and the arise, so that the works of jurisprudence is visible, the various stages of transportation, and the responsibility of identifying persons involved in each of these steps, based on domestic and international jurisprudence, the objectives of this article.

The Application of Information Technologies for the Development of the Arab Bridge Maritime Company Maritime Transport Operations

The Arab Bridge Maritime Company suffers seasonal trailers congestions on its liner service across the Gulf of Aqaba due to several problems, this research focuses on identifying the trailers congestions problems, constraints, and business challenges affecting the efficiency of the maritime and land transport operation on the overall transportation chain of supply for the company and carry out the necessary reengineering process on the day to day operations processes for a better ships efficient operation, smooth flow of trailers, and better customer satisfaction by utilizing three information technologies, the LRIT, RFID and SMS, taking into consideration the business environment, i.e. limited city and port infrastructure, seasonal increase in trailers movement, available technologies in the market and ABM ships capacity.

Knowledge Resource in Maritime Transport Industry: A Case Analysis

In recent years, maritime transport operators (i.e. port operators, shipping lines and freight forwarders) have been faced with a rapidly changing business environment. As a result of this, they have been forced to make complex decisions in ways that will allow them to effectively respond to these environmental challenges. This paper attempts to examine which environmental challenges maritime transport operators consider to be most serious, and tries to determine what resource may help the maritime transport operators to successfully cope with these dynamic environmental challenges. Drawing from key theories and practices in strategic management, this paper suggests that knowledge resource would be a key resource that may help maritime transport operators to survive in the dynamic marketplace. A case analysis which targets Korean maritime transport companies is conducted in order to empirically examine the effectiveness of knowledge resource, in both reducing environmental uncertainty and in helping companies to flexibly respond to the environmental challenges with which they are faced. Following this, propositions for maritime operators will be then suggested.

Restructuring Taiwan's port state control inspection authority

Abstract To improve marine transportation safety, countries around the world have established authorities dedicated to implementing port state control (PSC). Appropriate measures have also been taken to ensure that these dedicated organizations are given enough power to carry out their duties independently and credibly as a safety mechanism. In contrast, Taiwan's existing PSC inspections are administrated by commercial port authorities, causing impartiality. The disadvantages of such a system become evident when a ship is found to have critical faults, because commercial port authorities have difficulty deciding whether the ship should be detained. Under such circumstances, the impartiality and objectivity of these port authorities are often questioned. Therefore, the restructuring of port authorities to improve dedication and objectivity is a critical issue in the implementation of PSC. This research uses three stages of methodology: (1) the in-depth expert interviews aim to gather information; (2) the Analytic Hierarchy Process (AHP) calculates the weight of guidelines and evaluates feasible solutions. Port state control officers (PSCOs), maritime transport operators, and the staffs of competent authorities are used as the respondents of this expert questionnaire; and (3) the close-loop questionnaire survey evaluates and confirms the results of the above two research processes. The objective of this research is to create the best solution for introducing an independent authority dedicated to managing Taiwan's PSC tasks. Based on the evaluation of this research study, the optimal solution is to establish an independent government agency under the Ministry of Transportation and Communications (MOTC). An alternative optimal solution is to form a PSC committee under MOTC, which would serve as a temporary measure if legislation for establishing an independent government agency is delayed. These solutions would improve the PSC in Taiwan and strengthen marine transportation safety.

The liberalization of shipping in Taiwan

Maritime transport has become well developed in Taiwan, which is located in the western Pacific Rim. Following the model of traditional maritime nations, Taiwan's government enacted some shipping-friendly measures to help the industry in its early expansion stage. Nevertheless, government authorities have taken actions to liberalize the operations of the maritime-transport sector over the past 10 years. This paper focuses on how the liberalization measures were proposed and implemented including the process and reasons behind the formulation of governmental policies, the interaction between domestic shipping operators and the government. In addition, this paper presents a comprehensive review of the liberalization policy's impact on domestic maritime transport operators.

Improvements in Transport through the Organization of Ship Movement

For hundreds of years ships have roamed the oceans at random, serving the trades according to the prevailing supply and demand; each vessel taking care of itself, none caring about the whole transport and traffic pattern, but each one willing to assist and save unfortunate brothers in distress. This historic and very individualistic pattern of maritime transport operations, with as little interference, regulation and control as possible, is called by some ‘freedom of the sea’. In the minds of generations of seafarers there is instilled the idea that this utter freedom of operation was in essence the proper interpretation of being master under God. Away from the home port nobody could interfere in the way the ship was managed or the voyage proceeded. Even selling the ship abroad was a possibility on which the master could decide.