Ship Channel Research Articles

Using vessels of opportunity for determining important habitats of bottlenose dolphins in Port Phillip Bay, south-eastern Australia.

Understanding species' critical habitat requirements is crucial for effective conservation and management. However, such information can be challenging to obtain, particularly for highly mobile, wide-ranging species such as cetaceans. In the absence of systematic surveys, alternative economically viable methods are needed, such as the use of data collected from platforms of opportunity, and modelling techniques to predict species distribution in un-surveyed areas. The present study used data collected by ecotourism and other vessels of opportunity to investigate important habitats of a small, poorly studied population of bottlenose dolphins in Port Phillip Bay, south-eastern Australia. Using 16 years of dolphin sighting location data, an ensemble habitat suitability model was built from which physical factors influencing dolphin distribution were identified. Results indicated that important habitats were those areas close to shipping channels and coastlines with these factors primarily influencing the variation in the likelihood of dolphin presence. The relatively good performance of the ensemble model suggests that simple presence-background data may be sufficient for predicting the species distribution where sighting data are limited. However, additional data from the center of Port Phillip Bay is required to further support this contention. Important habitat features identified in the study are likely to relate to favorable foraging conditions for dolphins as they are known to provide feeding, breeding, and spawning habitat for a diverse range of fish and cephalopod prey species. The results of the present study highlight the importance of affordable community-based data collection, such as ecotourism vessels, for obtaining information critical for effective management.

Bringing a justice lens to ocean access

AbstractMaritime spaces have transformed rapidly the last decades. Open waters and beaches have become restricted and sometimes privatized enclosures. Different forms of extractivism have led to biodiversity loss and in particular to declining fish populations. Additionally, large-scale coastal and marine infrastructure projects, such as deepening and widening of shipping channels, have destroyed important habitats. These profound socio-ecological transformations have had an impact on geographies of resource access and control and consequently on the ability of actors to access, use and benefit from coastal and marine space. Moreover, changes in the lending policies of local banks have posed additional and severe challenges for fishers’ ability to fish. Such processes effect in particular the livelihoods of coastal and small-scale fisher communities and consequently increase existing inequalities and injustices. We suggest to bring the literature on ocean justice and access and property into dialogue and develop a heuristic for analysing inequalities and justice claims. Based on qualitative case studies focussing on the Sicily (Italy), the Elbe estuary (Germany) and the Lofoten (Norway), we show that investigating access relations facilitates the identification of unequal societal relationships with nature. Our cases illustrate that power relations in which privatization processes and access relations are embedded, determine whether injustices can be translated into justice claims and how successful these claims are. Moreover, unequal socio-ecological relations are also influenced by what we call translocal justice. Translocal justice is often lost in processes of commodification, privatization and in the rescaling of political authority and power, as local ties and confidential relationships vanish.

Exploring Deep Learning Methods for Short-Term Tide Gauge Water Level Predictions

Accurate and timely water level predictions are essential for effective shoreline and coastal ecosystem management. As sea levels rise, the frequency and severity of coastal inundation events are increasing, causing significant societal and economic impacts. Predicting these events with sufficient lead time is essential for decision-makers to mitigate economic losses and protect coastal communities. While machine learning methods have been developed to predict water levels at specific sites, there remains a need for more generalized models that perform well across diverse locations. This study presents a robust deep learning model for predicting water levels at multiple tide gauge locations along the Gulf of Mexico, including the open coast, embayments, and ship channels, all near major ports. The selected architecture, Seq2Seq, achieves significant improvements over the existing literature. It meets the National Oceanic and Atmospheric Administration’s (NOAA) operational criterion, with the percentage of predictions within 15 cm for lead times up to 108 h at the tide gauges of Port Isabel (92.2%) and Rockport (90.4%). These results represent a significant advancement over current models typically failing to meet NOAA’s standard beyond 48 h. This highlights the potential of deep learning models to improve water level predictions, offering crucial support for coastal management and flood mitigation.

Overwintering humpback whales adapt foraging strategies to shallow water environments at the mouth of the Chesapeake Bay, Virginia, USA

AbstractSome humpback whales from the Northwestern Atlantic population forgo migration to the Caribbean, spending winter months feeding along the U.S. mid‐Atlantic coast. We studied the foraging behavior of these whales at the mouth of the Chesapeake Bay, Virginia during winter from 2017 to 2022. While shipping channels here reach depths of up to 30 m, most of the area is 11–15 m deep. This shallow‐water environment poses physical constraints on classical humpback whale feeding modes. We deployed 20 digital acoustic tags (DTAGs) on humpback whales and identified foraging lunges from accelerometer data, detecting 788 lunges from 10 animals. Tagged whales averaged a single lunge per dive, lunging primarily in a horizontal orientation, with limited maneuvering compared to other study sites. Our results indicate that some elements of humpback whale foraging behavior are conserved across environments, but that the shallow depths in our study area constrain how animals are able to feed. The relatively high lunge rates we observed suggest this area is an important foraging ground. However, foraging in shipping channels increases the risk of ship strikes, which frequently occur in this area.

Optimization of Prevention of Hazards MV. Meratus Kariangau Ship Running Across Entering the Narrow Waterflow of the Barito River

This research aims to Optimize the Prevention of the Occurrence of Shipwreck Hazard of MV Meratus Kariangau when Entering the Narrow Shipping Channel of the Barito River. This research method uses a qualitative method with a descriptive approach. For primary data collection techniques obtained from the results of interviews and observations, while for secondary data collection techniques obtained from tidal data in the Barito river, then from journals related to this research, books and others. The results of this study indicate are a). Indication of overdraft when entering the narrow shipping channel, b). Lack of attention to UKC and Tidal Tables, c). Human error from the watch officer who did not pay attention to the tide list. Preparations that must be made by the MV. Meratus Kariangau before entering the narrow shipping channel of the Barito river to avoid the danger of running aground are a) The duty officer and the skipper must operate the navigation equipment on the ship, for example Radar, Echo sounder, GPS. b) The duty officer prepares a map of the narrow shipping channel to be passed. c) The duty officer asks the Engine Control Room (ECR) to ensure that the engine is ready to pass through the narrow shipping channel d) The duty officer calculates the UKC and Squat on the shipping channel to be passed e) The crew conducts a grounding drill to know their duties and responsibilities when running aground f) The skipper and duty officer apply P2TL rule 9 on Narrow channel.

Sedimentation analysis in the shipping lanes of Tanjung Rhu Port, Belitung

Abstract Ports are a vital infrastructure needed to optimize the transportation and utilization of marine resources. As an essential means, shipping lanes must be in good condition so that the sea transportation process runs smoothly. This paper analyzes the sedimentation conditions in the shipping lane at the Tanjung Rhu port in Belitung. The investigation used a numerical model with Delft3D to predict shipping channel sedimentation over 10 years. Based on the simulation results, sedimentation occurred at the mouth of the shipping channel because the current speed was low in that area. This fact is due to conditions in the field, namely that it is difficult for ships to enter this route. Negligence can cause a ship to run aground, especially when seawater conditions are low.

Implementation of ISPS Code Security Level 2 at the Time the Ship Entered the Pontianak Navy Line to Prevent Security Threats Load at KM. Meratus Benoa

This research aims to implement ISPS Code Security Level 2 when the ship enters the Pontianak shipping channel to prevent cargo security threats on KM. Meratus Benoa. The time used by researchers to conduct research for 11 months and 13 days, starting from March 11, 2023-24 February 2024. KM. Meratus Benoa is one type of container deck ship managed by PT Meratus Line. This research method uses qualitative methods using Phenomenological research strategies. This data source collection technique is obtained from direct observation, interviews with ship crews and several journals related to this research. The results of this study indicate that the implementation of ISPS Code Security Level 2 when the ship enters the Pontianak shipping channel to prevent cargo security threats on KM.Meratus Benoa, namely by, a) Involving various efforts and activities such as patrols, security drills and additional supervision. Crew awareness and external support are also factors that influence the effectiveness of ISPS Code Security Level 2 implementation. b) There are coordination and training efforts carried out by ship officers to improve crew preparedness in dealing with security threats. As for the efforts made to prevent cargo security threats on KM Meratus Benoa by a) Restricting access to the ship and inside the ship to prevent unauthorized access, adding bulkheads to the pilot ladder door to increase security, adding guard officers and optimal division of guard duties when the ship enters a high-risk port area. b) conducting annual security exercise trials on a regular basis.

Application of qualitative modelling to improve system understanding of the stressed elbe estuary

An estuary is a complex system that encompasses numerous, complex interactions between environmental factors and processes that are directly or indirectly influenced by human activities. A well-studied estuary is the Elbe estuary, which is under pressure from human activities. About 2300 publications focus on scientific aspects of its hydrology, morphodynamics, biology, chemistry or a combination of these, covering water, sediment and human interventions, among other topics. While it is important to understand the processes, selecting actions to improve the system should be based on a deep understanding of the estuary system as a whole and a confrontation with the complex interrelationship of the components that make up the estuary. This can be overwhelming, as most humans are able to understand only three or four indirectly related parameters simultaneously, whereas numerous variables are interlinked and affect each other in the environment. The resulting reluctance to address such an issue combined with a lack of common language of citizens, scientists and planning authorities can hamper public acceptance of management measures.In this paper, we use the software iModeler to describe the Elbe estuary in its complexity as a stressed system and present results from the application of the model by a group of scientists from different backgrounds. This model is not intended to be an alternative to – for example – mathematical-hydrological modelling. It also does not claim to be factually correct, and it is certainly not complete. It should be seen as an exercise to deal with complex interactions in a simple way and to develop a deeper understanding of the system. Participants in the exercise defined 46 factors and 112 direct linkages. The model identified contaminant availability, turbidity and nutrient concentrations as the stressors with the greatest impact on the quality of the Elbe estuary. Dredging of shipping channels was the activity with the greatest negative impact, and extending nature protection areas would have the highest positive effect.The results of the model, although subjective to some extent, were plausible when compared to the literature. The possibility of describing a more differentiated cause-effect relationship for some factors and their direct connection would have been beneficial. However, such collaborative qualitative modelling facilitates knowledge sharing, can reveal indirect effects and raises awareness of those factors that are strongly interwoven within system, and would have a large cumulative effect on the respective goal.

A baseline assessment of contamination in the Sacramento deep water ship channel

The Sacramento Deep Water Ship Channel (SDWSC) in the San Francisco Estuary, which is an active commercial port, is critical habitat for pelagic fish species including delta smelt (Hypomesus transpacificus), longfin smelt (Spirinchus thaleichthys), and Sacramento perch (Archoplites interruptus). Pelagic organism decline has been attributed to covarying factors such as manipulation of habitat, introduction of invasive species, decrease in food production, and contaminant exposure. Quantification of bioavailable toxicant loads in the SDWSC is limited despite previous surveys that have detected elevated contaminant concentrations in the sediments. Therefore, the focus of the present study was to characterize the bioavailability of the contaminants in the SDWSC from six sites along the channel. At each site, organochlorine pesticides (OCPs), pyrethroid insecticides, polyaromatic hydrocarbons (PAHs), and polychlorinated biphenyls (PCBs) were quantified in sediment, zooplankton, and suspended solids. In addition, Tenax extraction was used to measure the bioaccessible fraction of sediment-associated contaminants freely dissolved in the water. Bioaccessible contaminants in the sediment provided an uptake route for these stressors into invertebrates and fish with bioaccessible OCPs being found at all sites, particularly 4,4′-dichlorodiphenyldichloroethylene (DDE). Bifenthrin was the only pyrethroid detected in the chosen matrices and it was found at concentrations below levels of concern. Bioaccessible PAHs were found at all sites, with highest detections for phenanthrene and pyrene. No PCBs were detected in sediments, but were detected in both suspended solids and zooplankton. Contaminant concentrations overall were significantly higher in suspended solids, followed by zooplankton and sediments. The highest sediment concentrations of DDE, fluoranthene, pyrene, and dibenzo[a,h]anthracene exceeded sediment quality benchmarks indicating potential risk to sediment-dwelling species. Finally, elevated contaminant levels were found in both suspended solids and zooplankton, suggesting additional risk to pelagic species in the SDWSC.

Dead on the Beach? Predicting the Drift of Whale Remains Improves Management for Offshore Disposal

Whale mortality and strandings have increased in recent years, with deceased whales often brought to landfill. However, the disposal of whale remains offshore holds significant ecological importance and can be a culturally and ethically sensitive approach. Moreover, offshore disposal mitigates potential risks associated with onshore whale remains disposal, such as the spread of diseases and the logistical challenges of managing large carcasses. A challenge with offshore disposal is defining the best release location to avoid the remains drifting ashore or into shipping channels. Here we compared the drift model outputs using a drift forecast model (SARMAP) for a 14 m whale carcass that was moved offshore in southeast Queensland, Australia, and fitted with a satellite tracker over an observation period of 150 h until positioning signal ceased. The modelling was conducted using different ocean products (BLUElink, HYCOM, and Copernicus), which showed a good agreement with the tracked whale carcass, albeit with changing wind conditions and contrasting currents flowing northward along the coast and, further offshore, flowing south. This case study illustrated that wind was the foremost driver of carcass drift due to the surface area above the water surface. The drift forecast simulations allowed for a reliable prediction of the floating whale drift that can assist authorities with decision making. Offshore disposal of whale carcasses is a sustainable practice but requires good planning and scientific assessment.

Behavioral hotspots of bottlenose dolphins in industrialized ship channels

Anthropogenic activity in coastal areas can damage marine habitats and alter marine mammal behavior and habitat use. Understanding behavioral associations with diverse habitat features in industrialized coastal areas is crucial for marine mammal conservation management. A shore-based digital theodolite was used to assess the behavioral states and habitat use of common bottlenose dolphins (Tursiops truncatus) off Port Aransas, Texas across seasons. The relationship between behavioral states and environmental and geographical variables were analyzed. Behavioral hotspots were identified. Dolphins frequently foraged (46%), indicating the area is an important feeding ground. Dolphins also traveled (25%) and milled (22%), with less frequent occurrences of socializing (6%) and resting (1% of observations). Season, time of day, and distance to shoreline were significant predictors of foraging and traveling behavioral states. Dolphins engaged in all behavioral states closer to seawall shorelines than to mangroves and natural seagrass beds, suggesting that hard shoreline features may influence daily activity patterns. Despite daily anthropogenic operations, bottlenose dolphins use features of the industrialized area (i.e., deeply dredged channels, human-engineered seawalls) to engage in a variety of behaviors. Monitoring of dolphin behavioral states and habitat use in active ship channels are needed to assess changes from baseline data from increasing coastal development and vessel activities.

Genetic and phenotypic diversification in a widespread fish, the Sailfin Molly (Poecilia latipinna)

Widespread species often experience significant environmental clines over the area they naturally occupy. We investigated a widespread livebearing fish, the Sailfin molly (Poecilia latipinna) combining genetic, life-history, and environmental data, asking how structured populations are. Sailfin mollies can be found in coastal freshwater and brackish habitats from roughly Tampico, Veracruz in Mexico to Wilmington, North Carolina, in the USA. In addition, they are found inland on the Florida peninsula. Using microsatellite DNA, we genotyped 168 individuals from 18 populations covering most of the natural range of the Sailfin molly. We further determined standard life-history parameters for both males and females for these populations. Finally, we measured biotic and abiotic parameters in the field. We found six distinct genetic clusters based on microsatellite data, with very strong indication of isolation by distance. However, we also found significant numbers of migrants between adjacent populations. Despite genetic structuring we did not find evidence of cryptic speciation. The genetic clusters and the migration patterns do not match paleodrainages. Life histories vary between populations but not in a way that is easy to interpret. We suggest a role of humans in migration in the sailfin molly, for example in the form of a ship channel that connects southern Texas with Louisiana which might be a conduit for fish migration.

NEED FOR SIGNS ON THE SEGARA ANAKAN RIVER, CILACAP REGENCY

The Segara Anakan River is a shipping channel with a channel length of 17.8 miles that serves the Seleko – Kampung Laut Route in Cilacap Regency. The condition of shipping flows in Segara Anakan is irregular due to the lack of river signs as a means of regulating traffic to create safe, secure and smooth river transportation. This research aims to determine the number of river signs needed and evaluate existing river signs. This research was carried out by reviewing field conditions and then conducting qualitative descriptive analysis in accordance with Perditjenhubdat Number: KP. 4755 / AP005 / DRJD / 2020 concerning Technical Guidelines for River and Lake Signs. Conditions in the field are that the number of signs installed is 5 compared to the supposed number of 9. The research conclusion is that the number of river signs needed in the Segara Anakan channel is 25 signs with details of 6 prohibitive signs, 3 mandatory signs, 2 warning signs. The required river signs must meet technical specifications in accordance with applicable regulations both in terms of size of sign leaves, sign poles and manufacturing materials.

Discrete Distribution Model of Ship Noise Source in Shipping Channel

Ship noise plays an important role in low-frequency ocean ambient noise. With the increasingly busy sea traffic, the randomness of the spatiotemporal distribution characteristics of ship noise is also increasing. However, most ships sail in a relatively fixed range in different sea areas. Most of the previous studies assumed that the ship noise sources in shipping channel satisfy a uniformly distribution, actually all kinds of large ships are not uniformly distributed in the shipping channel, and there are also many small boats distributed on the channel that contribute significantly to low-frequency ocean ambient noise. The channel within a certain sea area will be divided into different regions, and ship information (AIS) in different regions will be analyzed statistically in this paper. It is assumed that the ship noise sources in different channel regions are discrete point noise sources that obey a certain spatiotemporal statistical distribution, combined with the noise source level models of different types of ships to form a discrete source model of ship noise in shipping channel. Using the ray propagation theory considering the horizontal refraction of sound energy, the vertical distribution of the ship noise level in this sea area is calculated, and compared with the vertical noise level distribution of ship noise source uniform distribution model, the variation range of noise level vertical distribution of two models is close calculated noise level (such as maximum and minimum values) is consistent with the measured data. The discrete source model of ship noise established in this paper may provide a technical support for predicting low-frequency ambient noise characteristics near the channel.

Application of Shore Sediments Accumulated in Navigation Channel for Restoration of Sandy Beaches around Pärnu City, SW Estonia, Baltic Sea

Sandy beaches high in recreation value make up 16% of the over 4000 km long shoreline of Estonia. The shore processes associated with climate change have remarkably accelerated over recent decades. Many sandy shores have suffered from strong erosion, including an excellent former beach at Valgeranna. The jetties, which were built in the 1860s to protect the navigation channel of Port Pärnu from clogging, have prevented natural sediment transport along the coast from south to north. At the same time, the sandy beach in Pärnu is expanding, and part of the sand accumulates with strong storms also in between the jetties, reducing the width of the shipping channel. The channel needs regular dredging, but, so far, the dredged sediment has been taken far away to the open sea and accumulated on the seabed. The current paper addresses the possibilities of using that sand for beach restoration in destructed and eroded areas. An overview of the applied methods and measurements during field studies is given. The results of modelling the processes of wave activity and sediment transport are discussed. The recycling of shore sediments is an important measure in sustainable coastal zone management. Different options and scenarios are analysed in order to find the most reasonable ways to bring sand back onto beaches and stabilize natural processes. Support from the state by working out respective laws and regulations would be motivating as well.

Analysis Of Ramp Needs On The Citanduy River, District Pangandaran West Java Province

The Citanduy River is a shipping channel with a channel length of 110 miles that serves the Kalipucang - Majingklak Route in Pangandaran Regency, West Java with river sign facilities that do not comply with applicable regulations. The aim of this research is to determine the need for river signs and to evaluate existing river signs. The research and analysis method used is a field survey method, then descriptive qualitative and quantitative analysis is carried out in accordance with the Regulation of the Director General of Land Transportation Number: KP. 4755 / AP005 / DRJD / 2020 Concerning Technical Guidelines for River and Lake Signs. The results of this research are that shipping traffic conditions in Majingklak are irregular, even though there are only 3-4 river transportation vessels operating every day, there are 33 private and fishing vessels that traffic in the channel area. The irregularities are caused by the lack of river signs as a means of regulating traffic to create safety, security, order and smooth ship traffic. Conditions in the field are that the number of signs installed is 3 units. The total need for Citanduy river signs is 19 units of Guidance signs with details of D.4 as 3 units, D.22 as many as 3 units, D.21 as many as 2 units, D.23 as many as 4 units, D.24 as many as 4 units, D.6 2 units, D.7 1 unit.

Study of Shellfish Growing Area During Normal Harvesting Periods and Following Wastewater Overflows in an Urban Estuary With Complex Hydrography

Viral testing combined with hydrographic studies is considered standard good practice in determining microbiological impacts on shellfish growing areas following wastewater overflows. In this study, norovirus genogroup I and II, indicators of viral contamination (F-RNA bacteriophage genogroup II (F-RNA GII), crAssphage, pepper mild mottle virus) and Escherichia coli were monitored during periods of normal harvesting and following overflows in two commercial shellfish growing areas in Otago Harbour (Aotearoa New Zealand). Dye tracing, drogue tracking and analysis of particle tracking modelling were also undertaken to assess the dispersion, dilution and time of travel of wastewater discharged from a pump station discharge that impacts the growing areas. Norovirus was not detected in any of the 218 shellfish samples tested. PMMoV and crAssphage were more prevalent than F-RNA GII as determined by RT-qPCR. The dye study indicated long residence time of the waters (≥5 days) in the embayment impacted by the discharge. No relationships were found between the concentrations of viral indicators or E. coli and wastewater dilution, distance between the discharge and the growing areas or time since the last overflow. For the three spills studied (≤327 m3), there was little evidence of microbiological impact on the growing areas. This was likely associated with a deep shipping channel that enhances water flushing in the harbour and reduces contaminant transport to the growing areas. We recommend flexibility in the approach for closure/reopening growing areas impacted by spills, particularly for small duration/volume spills and when norovirus is not present in the community.

Implementasi Multibeam Echosounder sebagai Alat Bantu Pencarian Rambu Penuntun yang Runtuh di Alur Pelayaran Sungai Kapuas Pontianak

The Pontianak Kapuas River has a narrow shipping lane with a one-way route system. To reduce the danger in sailing in the shipping channel, a navigation tool is needed in the form of cardinal buoy. Based on the information obtained, there is a cardinal buoy 1 that has collapsed and endangered the shipping lanes. So it is necessary to carry out a hydrographic-bathymetric survey using the Multibeam Echosounder (MBES) technology. This survey aims to identify the coordinates and direction of the cardinal buoy object. The sounding method is a method used to obtain water depth data in the survey area. After processing the data, it was found that the coordinates of the cardinal buoy that collapsed were 0°4'29" N - 109°10'02" E and experienced a position shift of around ± 38 meters. The cardinal buoy that have been found do not block the shipping lanes because of their position as far as 240.39 meters from the shipping lanes. For this reason, the cardinal buoy that has collapsed does not need to be lifted, only a marker bouy is given,

Variability in surge levels in communities adjacent to the Houston Ship Channel industrial Corridor to changes in Hurricane characteristics

ABSTRACT The sensitivity of hurricane-driven storm surge in the Houston Ship Channel Industrial Corridor to variations in storm characteristics is studied. Hurricane surge from Hurricane Ike from 2008 was simulated using the Delft3D Flexible Mesh model. Use of the HURDAT2 wind parameter database allowed alteration of relevant hurricane characteristics to develop these alternate scenarios. Moving the actual landfall location of Ike toward the southwest at a distance of 50 km yielded a 123% increase at Manchester relative to observations during the storm. Relocation of the landfall location 200 km further southwest caused a 40% decrease in water level at the Galveston Bay entrance relative to observed values, but with a corresponding 50% water level increase at Manchester. Reduction of the storm forward speed to 25% of the actual speed over the nearshore led to a 25% increase in water level in Manchester over recorded values, while a 57% reduction of the storm forward speed over land increased water levels in Manchester by 30%. Incorporating river flow also identified locations where Galena Park’s residual floodwater is likely to remain after flooding. The results of this work can be used to guide modeling efforts of storm impacts on areas with narrow waterways.

Formation of a strategic management system for a shipping company

Proposals for the formation of a strategic management system in a shipping company are outlined. It is presented in the form of a certain organizational structure, between which internal and external connections are established, carried out thanks to appropriate information support. A scheme for the interaction of elements of the system of strategic management of fleet operations is proposed.Strategic management processes are carried out at the center for the adoption and implementation of strategies in accordance with the developed algorithm. At the same time, a set of tasks is considered to justify individual strategies in the modern conditions of shipping companies operating on inland waterways. The most pressing tasks of the strategic management process of a shipping company are the development, adoption and development of strategies for using the fleet for transportation. At the same time, risk factors caused by the probabilistic nature of changes in the level of the depths of the shipping channel are taken into account. The problem was solved using an economic-mathematical model in a parametric formulation.The specific operational conditions of the fleet in the Yenisei basin are considered. The result of its implementation are proposals for the introduction of a rational strategy for using the fleet in given directions of cargo transportation.