Article
citation information:
Scherbina, O., Drozhzhyn, O.,
Yatsenko, O., Shybaev, O. Cooperation forms between participants of the inland
waterways cargo delivery: A case study of the Dnieper region. Scientific Journal of Silesian University of
Technology. Series Transport. 2019, 103,
155-166. ISSN: 0209-3324. DOI: https://doi.org/10.20858/sjsutst.2019.103.12.
Olga
SCHERBINA[1],
Oleksii DROZHZHYN[2], Oleksander YATSENKO[3],
Oleksander SHYBAEV[4]
COOPERATION
FORMS BETWEEN PARTICIPANTS OF THE INLAND WATERWAYS CARGO DELIVERY: A CASE
STUDY OF THE DNIEPER REGION
Summary. The society’s main trend for globalisation
requires the restructuring of the global transport system as a whole. The
‘Dnieper region’ is no exception, as it needs changes in its
practice of organising and managing its process of cargo delivery in accordance
with the current trends. This paper considered the main solution directions of
this problem in the aspect of ‘container on barge system’
transportation in accordance with the potential of the region. Based on
international experience, the competitiveness of the container on barge system
can be ensured by applying the different forms of cooperation between the
business-players. In the case of horizontal cooperation, it’s raising the
problem of distribution of structural elements of the container on barge system
during the container-flows adoption. So, the paper proposed the mathematical
decision to maximise the use of the linear ship's characteristics by the
barge’s loading capacity and by the tug’s engine power.
Keywords: cooperation, inland
waterways, container on barge system, container transportation
1. INTRODUCTION
Presently, the transport potential of the Dnieper-river
region and its importance in international transportation, and in particular in
the transport system of Ukraine, is yet to be fully investigated.
Dnieper is an international inland waterway (IWW) of
‘E category’ (according to European Agreement on Main Inland
Waterways of International Importance, a United Nations treaty adopted by the
UNECE Inland Transport Committee in 1996), which is open to foreign-flag ships.
This provides the background to connect with the Danube, Don and Volga rivers
to access the Black Sea, Azov Sea, Mediterranean, Caspian and Baltic seas along
the TRACECA corridor.
One of the advantages of the IWW transport of the Dnieper
region is the concentration of the industrial and agricultural sectors (that
is, origin and destination of cargo flows), which serves as a basis for the
bulk and container cargoes transportation. Due to the global development of
containerisation, IWW transportation should also be considered as an element of
transport systems involved in the global container market. The perspective way
for the development of IWW transport is the ‘containers in barge’
(COB) system, that is spreading in the EU-countries and the USA. However, for
the implementation of COB, a number of conditions are required, including:
- significant
volumes of container flows between the sea and river ports of a certain regional
market,
- reliability
and regularity of transportation,
- application
of modern transport, cargo handling, navigation and information technologies in
the management and regulation of transport processes.
Thus, the efficiency of business activity depends on the
management system of the cargo delivery process, which needs to be
reinterpreted.
2. LITERATURE REVIEW
and problem statement
The issues of shipping companies partnership and
cooperation, which are implemented in a variety of organisational, legal,
technological, financial, business and commercial forms are well-considered by
a wide range of scientists, especially recently, when globalisation and
integration processes are involved in world production activities, including
transportation.
The global shipping management system offers various
combined business-plans based on the practice of the best transport elements
(such as port, fleet, agents, forwarders, etc.) in use. It takes into account,
the realities of today's state of environment, the business basis and the
interests of the market players. The system is aimed at obtaining the maximum
economic and social outcomes from the lowest transport with minimal risks to
the natural environment.
An example of such global systems is the creation of the corporative
fleet of British Petroleum Corp., the corporative ore-specialised Port Hedland,
Western Australia.
In the container shipping market, the result of mergers and
acquisitions has been observed in recent years with the formation of three
global shipping alliances:
1)
ONE (Hapag-Lloyd, UASC, Yang Ming).
2)
OCEAN Alliance (CMA CGM, COSCO, Evergreen, OOCL).
3)
2M + HMM (MSC, Maersk, Hyundai M. M.) [1-3].
It should be noted that the theory of integration processes
in the container market preceding these global changes have been well-studied
in analytical and review papers [4-7] before it came to light.
Taking into account the considerable scientific
contribution of papers from the last generation [8-11] concerning the forms and
nature of cooperation in the global container market, more attention should be
given to the integration processes that take place in the segment of container
transportation on IWW on the ‘horizontal’, and
‘vertical’ levels.
This circumstance is logically explained by a minor number
of IWW ports, where container transportation accounts for a significant share
of cargo turnover. In EU countries, for example, COB system is well developed
on the basis of container flows on the Antwerp − Rotterdam range [12-14].
The experience of container transportation on barges through Le Havre and
Marseilles ports is presented in [15]. A comparative analysis of the
similarities and differences between the spatial and functional development of
IWW container transport networks on the Yangtze River and the Rhine is
presented in [16]. A pre-review of the possibilities of applying the
COB-technology on the Ohio River in the US was also published [17].
Generally, the published papers on cooperation forms,
partnership and integration processes that occur during container
transportation can be divided into the following groups: works that are
studying strategic partnership (alliances) [1, 2, 3, 4, 5, 11, 27],
geographically contextual papers [10, 13, 14, 15, 17, 18, 24, 25, 26], articles
devoted to pricing [8, 9], overviews and descriptive articles [5,6,7] and those
that offer formalised solutions: factor analysis of empirical data, Venn
diagram [2], the Multiple-criteria decision-making (MCDM) [3], the Game theory
[10], Mathematical logic on the basis of binary variables [11], tools and
software of discrete event simulation model, based on queuing theory [14].
Given the successful experience of implementing the COB
technology in Western Europe and, on the Ukrainian part of the international
IWW [18-19], it can be assumed that the presented article will be useful in the
context of the Dnieper region.
2.1. Purpose and objectives
The research aimed at determining the main cooperation and
integration directions of the operation of the TBV (tug-barge system) in the
Dnieper region, in accordance with international transportation practice. To
achieve this purpose, the following tasks were solved:
1)
by analysing the shipping company’s co-operation, operating
by the TBV.
2)
by defining the size of the TBV, transporting containers and
operation by the ‘horizontal co-operation’ form.
2.2. Data and methodology
This paper is based on issued statistical reviews.
Methodologically, inter-scientific tools was used: Inductive and deductive
reasoning, transport systems theory, methods and tools for system analysis
(Linear Programming). EXCEL Solver add-in was applied for the experimental
solution.
3. the management
system reorganization
3.1. Statement of the task of reorganization of
the system of management of companies' activities in the work of the tug-barge
vessel in the Dnieper region
Every
table should have its own title. The horizontal test direction is preferred.
Using vertical text direction is only acceptable for large tables. In this
case, the table will be positioned on a separate page.
Ukraine
still practices the Soviet management system, operating separate
business-companies for the service of certain stages of the cargo movement
(shipping companies, ports, intermediary and service companies). However, since
2009, the agricultural company ‘Nibulon’ (Ukrainian, Hungry,
British investments) has overcome the stereotypes by creating a shipping
company for the transportation of grains. However, the practice of containers
transportation is still nonexistent.
Despite
the advantages of intermodal container transportation for the Dnieper region
and its prospects for the development of Ukraine and countries admitted to the
Transport Corridor Europe-Caucasus-Asia (TRACECA), there are still a number of
obstacles and disadvantages [20]:
1)
Geographical characteristics of the Dnieper River (sinuosity,
limited navigation period, sluices).
2)
IWW decline, which occurs due to the lack of controlled funding
for its own maintenance and its technical and navigational equipment, as well
as cargo terminals and ports located alongside them.
3)
Lack of solvency of most operating river shipping companies.
4)
Lost centralised management and, in particular, transportation
planning in interregional and international transport connections with the
participation of both water and related modes of transport.
5)
Great competition from rail and road services, which are able to
provide a "door" service format, both in internal and external
economic relations.
Due to this and other factors, the cargo turnover of the
Dnieper river ports barely reaches 4 million tons per year, compared to 70
million in the Soviet times.
The design development assumes that the shortcomings of the
operation of the transport system of the Dnieper region, identified during the
analysis of studies, are partly reduced by reorganising the carriers' structure
and refinancing their activities in particular due to:
1)
State support of carriers:
-
implementation of a
mechanism for financing the proper maintenance of the Dnieper river and
adjacent small rivers using hydropower,
-
restoration of the
regional principle and infrastructure providing logistic services for cargo
owners, motivating them to switch loads for mixed land-water transportation,
-
definition and state
support for containerised transportation in international land-water cargoes,
oriented towards the needs of foreign trade for Ukraine and transit of the
adjacent basins of the Wisla - Baltika, Black and Mediterranean seas of the
other countries.
2)
Implementation of new formats of public-private partnership and
the development of the communal sector of the economy, including the activities
of companies-operators of intermodal service. These companies are open to
attracting funds from interested cargo owners and regional authorities or local
governments as investment resources for the restoration of navigation on the
IWW of Ukraine and its partner countries. Such innovation will enable:
-
the capitalisation of
resources of territorial communities and individual cargo owners,
-
increase the level of
controllability on their part in the planning and implementation of intermodal
transportation through the use of geographic information systems,
-
intensify the
influence of territorial communities on the implementation of investment
programs for the recovery of the fleet and coastal water transport
infrastructure.
There is a need to strengthen the interaction between the
public and private sectors, public authorities and local self-government
bodies, and the introduction of decentralisation.
3)
State support of freight traffic: Determination of gravity zones
of cargo flows to river terminals in order to optimise transportation schemes
will enable:
-
active influence on
the structure of gross expenses of the cargo owner in intermodal
transportation,
-
the forming of an open
system of competitive tariffs for intermodal transportation and to make a
transparent distribution of payments for transportation between all
participants in their implementation,
-
rationalised investment
of funds in the infrastructure of intermodal transportation (terminals, cargo
equipment, navigation facilities etc.),
-
the reduction of the
load on land transport in critical zones and in peak seasons (grains,
fertilizers etc.).
Thus, one way of restoring national shipping is to create a
joint-stock company based on a public-private partnership.
Areas of operation for such a company under the technical
conditions of inland waterways of Ukraine should determine the following areas:
-
Upper Dnieper with
access to the Belarusian and Polish IWW,
-
Middle Dnieper with
access to the industrial cargo-producing regions of Ukraine,
-
Lower Dnieper River
with access to the seaports of the Dnieper-Bug estuary, first of all, Ochakov,
-
Southern Bug.
The division of the IWW into areas (traction shoulders)
takes place on the principle of equivalent operating conditions of the vessels.
Thus, the scheme of transportation of containers of the IWW
has the following options:
1)
transportation between river ports of one district;
2)
transportation between river ports of different regions;
3)
transportation between river ports of one or several regions with
access to sea ports.
The tendencies of development of world practice of
transportation of containers of the IWW include the overloading of sea ports by
one of the variants "ship-warehouse", "ship-ship",
"ship-raid transshipment complex".
An analysis of the practice has shown that container
transport by inland water transport is carried out by self-propelled dry cargo
vehicles, coupled vessel modules, tug-barge system and self-propelled
barges.
In general, for the purpose of carrying out container
transportation and ensuring the reloading process, such a company must include
the following technical means:
-
river and mixed
river-sea swimming barges-platforms for transportation of containers, with
technical and operational characteristics corresponding to defined areas of
use,
-
river and mixed
river-sea swimming tugs for working with such barges,
-
self-propelled river
barges for navigation through all identified areas of service without overload,
-
marine container
vessels for feeder service to large sea container hubs of the Black Sea,
-
floating container
reloaders,
-
floating platforms,
berths for overloading of containers under the sloping scheme,
-
terminal reloaders and
container transporters,
-
own means of land
transport of containers with special needs of an intermodal service (the same
refrigerated containers, or super-heavy containers and containers of increased
size),
-
means and equipment
for loading/unloading containers, including container capacities for bulk and
liquid cargoes,
-
a small private park
of containers of the most requested clients of the parameters or containers for
the transportation of unique cargoes.
Logistic schemes for operation by such a company to provide
services for an intermodal container service should be handled in conjunction
with:
-
large ocean container
carriers according to the schedule of traffic, tariffs for transportation and
terminal maintenance in large container hubs, including other conditions of
transshipment;
-
regional logistic
centres to establish a balance between the arrival in the region of the customs
clearance of containers with imported goods and the dispatching of containers
with export goods to be discharged from the regions to large sea container
hubs. Balance will determine the possibility of using the released containers
for the transportation of new types of cargo, or the need to bring empty
containers to the region for loading;
-
known producers or consumers
of goods in mass quantities (large trading networks, powerful exporters and
importers, etc.) in the regions;
-
established numerical
parameters (the forecast of traffic, traffic in the areas of gravity freight
traffic).
Potential users and co-owners of such a company should
identify global container service providers. This is important as their
computer information resources are effective tools in solving the problem of
quality improvement of container logistic service management.
Information and technological parameters with the
integration of computer and network resources within the company should be
based on modern ideas about open network information resources, methods of
their modelling, database design, selection methods, analysis and processes of
operating information about transport service.
Beneficiaries of such an enterprise have / may be:
-
customers of
intermodal services (producers, consumers of goods, commodity traders,
enterprises of the state reserve of goods),
-
providers of
individual components of the intermodal service (port stevedore, warehouse
operators, surveyors, others),
-
providers of
individual components of information service (equipment, software products,
content of open databases and services),
-
investors in the
transport sector (banks, funds, leasing companies),
-
shareholders (legal
entities of private and public law, individuals, both Ukrainian and other
states).
Based
on world practice, such cooperation is vertical. However, at the same time,
horizontal co-operation may also take place. A visual representation of the
differences is presented in Fig. 1
Thus,
any of the partner companies can integrate vertically and (or) horizontally,
depending on the services they operate as their primary business.
Fig. 1. Options for vertical and horizontal co-operation of
transport and service companies: a -
vertical integration; b -
horizontal integration
As
observed, tug-barge transportations are promising on the IWW, the effectiveness
of which, primarily depends on the organisation of the work of tug-barge vessels, which is the solution
of many problems. In the operation of such societies with the participation of
several carriers in their horizontal co-operation, there is the question of the
distribution of structural elements of the TBV during the adopting of container
traffic.
3.2. The task of determining the configuration of a tug-barge
vessel in vertical integration
This
speciality of TBV as a possibility
to separate the traction and cargo components, allows the vessel to use a different
number of barges, depending on the conditions of the flight. Therefore, the
task of distribution of ships is somewhat complicated.
At the
first phase, this task requires solving the problem of determining the
configuration of the TBV [21], which is solved by the following mathematical
model (1-6).
;
(1)
; (2)
; (3)
; (4)
; (5)
, (6)
where
- the number of barges of type j,
which are part of the TBV type z and operate on the scheme
ℓ; 
- container capacity
of a barges when the container is loaded 14 tons; 
- the estimated load
of the container is 14 tons;
- control parameter
defining TEU transportation on the scheme ℓ barges of type j that
are part of the TBV type z (=1 if barge type j
is intended for carriage TEU in the circuit ℓ in the TBV type z (that is,
identical destination of barges, their area of navigation and linear
parameters, as well as coupling device allows you to work as a couple type λ
and =0, otherwise); 
- maximum allowable
load capacity of type TBV with work on the scheme ℓ; 
- the existing barge type j,
which takes into account the fate of the company's participation in the chosen
form of cooperation.
. (8)
where 
- the maximum registered
load-carrying capacity of the TBV of type z when working with a type i
tow; 
- the maximum permissible
load carrying capacity of the TBV, based on the restrictions on the scheme ℓ
[22].
Limitation Description:
(1)?
(2) - the
total load of type TBV consists of barge type j, carrying the load r,
cannot exceed the maximum permissible load capacity in the scheme ℓ.
(3) - the
total number of barges of type j in the composition of all TBV should not
exceed the existing fleet for barges of the suitable
type.
(4) - the
parameter defining the transportation in the scheme ℓ of goods r
on barge type j, which is part of the TBV type z, denotes the duality of
the variables, that is, only accepts values 0 and 1.
(5) -
condition of integer variables.
(6) the
condition of the inseparability of variables.
In the presence of limitation on the number of barges in
the type of TBV type z in the scheme ℓ into the model,
the next limitation is introduced:
, (9)
where 
- the maximum number of barges of type j coupled in the TBV in the scheme ℓ
depending on the area of navigation.
Model (1) - (7) is valid for the distribution of barges for
operation on the single scheme. In the distribution of the existing barges for
work in the TBV type z for several schemes of work ℓ,
the model introduces a limit (10):
,
(10)
where 
- the number of schemes considered; 
- the number of barges of type j
in the type of TBV type z work on the scheme ℓ
for container transportation.
3.3. Experimental results of the solution of the problem of
determining the configuration of the tug-barges vessels
Output data and results of the calculation of the
mathematical model (1-6) are presented in Table. 1
Tab. 1
Output data and results of calculations
|
Barge J |
|
|
|
|
|
|
|||
|
ℓ=1 |
ℓ=2 |
ℓ=1 |
ℓ=2 |
ℓ=1 |
ℓ=2 |
||||
|
1 |
8 |
50 |
14 |
1 |
1 |
6200 |
3200 |
8 |
0 |
|
2 |
5 |
20 |
14 |
1 |
1 |
6200 |
3200 |
5 |
0 |
|
3 |
3 |
40 |
14 |
1 |
1 |
6200 |
3200 |
3 |
0 |
The search solution options and the report on the solution
results in EXCEL are shown in Fig. 2.
Fig. 2. Decision search options
4. Conclusions
The demonstrated researches establish the basic forms of
cooperation of the participants of the transport process during the carriage of
goods by tag and barges vessels on the inland waterway of Ukraine, as well as
the conditions for their implementation.
Adjustment of the operation of shipping companies within
the framework of horizontal cooperation requires the decision of a large number
of tasks, including the distribution of vessels. Given that barges within the
TBV may belong to different shipowners and their number as a variable depends
on direct and indirect factors [21], then the task of determining the size of
the TBV when transporting containers becomes complicated. The decision of the
mathematical model (1-6) ensures maximum use of both the linear characteristics
of the ship's way for the load capacity and the power of the engine. In
addition, the model limits the total number of required vessels (barges type
j), the existing fleet composition, taking into account its quantitative
changes due to the resection from the fleet of shipowners and replenishment. In
the model, the membership of barges to a company is counted by the index j.
Conclusively, the total number of barges takes into account the lot of the
company's participation in the chosen form of cooperation.
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Received 13.01.2019; accepted in revised form 28.05.2019
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