Search Results (9)

Ports are essential nodes in global trade, linking maritime and land transport. As maritime logistics increasingly drive global supply chains, optimizing port operations has become vital for enhancing economic efficiency and environmental sustainability. This study presents a Mixed Integer Linear Programming (MILP) model to address inefficiencies in berth allocation and stevedoring processes at the Port of Leixões, Portugal. By integrating real operational data, the model reduces vessel waiting times by 47.56% (from 8.1 to 4.2 h) and operational delays by 37.39% (from 11.5 to 7.2 h). These optimizations also result in a 41.85% reduction in greenhouse gas emissions per ship, aligning with global emissions regulations and promoting sustainable port management. The model’s innovations include real-time data integration and a holistic resource allocation approach to mitigate congestion and inefficiencies. Key findings demonstrate the model’s potential to streamline operations and minimize environmental impacts. These advancements align economic efficiency with environmental sustainability, addressing global emissions regulations. However, the study acknowledges limitations, such as excluding unpredictable factors like weather conditions and equipment failures. Future research should explore dynamic variables, such as weather conditions and mechanical failures, and expand the model’s applicability to other seaports worldwide. Full article

In situ passivation technology, by reducing the bioavailability of arsenic in soil, thereby reducing its uptake by crops, is currently the main remediation method for arsenic-contaminated farmland soil. However, applying stabilizing materials may also affect the other properties of soil, ultimately influencing the growth of crops. The long growth cycles of crops and their susceptibility to factors such as agronomic measures make plant-based indicators less practical as evaluation indicators. In this study, five kinds of passivation materials, including iron-based biochar (T1), coffee residue (T2), red mud (T3), chitosan-modified iron filings (T4), and modified minerals (T5) were applied in pot experiments. The study analyzed the effects of the passivation materials on soil properties and the growth and safety traits of plants. Key soil indicators influencing biomass were identified, the passivation remediation effects were evaluated, and a method using soil property indicators instead of plant indicators for passivation remediation evaluation was developed. The results showed that key indicators influencing the biomass change of water spinach due to passivation treatment included total nitrogen, total phosphorus, and catalase activity. The improved comprehensive evaluation indicators for passivation effects include available arsenic in soil, total nitrogen, total phosphorus, and catalase activity. I-SI can be expressed as $\mathrm{I}-\mathrm{S}\mathrm{I}=0.6{∆\mathrm{A}\mathrm{s}}_{\mathrm{s}\mathrm{o}\mathrm{i}\mathrm{l}}+0.4\left(-2.152∆\mathrm{T}\mathrm{N}+0.422∆\mathrm{T}\mathrm{P}+0.334∆\mathrm{C}\mathrm{A}\mathrm{T}-0.261\right)$. I-SI is highly feasible, where a higher value indicates better remediation efficacy. After evaluation, iron-based biochar was the best passivation effect. An evaluation method for the passivation effect was constructed based on these findings, aiming to simplify the process of comprehensive evaluation of the passivation effect and shorten the evaluation time, providing a new idea for assessing the passivation effect. Full article

There is a lack of technology innovation studies in the maritime sector focusing on developing countries. Generally, these countries present various limitations due to their own social, economic, and political contexts. Moreover, the lack of leadership support, stakeholder involvement, training, resources, and financial and academic support affects successful implementation of technological innovation. The objective of this paper is to emphasize the implementation of Information and Communication Technology (ICT) in the maritime sector and port companies of developing countries by investigating the impact of an ICT solution on port operations from berth to gate through yard operations. Our case study consists of the implementation of a Terminal Operating System (TOS) in the Port of Radès, the main port in Tunisia. An examination of the port operations before and after the implementation of the TOS is carried out. Then, the effects of TOS implementation on terminal operations are studied through a survey based on Key Performance Indicators (KPI) and submitted to managers of three port stakeholders. Key findings indicate that TOS allows an increase in the level of productivity from the quay crane to the gate, allowing decisions to be made based on real-time data and ensuring that the terminal is operating at its full potential. More specifically, berthing and delivery service times are improved thanks to the Electronic Data Interchange (EDI) and the streamlining of the gate and yard activities system. The results also indicate that reputation is progressively improving due to the ability to locate and monitor hazardous goods flowing through the port, and the ability to dispatch engine movement inside the port using the new terminal layout. However, in contrast with the port authority, the results highlight a lack of adaptability on the part of the stevedoring company, which requires time to progressively adapt to the new rules and constraints. Full article

In response to changes taking place in the global environment, seaport terminal operators constantly search for lines of development in their operations, choosing i.a. a strategy of diversification or specialisation. So far, the issue of applying a diversification strategy in business models used by operators of multipurpose terminals has not been sufficiently addressed in the literature on the subject. In view of the above, the purpose of this paper is to identify and hierarchize the motivations for diversification and to specify the areas of diversification strategies and corresponding measures taken by operators of multipurpose terminals. The multi-case-study method was applied to conduct the research, along with the research technique of semi-structured in-depth interviews held with representatives of five terminal operators that had been running their business activity in Polish seaports and applying a diversification strategy. As a result of the completed research study, it was possible to specify the motivations for implementing a diversification strategy, and to hierarchize them. The main motives in selecting a diversification strategy as the main business strategy among the interviewed terminal operators were safeguarding against seasonal or sporadic business cycle fluctuations, and changes taking place in maritime trade and transport. Moreover, four areas of diversification strategies pursued by the terminal operators were identified: cargo diversification, contract diversification, services diversification, and cargo flow direction diversification. The diversification measures taken by the terminal operators in the specified areas were analysed in detail. The most important areas of the diversification measures in the studied entities were cargo diversification and services diversification. A heat map was developed to present the dependencies between the motivations for diversification and the areas of diversification strategies implemented by the terminal operators. The identified specific measures taken by the terminal operators as part of the indicated diversification areas included technical and organisational measures. The diversification strategy developed by terminal operators proved to be an effective strategy in coping with the effects of economic slowdown and disruptions ensuing from the COVID-19 pandemic and war in Ukraine. The results of the considerations may be of interest to seaports, transshipment terminals or other entities interested in implementation of a business activity diversification strategy. Full article

Supervised by three or four medical doctors and one nurse in rotating shifts, the medical clinic in Costa Rica’s Moín Container Terminal is open 24/7 for visits from port workers. In our study, we aimed to identify the sociodemographic and clinical characteristics of a consecutive series of patients who attended the medical clinic for outpatient services during an 8-month period. Our descriptive study involved collecting patient records from the medical clinic during the first 8 months of 2021 (i.e., 1 January–31 August 2021), during which 3050 visits from 1301 port workers were registered. Terminal tractor drivers, crane operators, and stevedores were the most frequent job categories among the patients. Doping (i.e., ICD-10 Z03.6) was observed in 64% of the visits. The top ICD-10 codes among all other patients not observed to have engaged in doping (n = 469) were diseases of the musculoskeletal system (7.2%) and abnormal clinical and laboratory symptoms (6.2%). Problems with the musculoskeletal system were primarily back pain (36.0%), muscle contracture (30.1%), and secondary headache (25.2%). Two-thirds of the visits were due to screening for alcohol and drugs or doping; however, inconsistency in the coding system complicates the analysis of data, and a dropdown menu in the registration is therefore needed to prevent errors. Relative risk calculations are impossible due to a lack of data about the at-risk population but should be pursued under different circumstances in future studies. In the support chain of goods, the medical clinic in the port plays a key role in saving time in shipping, which means that the injured or sick employees in most cases can continue working. For the shipping industry, quick un- and offloading is very important to stay competitive in the market for transport. Full article

Shipping and port industries are undergoing rapid environmental changes because of the reorganization of carrier alliances, enlargement of ships, and an increase in global uncertainty. Thus, the sustainable operation of container terminals requires a new assessment of port efficiency and measures to enhance efficient operation. Hence, we classified 21 global terminal operators (GTOs) into stevedore, carrier, and hybrid GTOs based on their operation characteristics and derived a sustainable container terminal operation method using data envelopment analysis efficiency and Malmquist productivity index analysis. The results showed that stevedore GTOs exhibited improved efficiency when the terminal infrastructure was expanded. However, the returns to scale and technical change factors in the productivity change trend decreased. Meanwhile, the objective of carrier GTOs is cost reduction, unlike stevedore and hybrid GTOs, which focus on generating profits. Consequently, carrier GTOs were the most inefficient with little intention to improve efficiency. A systematic efficiency improvement strategy through the acquisition of a terminal share was effective for hybrid GTOs. However, similar to stevedore GTOs, investment in technical change was insufficient for hybrid GTOs. The efficiency analysis we conducted for each operation characteristic is expected to provide useful basic data for establishing efficiency improvement strategies for every GTO. Full article

Geochemical investigations of total suspended particulates (TSP) help detect hotspots and emission sources in port cities with stevedoring operations. The aim was to reveal these sources via geochemical indices (gI). TSP were collected in Klaipėda using original passive samplers in ten sites during four periods, during one of them, in ten additional sites near iron ore stevedoring (IOS). The contents of 22 elements (PHEs, crustal, Br, Cl) were determined by EDXRF in TSP and characteristic dust (CD) of stevedored iron ore, apatite, phosphorite, potassium fertilizers, and in waste incineration ash. Median Fe content in TSP near IOS was ~29%. The significant anthropogenic origin of clusters Fe–Cr, Sr–P, V–Ni–Zn–Cu, Pb–As, and Mg–Ca, Br–S–Cl was confirmed by gI mapping and analysis of CD. Significant temporal variability of Cl, S, Sr, Ni, Br, V, and Zn due to weather changes was revealed. Near IOS, significantly higher values of gI were found for Fe and Cr, while far from IOS, for K, Sr, Ti, Rb, Cu, Al, Si, Zr, Ca, Mg. Significantly higher values of normalized enrichment factor near IOS were not only for Fe and Cr, but also for As, Pb, S, Mn, Br, and Cl. Full article

Along with its rapid urban development, Ho Chi Minh City (HCMC) in recent years has suffered a high concentration of air pollutants, especially fine particulate matters or PM_2.5. A comprehensive study is required to evaluate the air quality conditions and their health impact in this city. Given the lack of adequate air quality monitoring data over a large area of the size of HCMC, an air quality modeling methodology is adopted to address the requirement. Here, by utilizing a corresponding emission inventory in combination with The Air Pollution Model-Chemical Transport Model (TAPM-CTM), the predicted concentration of air pollutants is first obtained for PM_2.5, NOx, and SO₂. Then by associating the pollutants exposed with the mortality rate from three causes, namely Ischemic Heart Disease (IHD), cardiopulmonary, and lung cancer, the impact of air pollution on human health is obtained for this purpose. Spatial distribution has shown a high amount of pollutants concentrated in the central city with a high density of combustion vehicles (motorcycles and automobiles). In addition, a significant amount of emissions can be observed from stevedoring and harbor activities, including ferries and cargo handling equipment located along the river. Other sources such as household activities also contribute to an even distribution of emission across the city. The results of air quality modeling showed that the annual average concentrations of NO₂ were higher than the standard of Vietnam National Technical Regulation on Ambient Air Quality (QCVN 05: 2013 40 µg/m³) and World Health Organization (WHO) (40 µg/m³). The annual average concentrations of PM_2.5 were 23 µg/m³ and were also much higher than the WHO (10 µg/m³) standard by about 2.3 times. In terms of public health impacts, PM_2.5 was found to be responsible for about 1136 deaths, while the number of mortalities from exposure to NO₂ and SO₂ was 172 and 89 deaths, respectively. These figures demand some stringent measures from the authorities to potentially remedy the alarming situation of air pollution in HCM City. Full article

This paper focuses on the development of secondary ports in the circular economy model (as a node of circular supply chains) to implement sustainable seaports in the context of the structural changes taking place in the global economy, trade, and maritime transport. The purpose of this article is to identify the opportunities, challenges, and key actions to be taken by secondary ports in circular supply chains. The research method applied was a single case study. The object of the study was the seaport of Szczecin (Poland). Our study showed that the secondary ports lacking technical conditions to serve large vessels, but with available space to develop their transshipment, storage, industrial, distribution, and logistics activities, may become major participants in circular supply chains. Taking advantage of the opportunities associated with participating secondary ports in the circular supply chain requires facing a number of challenges identified in the current literature, such as return-flow uncertainty, transport and infrastructure, the availability of suitable supply chain partners, coordination and information sharing, product traceability, and cultural issues. Our study partially confirms the significance of these challenges for secondary ports. The significance of these challenges depends on the kind of circular supply chain, i.e., whether the supply chain is a producer or a consumer chain. Our study shows that a very important challenge for both types of chains is the problem of internal resistance to change. This still-unsolved issue involves the persistent linear mindset of the port authority, which is manifested mainly as investor evaluation policy based exclusively on the declared annual transshipment volume, which fails to take actions to provide the available land plots with the infrastructure necessary for the terminals and industrial plants that participate in circular supply chains. Simultaneously, for secondary ports, we proved that it is stevedores (who are flexible and fast in adapting to new market conditions, strongly determined to search for new cargo types to replace those that have vanished, and who adapt the scope of their services) who play a key role in stimulating the development of circular supply chains. As a main managerial implication for the authorities of secondary ports, such authorities should create appropriate policies for investor assessments and the utilisation of available areas within the port premises to encourage the enterprises engaged in circular supply chains to invest in and develop their businesses within the port’s premises. It is also necessary to develop appropriate communication between port authorities and their external stakeholders. As a managerial implication for the stevedores in secondary ports, these entities should first develop their service offers to address cargo as part of the circular supply chains (with more comprehensive service offers and added-value services, such as freight forwarding services, stuffing, packing, and mixing of cargo) and develop cooperation with other stakeholders of circular supply chains. Full article