Transport Entities Research Articles

A three-dimensional co-continuous network structure polymer electrolyte with efficient ion transport channels enabling ultralong-life all solid-state lithium metal batteries

Solid polymer electrolytes (SPEs) have emerged as one of the most promising candidates for the construction of solid-state lithium batteries due to their excellent flexibility, scalability, and interface compatibility with electrodes. Herein, a novel all-solid polymer electrolyte (PPLCE) was fabricated by the copolymer network of liquid crystalline monomers and poly(ethylene glycol) dimethacrylate (PEGDMA) acts as a structural frame, combined with poly(ethylene glycol) diglycidyl ether short chain interspersed serving as mobile ion transport entities. The preparaed PPLCEs exhibit excellent mechanical property and outstanding electrochemical performances, which is attributed to their unique three-dimensional co-continuous structure, characterized by a cross-linked semi-interpenetrating network and an ionic liquid phase, resulting in a distinctive nanostructure with short-range order and long-range disorder. Remarkably, the addition of PEGDMA is proved to be critical to the comprehensive performance of the PPLCEs, which effectively modulates the microscopic morphology of polymer networks and improves the mechanical properties as well as cycling stability of the solid electrolyte. When used in a lithium-ion symmetrical battery configuration, the 6 wt%-PPLCE exhibites super stability, sustaining operation for over 2000 h at 30 °C, with minimal and consistent overpotential of 50 mV. The resulting Li|PPLCE|LFP solid-state battery demonstrates high discharge specific capacities of 160.9 and 120.1 mA h g−1 at current densities of 0.2 and 1 C, respectively. Even after more than 300 cycles at a current density of 0.2 C, it retaines an impressive 73.5% capacity. Moreover, it displayes stable cycling for over 180 cycles at a high current density of 0.5 C. The super cycle stability may promote the application for ultralong-life all solid-state lithium metal batteries.

Effects of the Queue Discipline on System Performance

Queue systems are essential in the modelling of transport systems. Increasing requirements from the beneficiaries of logistic services have led to a broadening of offerings. Consequently, models need to consider transport entities with priorities being assigned in relation to the costs corresponding to different classes of customers and/or processes. Waiting lines and queue disciplines substantially affect queue system performance. This paper aims to identify a solution for decreasing the waiting time, the total time in the system, and, overall, the cost linked to queueing delays. The influence of queue discipline on the waiting time and the total time in the system is analysed for several cases: (i) service for priority classes at the same rate of service with and without interruptions, and (ii) service for several priority classes with different service rates. The presented analysis is appropriate for increasing the performance of services dedicated to freight for two priority classes. It demonstrates how priority service can increase system performance by reducing the time in the system for customers with high costs. In addition, in the considered settings, the total time in the system is reduced for all customers, which leads to resource savings for system infrastructures.

ПРОБЛЕМИ ДЕРЖАВНОГО РЕГУЛЮВАННЯ І СТРАТЕГІЧНОГО РОЗВИТКУ ТРУБОПРОВІДНОГО ТРАНСПОРТУ УКРАЇНИ ТА ШЛЯХИ ЇХ ВИРІШЕННЯ

The article defines the purpose of pipeline transport in the system of the national economy, its cost-effectiveness factors, a list of transportation objects, features of technical and technological cycles and infrastructure. The legal principles of regulation of pipeline transport activity are summarized. It has been established that the legislation on pipeline transport regulates relations at all stages of its creation and operation, establishing guarantees for the safety of life and health of the population, ensuring the protection of the natural environment and national wealth of Ukraine from possible negative effects during the operation of objects of this type of transport. Legal objects of transportation by pipeline transport have been identified. The spheres of economic relations in the field of pipeline transport, the principles of implementation of state policy, forms of ownership of its objects in general and special cases in the context of Ukraine's ratification of the Protocol on Ukraine's Accession to the Treaty on the Establishment of the Energy Community are summarized. State management bodies in the field of pipeline transport, their powers are systematized. It is shown that the entities contributing to the allocation of land for its facilities have the priority right to supply pipeline transport products. The peculiarities of the management of pipeline transport facilities in terms of interaction with each other, as well as with the Ministry of Defense of Ukraine and the Headquarters of the Civil Defense of Ukraine have been determined. The purpose of state control in the field of pipeline transport, carried out by state administration and local self-government bodies, as well as the content of the operational activities of pipeline transport entities is defined. The content of the legal liability of violators of the legislation of Ukraine on pipeline transport and the reasons for its occurrence are summarized. The strategic foundations of the development of pipeline transport of Ukraine based on the combination of three business platforms: "Gas business", "Supply to end users" and "Low-carbon businesses" are substantiated. It was established that the main points of the strategic plans of OGTSU are: transitional fuel, joining the "Energy Systems Integration Strategy" of the EU; shift of gas transportation priorities from fossil to renewable ones; allocation of biomethane as a priority type of fuel and an important source of decarbonization of the economy; ensuring ecological, affordable and reliable spread of compressed natural gas transportation.

Transit Coordination in the U.S.: A Survey of Current Practice

As cities expand and travel patterns become more complex, transit passengers are becoming increasingly dependent on multiple systems to satisfy their daily travel needs. To facilitate seamless travel, comprehensive service planning, design, and operation are essential. In some cases, regional entities have integrated routes, timetables, and ticketing based on a common set of planning, investment, and marketing principles. The authors administered a nationwide survey of transit operators to explore the following areas of integration: fare policy/media, service scheduling, information coordination, facility and vehicle coordination, and interagency agreements. According to survey results, the nature and extent of integration varied by size of region and type of integration. Respondents identified challenges to coordination, including financial and political commitment. Furthermore, for integration to be successful, regional and local transport entities must work together to ensure that service providers participate in coordinative strategies, balancing the interests and needs of passengers, operators, and residents.

Determinants of COVID-19 Infections on Sea-Going Ships and Their Socio-Economic Consequences for Seafarers and Shipowners in Terms of Modeling Ship Emergency Procedures

The COVID-19 pandemic has caused many negative socio-economic consequences for seafarers and shipowners of such importance that, on the one hand, it inspired and, on the other hand, it became an impulse to undertake research in this direction. It seems that avoiding at least some consequences would be possible if both shipowners and ship masters operated based on safety management procedures strictly adapted to the pandemic situation. Of course, many crisis management procedures have been developed in maritime practice so far. Still, they mainly relate to such events as maritime incidents, maritime accidents, maritime disasters, oil spills, terrorist attacks, or sea piracy. However, they do not consider the specificity of a crisis situation created for the safety of the ship’s crew by the global pandemic. Its appearance made all maritime transport entities, especially shipowners, aware of the lack of preparation for such an eventuality. Based on the general recommendations of international organizations, such as the WHO (World Health Organization) or the IMO (International Maritime Organization), they began developing and implementing urgent procedures for handling ships under COVID-19 conditions. Since the recommendations were formulated generally and the pandemic spread very quickly, the prevention and response procedures for a ship found to be affected by COVID-19 were developed ad hoc and, therefore, were often flawed. Consequently, it was concluded that it is worth creating a universal model of the procedure for dealing with a sea-going ship in pandemic conditions and reducing the adverse socio-economic consequences for shipowners and seafarers. This became the primary goal of the research undertaken in this direction, and this goal was closely related to the adopted central research hypothesis. The substance of the matter comes down to the fact that knowledge of the factors causing coronavirus infections will allow the development and implementation of effective procedures for handling ships in pandemic conditions. It will also reduce the risk and consequences of coronavirus infections. COVID-19 infections can be caused by many factors that are beyond the control of the shipowner and the ship’s captain. Still, there are also those factors that they can control and thus eliminate or at least reduce the risk of contracting the coronavirus by the crew. Thus, their correct identification, ranking their importance in terms of the risk of infection, and then focusing on the elimination of the most important of them is the basis for building a universal model, in the sense of the possibility of applying to any sea-going ship in pandemic conditions. The work includes RCA (Root Cause Analysis), stratification analysis, weighted Ishikawa diagram, and Lorenz-Pareto chart. The primary sources of information used in the research came from the literature review, the analysis of normative acts, the analysis of documentation and procedures on board ships in pandemic conditions, questionnaire research, direct and focus interviews, and participant observation.

Механизмы и инструменты управления развитием логистической инфраструктуры морских портов Каспийского региона

Development of the logistics infrastructure of the seaports in the Caspian region is conditioned by their geographical location in the south of Russia and by high transit potential on the Trans-Caspian route of the international transport corridor North-South. The lack of inter-organizational coordination, as well as the limited investment opportunities of sea terminal operators do not allow to compete with the transnational transport and logistics companies engaged in foreign trade transportation along the vectors “West-East” and “North-South”. Increasing the competitiveness of the seaport logistics operators in the Caspian region can be possible as a result of the development of a mechanism that coordinates the interaction of transport and logistics services market entities and the state based on the centralization of logistics infrastructure development management functions at the macro-, meso- and micro levels. The subjects of management are defined: a single operator at the federal level, an information and analytical center of the port special economic zone of the Astrakhan region at the regional level and a logistics coordinator as a structural subdivision of a Single operator in seaports. Management technologies and tools are presented, management objects at each level are specified. The business process “management of the centered logistics system of the seaport” has been developed to coordinate interactions with the allocation of the subprocess “management of logistics infrastructure development projects”, which allows regulating the sequence and content of subprocesses, implementation tools, incoming and outgoing information flows. The operation of the interaction mechanisms between the entities managing the development of the seaport logistics infrastructure in the Caspian region is illustrated.

Influencing Factor Analysis for the Implementation of Transport Research Results

This paper investigates the conditions and factors that influence the decision to proceed to the implementation of the results of a given research project and (eventually) produce innovation. It does this with reference to research projects in the transport sector, especially Intelligent Transport Systems (ITS), by an investigation in two fronts. On the one hand, by a number of in-depth interviews with well-known experts in the field of transport and on the other by a comprehensive statistical analysis of the results of a pan-European questionnaire survey conducted among transport entities involved in, or related with, transport research. This investigation resulted in a number of interesting factors and conditions that seem to be influencing the (decision for the) implementation of research results in the ITS sector. These factors were derived from a longer list of initial potentially influencing factors that was formulated by our face-to-face interviews as well as an extensive bibliographic search of relevant previous work. Our analysis pointed as the most significant influencing factors: the so-called knowledge assimilation capability of the entity i.e., its ability to analyse, interpret and understand externally acquired knowledge; its ability to exploit new knowledge by changing its processes and adapting them for exploitation; its size; its research experience; familiarity (good working relations) with other research project partners; and issues relating to the thus called “implementation environment” e.g., the customisation and standardisation requirements; the ease with which new business models and entities can be formed and accepted; and the existence of substantial private funds interested in investing in research and innovation activities. Existence of an experienced team and especially the involvement of senior personnel in the research project itself, also plays an important role for the subsequent exploitation/implementation of the results of this research. The results of the study presented in this paper, can help in the planning and setting of the rules of operation (i.e., the terms of reference) for publicly funded research programmes as well as in setting incentives and procedures that would enhance and promote increased implementation of research results in the future.

Assessment of the infrastructure resource of transport component of the AIC of Kazakhstan: criteria and indicators

The goal is to determine the possibilities for development of transport component of the agro-industrial complex of Kazakhstan. Methods - monitoring of indicators for assessing the infrastructure potential of the transport network of the agrarian sector of the republic, economic and statistical, comparative analysis, computational and constructive, allowing to assess the state and dynamics of its infrastructure. Results - the criteria for expanding the scale of transport and logistics system of the agro-industrial complex were considered. The geographical position of the Republic of Kazakhstan allows it to become a transport hub in trade between the States of Europe and Asia, including in terms of the movement of agricultural products, while the determining factor is the development of a modern base for increasing traffic volumes. The role of this component for agroindustrial production, an important sphere of the country's economy, which occupies a special place in a single economic mechanism, significantly influencing the efficiency and competitiveness of agricultural sectors, has been determined. Conclusions - in geographic conditions of Kazakhstan: a large territory, location in the center of Eurasia, the presence of various connections between economic regions, allowing a balanced distribution of agricultural products within the republic and exporting it, development of transport communications, namely roads and various types of structures that contribute to the effective movement of food goods. Thus, it is possible to outline a number of indicators for assessing the development potential of transport infrastructure of the AIC, among which the most important are the creation of a road network and provision of facilities necessary for the full functioning of the country's transport logistics. For this, it is advisable to increase the number of labor and material- technical resources aimed at creating economic transport entities.

Sounds good on paper but problematic in practice: PPP in Ghana's transport sector

The study sought to examine the complexities involved in the implementation of public–private partnerships in the transport sector using the experience of Intercity STC Coaches Limited and private partners in Ghana. The study seeks to contribute to the literature on public–private partnership by examining the implementation challenges associated with the partnership between a public and private transport entities. An exploratory qualitative design through semi-structured interviews and document reviews is adopted for the study. The paper uses the complexity of joint action as the theoretical framework. The study contends that the presence of a challenge, the threat of a challenge or the quest to realize an untapped opportunity offers the basis for a PPP to kick-start. Despite the ideals, there are challenges which impede the effective operationalization of partnerships. These are discussed with clear policy suggestions to address them.

INTERNATIONAL FINANCIAL SUPPORT FOR PUBLIC TRANSPORT AT THE REGIONAL LEVEL

The purpose of the article is to assess the practice of attracting international sources of financial support for public transportation at the regional level, to identify problems with insufficient effectiveness of the implementation of international financial support projects and the formation of solutions at various system levels. It is determined that the main sources of financing of transport entities are self-financing, lending, state and international financial support. The preconditions for the use of credit funds of international financial donors for financing public transport and the conditions for lending to transport entities are described. Peculiarities of public transport lending by way of implementation of the project "Ukraine Urban Public Transport" are analyzed, and it is highlighted that its purpose is to realize the strategic priorities of the transport industry, institutional reforms and informatization. It is clarified that the responsibility for the performance gaps under the project, defined in the assistance agreements, is allocated to the City Councils and / or public transport entities. An assessment of international financial support is made and the reasons for short receipt of funds by transport companies from international financial organizations are specified. The amount of losses on incomplete implementation of the plan of expenditures and provision of credits for the realization of projects in the transport sector of Ukraine is clarified. Inefficiency in finding additional sources of financing of the project "Ukraine Urban Public Transport" is justified due to the impossibility to allocate financial responsibility to a certain project group in case of delay in non-implementation of the project plan at all levels. The organizational and financial mechanism of providing international financing for urban public transport by the European Investment Bank is proposed. It is argued that the mentioned mechanism, in contrast to the existing ones, identifies control points for the flow of financial resources, which provides an opportunity to suggest ways to intensify control activities by observers of the European Investment Bank and the public. The main disadvantage of receiving financing from the European Investment Bank in the framework of the project "Ukraine Urban Public Transport" is identified: obligations to pay VAT to the State budget are allocated to the business entity of the transport sector. The problems of inefficiency of implementation of financing sources of international financial organizations (on the example of the European Investment Bank) are identified and the directions of their solution are offered. The need for coordination of bodies of state supervision at the regional level with the observers' control activity is identified to promote the efficient and meaningful use of international financial sources by economic entities in the transport sector. It is proposed to supplement the state and supranational control with public control functions through the following options for establishing cooperation: 1) interaction of public councils at local self-government bodies with independent observers of international organizations involving auditors of the Accounting Chamber; 2) control of the process of implementation of the credit project of important infrastructure projects, including public transportation, by public organizations of the regional level. Methodology. In accordance with the purpose, the following research methods were used: a systemic approach (in identifying the components of the organizational and financial mechanism of international financial projects and their relationship), methods of comparative and statistical analysis (in assessing the receipt of financial resources from international financial sources). Results. The problems of inefficiency of implementation of financing sources of international financial organizations (on the example of the European Investment Bank) are identified and the directions of their solution are offered. Practical implications. Improving efficiency of using the international sources of financial support at the regional level will contribute to the renewal of the rolling stock of urban public transport, ensure its sustainable operation and development, save jobs at utility enterprises, increase revenues of utility enterprises from the provision of transportation services to the population. Value/originality. The organizational and financial mechanism for providing international financial support for urban public transport by the EIB has been developed, which, unlike the existing ones, identifies control points for grant flows, providing an opportunity to suggest ways to intensify control activities by the EIB observers and the public.

An integrated approach to the analysis and evaluation of the mechanisms of environmental and economic regulation of railway transport, taking into account the state environmental policy in the context of technological development of the economy

The article is devoted to the analysis and evaluation of mechanisms of ecological and economic regulation of railway transport in the conditions of technological development in the interests of their improvement. It is indicated that Russia has developed a system of methods of environmental and economic regulation of railway transport. Attention is drawn to the insufficient effectiveness and efficiency of the current system of environmental and economic regulation mechanisms to encourage railway transport entities to technological modernization. The authors indicate the need to develop a comprehensive approach to the analysis and evaluation of mechanisms, taking into account their interdependence, dependence on internal and external factors, risks of technological development of the transport industry, and the impact of each mechanism on the environment. The article proposes to analyze and evaluate the mechanisms of environmental and economic regulation of railway transport based on the analysis and assessment of their contribution to the goals and objectives of state environmental policy at all levels (national, regional, industry, object). To analyze and evaluate the mechanisms of environmental and economic regulation of railway transport in the interests of implementing the state environmental policy in the context of technological development, an algorithm and indicator for analysis and evaluation are proposed. The authors draw attention to an important element of the analysis and evaluation of the mechanisms of environmental and economic regulation of railway transport-an assessment of the environmental and economic effects of the introduction and use of mechanisms. An algorithm and indicator for evaluating the integral ecological and economic effect of the introduction and use of mechanisms of ecological and economic regulation of railway transport are proposed. The proposed approach is aimed at improving the system of mechanisms for environmental and economic regulation of railway transport, taking into account the environmental imperative of technological development of the economy. The article is based on the results of research work on the topic No. 7280-20 «Improving the mechanisms of environmental and economic regulation of the turnover of fecal waste of railway transport», performed by the authors in 2020.

An Architecture for IoT-Enabled Smart Transportation Security System: A Geospatial Approach

Internet of Things (IoT) in urban transportation systems have been ubiquitously embedded into a variety of devices and transport entities. The IoT-enabled smart transportation system (STS) has thus gained growing tractions amongst scholars and practitioners. However, several IoT challenges in relation to cyber–physical security are exposed due to the heterogeneity, complexity and decentralization of the IoT network. There also exist geospatial security concerns with respect to the embeddings of 5G networks into public infrastructures that are interconnected with the transport system via IoT. To address these concerns, this article aims to apply geospatial modelling approach to propose a smart transportation security systems (STSSs). It is modelled and simulated by undertaking an experimental study in the city of Beijing, China. The simulation outcome of the proposed architecture is expected to offer a strategic guide for strategic security management of urban smart transportation.

Effectiveness of Intersectoral Competition in Shaping the Transport Market

Purpose: The aim of the paper is to identify basic factors influencing the level of effectiveness of actions taken in the intersectoral transport market. The research undertaken in this area is aimed at demonstrating the importance and impact of stimulants and obstacles in shaping a favorable model of intersectoral competition. Design/Methodology/Approach: The research was based on the available literature, analyses of statistical data and original empirical research, supplemented by industry interviews. The structure of the study was based on the selection of three transport routes and the assessment of the effectiveness and efficiency of passenger service on them, under conditions of intersectoral competition among car, rail and air transport entities. Findings: Results of empirical research showed that in the discussed market, the highest efficiency of competition was achieved in the provision of car, lower in rail and the lowest in airservices. In the resulting model of competition, a resource of basic stimulants and determinants were specified, the analysis and importance of which may be useful in improving this competition system. Practical Implications: Growing intensity of intersectoral competition increases the interest of providers in the development of intermodal transport, the need to seek innovative solutions, and in some cases, to adapt to current market requirements. New solutions must consider the improvement of the quality and completeness of a consumer service, as well as increasing the price flexibility. Originality/Value: Results of the conducted research indicate that enterprises, while providing substitute services on the intersectoral market, are entering increasingly difficult requirements of shaping the market advantage (EU). In this situation, there is an urgent need to activate demand preferences, mainly by improving the quality, availability, competence, timeliness, responsibility and security of service provision.

Human Factor Failure in Hybrid Warfare and its Impact on Airport Security

The human factor is a source of errors that arises not only in airports activities but also in the process of internal and external communication. The hybrid campaign consists of a spectrum of classic tools, called DIMEFIL, which affect the dimensions of power in seven areas (diplomacy / politics, information, armed forces, economics, finance, intelligence, public order and the rule of law) [1]. Hybrid threats are a complex and multidimensional threat caused by the convergence and interconnection of various elements of social life [2]. The hybrid threat aim is to weaken mutual ties and conduct different types of espionage. Espionage can be part of the attack preparation, mostly in a latent form, or to get information security technological progress. Determining the level of cyber security requires investigating phenomena and activities that could pose real or potential threats to the internal and external communications of critical infrastructure [3, 4]. Security of critical infrastructure is important not only in aviation but also in other industries such as metallurgy. This is mainly due to environmental protection and the possibility of an ecological disaster [5]. Modern society is not only connected by computer networks, but we are increasingly dependent on technical infrastructure. The interconnectedness of the infrastructure systems creates a dependency where the failure of one infrastructure subject affects the functionality of other infrastructure elements [6]. Mutual multilevel infrastructure systems interconnection is a modern society development basic prerequisite. Assessing the level of infrastructure vulnerability is directed in two ways, technical and human failure. The authors analyzed aerospace technical infrastructure inter-connectivity and an internal communication vulnerability. The authors analyzed the elements of an inter-connectivity level protection of aerospace technical infrastructure and internal communication vulnerability. The authors concluded that by reducing the disconnection point’s number and splitting internal ways, they are a possible solution to cut the penetration possibility into the internal network of air transport entities. The results of the research show that interdependent systems should have internal systems divided into open systems for outdoor and indoor access, with no external access. Protection against intrusion is the first phase and requires the firewalls and antivirus programs implementation in the critical infrastructure network. The monitoring systems implementation is the most suitable solution to protect against data leaks, which is the most risky area, by employees and visitors. An aircraft monitoring system gains, monitors, process, and records aircraft system condition (characteristics) and failures [7]. The authors believe that the ongoing use of penetration tests [8] based on a simulated hacker attack is a proper method of verifying the level of cyber security.

СТРАТЕГІЧНИЙ КОНТЕКСТ ЗБАЛАНСОВАНОГО РОЗВИТКУ ПІДПРИЄМСТВ ЗАЛІЗНИЧНОГО ТРАНСПОРТУ НА ОСНОВІ ЦИФРОВІЗАЦІЇ

Based on the generalization of world and domestic experience, the urgency of solving the problem of development of railway transport entities in the current and distant perspective in the conditions of increasing uncertainty of the market environment is established. Sustainable enterprise development is defined as a dynamic process of information interaction, expanding the service economy in an innovative way, and transforming existing types of economic activities under the influence of digital technologies, and a strategy of continuous knowledge sharing between economic agents in all spheres of life that changes their behavior. The main barriers to the use of digital technologies are identified and the key segments in the process of capital allocation, oriented towards a long-term strategy of improving the quality of services, increasing productivity and reducing operating costs in the process of transforming production resources into public goods, were recognised. The main sources of problems in the relationship between domestic railway transport entities were: the limited possibilities of control of financial flows, limited access to the use of financial and telecommunication data on the Internet, ownership of intellectual property rights, and the abuse by the monopolistic structure of the JSC Ukrzaliznytsia as an infrastructure manager and as a transport operator. It was found out that the policy of balanced development at the macro- and micro levels is directly related to the management of information interaction between the main entities that make strategically important decisions, to coordinate the directions and components of the enterprise development that meet the growing demands of society for traffic safety and the quality of life. To sum up, the response of railway companies to the internal and external threats is the digitization of business processes and control over the financial flows and safety of railway traffic in the corporate and public sectors of the economy. A general economic model for managing the sustainable development of railway transport firms in the context of digitalisation of the economy has been constructed, reflecting the dynamics of behavioral management processes interrelated in the technological, information and functional environments of the companies whose activities are considered in the context of future technological and market trends in the railway industry.

Sustainable Intralogistics due to Uniform Software and Modular Transport Entities

The current trend in internal value stream structures shows a clear development towards a combination of the specific advantages of the operation-oriented and the process-oriented production systems. All scientific approaches have in common that flexible intralogistics production networks require an autonomous and intelligent transportation systems that is not designed for a specific task, but can take on different transport roles due to their versatility. However, a comprehensive analysis of current designs and research projects in the field of AGVs and intralogistics transport robots show that there is neither the necessary interoperability of different systems nor a system architecture that addresses a flexible material flow independent of the physical design of the transportation system. AGVs mainly have a central control system, which manages the generation of transport orders and their disposition on the vehicles. In addition, the routes are specified centrally for the vehicles, even if they have free navigation. The individual transport unit is therefore only an executing machine that processes the assigned transport orders without any influence on order dispatching or route planning. Therefore, these AGV approaches do not have the flexibility and autonomy required for an intralogistics production network. The research project addresses the necessary interoperability of logistics systems and the abandonment of proprietary standalone solutions. For this purpose, methods for digitizing the workspace, route planning and path execution using a service-oriented architecture (SOA) were developed. A central component of this architecture is the approach described in the paper to enable decentralized path planning on the vehicles. Therefore, the path planning must be applicable to different target platforms without implementation effort and the vehicle software must be designed independently of the application. This approach allows intralogistics systems to be flexible and adaptable, resulting in a more sustained use of these systems.

Selected problems of transport policy in the carriage of cargo

Efficient transport is necessary for the economic development of the country and the free flow of goods in the global process. It also affects the development of entrepreneurship in the field of transport services offered by transport entities on European markets. The article presents the problems related to the carriage of cargo within the European Union. Attention is paid to the importance of transport processes for the economy and the need to ensure their safety. The article shows the importance of various modes of transport, with particular emphasis on road transport and tried to assess the position of Polish transport companies against the background of EU competition.

Inter-hospital transports on extracorporeal membrane oxygenation in different health-care systems.

The feasibility and the recognition of the possibility to transport patients on extracorporeal membrane oxygenation (ECMO) aroused in the 1970s. The number of transporting facilities worldwide was less than 20 in the beginning of the second Millennium. In 2009 the H1N1 pandemic and a publication showing survival benefit for adult patients transported to a hospital with ECMO resource increased both awareness and interest for ECMO treatment. The number of transport organizations increased rapidly. As of today, the number of transport organizations increases world-wide, though some centers where ECMO is an established treatment report decreasing numbers of transports. Since the introduction of the more user-friendly equipment (ECMO-2 era) increasing numbers of low-volume ECMO centers perform these complex treatments. This overview is based on the current literature, personal experience in the field, and information from the authors' network on the organization of ECMO transport systems in different settings of health care around the globe. Registry data since the entry into ECMO-2 shows that the number of ECMO treatments matter. The more treatments performed at a given center the better the patient outcome, and the better these resources are spent for the population served. A Hub-and-Spoke model for national or regional organization for respiratory ECMO (rECMO) should be advocated where central high-volume ECMO center (Hub) serves a population of 10 to 15 million. Peripheral units (Spokes) play an important part in emergency cannulations keeping the patient on ECMO support till a mobile ECMO team retrieves the patient. This ECMO team is preferably organized from the Hub and brings competencies for assessment and decision to initiate ECMO treatment bedside at any hospital, for cannulation, and a safe transport to any destination. To conclude, most ECMO transport organizations are reflections of the health care paradigm within which they act. Most transport organizations are established by the staff within who recognize the need. The legal space seems open in most countries; anyone may set up a transport organization anywhere. Quality follow-up varies. Some keep track of adverse events and report whereas most transport entities do not seem to prioritize this. There is no international body for ECMO transports. Such would be the key for definitions, support, networking, and a registry that successively would increase knowledge concerning adverse events, morbidity and mortality.

A Hybrid Transport Concept for the Material Supply of a Modular Manufacturing Environment

Today's research projects propose a modular manufacturing environment for automotive production sites, which adapt itself autonomously and makes manufacturing decisions without the need of human interaction. Tugger trains are an energy-efficient possibility to handle intralogistics material supply due to the bundling of transport volumes but reaches its limits in the proposed automotive manufacturing environments. The spatial nearness of the production units and the necessity of a high-frequented and small-scaled supply lead to the application of small-scaled autonomous transport entities. The main disadvantage of this technology in turn is a higher intralogistics traffic. Therefore, the concluded concept of this paper connects the advantages of both technologies.

E|Flow - Decentralized Computer Architecture and Simulation Models for Sustainable and Resource Efficient Intralogistics

Nowadays material flow in factories is realized by different concepts of transport. Each of those specific conveyers has pros and cons due to its concept. In general, the state of art of transport systems have a low flexibility of the path planning and are not suitable for dynamic transport requirements, wherefore they are designed for a specific application. Generally, the common systems cover a specific task of transportation and can fulfill a predefined maximum amount of transportation orders. Due to the effects of mass-customization there is an increase of the variance of the products combined with a reduction of the number of units per variation and a volatile costumer demand. Therefore, it is necessary that the next generations of production lines, especially the intralogistics transportation systems, have to be designed more adaptable and flexible. The object of the research in this paper is a cyber-physical material flow system with flexible, autonomous and collaborative vehicles combined with centralized sensors to digitalize the workspace. Furthermore, the number of vehicles in the system can be adjusted to the volume of the transport requirement, wherefore the system is suitable for different tasks in the intralogistics. Due to the approach of a decentralized digitalization of the workspace on the one hand side and the decentralized architecture of the path planning and order allocation system on the other hand side the concept lead to a nearly endless scalability of the system. The scalability is only restricted by the maximum number of entities which can use the communication system. Therefore, it is possible that the system adjust itself to the actual intralogistics demand as well as the dimension of the field of operation. This lead to a self-adjustable intralogistics transportation system which avoid a physical redesign of the whole system if the intralogistics demand is changing. To validate the approach, the decentralized intelligence of the transport entities and the production units is implemented in a discrete event simulation. In this simulation environment different task allocation methods, sizes of the transportation fleet, lot size management concepts and site layout concepts can be compared and rated which each other.