СУЧАСНИЙ СТАН, ПРОБЛЕМИ ТА ПЕРСПЕКТИВИ РОЗВИТКУ МОРСЬКИХ ВАНТАЖНИХ ПЕРЕВЕЗЕНЬ В УКРАЇНІ ТА СВІТІ

Maritime transport of goods is incredibly important in in today's economy. It is one of the most cost-effective and efficient ways to transport large quantities of goods over long distances, particularly for international trade. Shipping accounts for approximately 90% of global trade by volume and 60% by value, making it a critical component of the global economy. Maritime cargo transportation is especially important for the transportation of bulk commodities, such as oil, gas, coal, and iron ore, necessary for industrial production. It is also crucial for the transportation of consumer goods such as electronics, clothing, and food, which are produced in one part of the world and consumed in another. The efficiency and cost-effectiveness of maritime freight transportation have been enhanced by advances in technology, including the development of larger and more efficient vessels, as well as improvements in port infrastructure and logistics management. These advancements have enabled sea freight transportation to become increasingly competitive with other modes of transport, such as air and road, especially for long-distance and large-volume shipments. Overall, maritime freight transport plays a vital role in today's global economy, supporting international trade, economic growth and the movement of goods between countries and continents. In recent years, maritime cargo logistics in Ukraine has undergone significant changes driven by a combination of government initiatives, private investment, technological advances, and macroeconomic factors. This article discusses current trends, problems and prospects for the development of Ukrainian and global maritime transport sectors, and provides recommendations for improving the efficiency of maritime transport and ports to accelerate economic development. One of the key drivers of this development was the modernization and expansion of Ukraine's seaport infrastructure. These improvements have enabled Ukrainian ports to handle larger volumes of cargo and manage the flow of goods more efficiently. In general, the development of maritime logistics in Ukraine continues, and there is potential for further growth and improvement even in wartime.

The EC maritime transport policy was slow to develop. Although the EC Treaty requires the Member States to create a Common Transport Policy,1the focus of the Treaty transport provisions2is on inland modes of transport (road, rail and inland waterways).3However, the EU Council is expressly given competence to decide what ‘appropriate provisions’ may be adopted for maritime and air transport.4Maritime transport is by its very nature an international mode of transport regulated by a large number of international treaties and conventions, most of them negotiated and concluded within the International Maritime Organization (IMO). Members of the international community, including some EU Member States themselves, were initially reluctant to transfer their sovereignty in this field of transport to the Community. However, two main events gradually changed the attitude of the Member States to the Community's competence to regulate this mode of transport. First, the mid-1980s impetus to establish an internal market by 1992 placed all modes of transport at the centre of the project. It was not feasible to establish a geographical market, stretching from the Atlantic to the Eastern European countries and from the North Sea to the Mediterranean, where goods, people, services and capital would be able to circulate freely,5and in a competitive manner, without the Community seriously addressing transport issues. Thus, unsurprisingly, a number of important legislative proposals affecting the provisions of maritime transport services were adopted and implemented during that period.6The second significant factor in the development of a maritime transport policy was the number of serious marine accidents which took place in the Community's coastal waters during the last 20 years.7

Southern California is the largest international trade gateway in the United States. The region generates enormous activity involving the movement of local and domestic goods. Given the expected growth in international trade and movement of domestic goods, significant growth in truck volumes and rail traffic to facilitate the reliable movement of goods and to support economic growth is anticipated in the region. As the movement of goods is a major contributor to local and regional environmental issues such as air pollution and health risk, a regional priority is not only to mitigate the environmental impacts of the system involving the movement of goods but also to ensure that, pursuant to Title VI of the Civil Rights Act, equity exists in the distribution of environmental benefits and burdens from federally funded programs involving the movement of goods and projects. Therefore, to prevent disproportionately high and adverse environmental effects and health risks from affecting minority and low-income populations as a result of the movement of goods, the Southern California Association of Governments analyzed the environmental justice implications of the system involving the movement of goods included in the regional transportation plan. The objective of this paper is to identify the minority and low-income populations affected, to analyze their spatial distributions along major truck corridors and freight rail corridors, and to address the environmental justice implications of the system involving the movement of goods in Southern California.

Russia's military aggression against Ukraine has caused a significant transport and infrastructure crisis, which is local and global. Existing transport connections have been disrupted due to destroyed infrastructure, and changes in their logistics processes due to damage or destruction. There are problems with the supply of basic necessities, the movement of people and volunteer goods, and weapons. Such transformations lead to a rethinking of the priorities of transport enterprises and multilevel policies. This article aims to substantiate the peculiarities of the implementation of freight transport in terms of regions and modes of transport to ensure the development of transport enterprises. The research methodology is based on a statistical analysis of the dynamics of key indicators in the field of transport, their structural analysis, analysis of the infrastructure index, and grouping based on the Stegers methodology. The main results of the study include identifying he priority place in the transportation of goods in road transport, the share of which is of high importance throughout the study period, ranging from 58.83% in 2003. up to 75.10% in 2020 and tends to grow; there was an increase in traffic by 16.2% in 2021 compared to 2020. And the structural analysis shows the predominance of road transport in such regions as Dnipropetrovsk (15.31%), Kyiv (12.7%), Donetsk (8, 44%), Lviv (5.69%), Odesa (5.34%), Kharkiv (5.22%). Other regions in the general structure of freight transportation by road occupy a share of less than 5%. The grouping of regions by the share of road freight transport on the basis of the Stegers method allowed us to identify 6 groups and determine the boundaries, which allowed us to establish that the dependence on road freight transport in the Dnipropetrovsk region, Kyiv has a high level; average and below average - in Donetsk and Lviv regions. Other regions have a lower share of traffic, which leads to lower dependence. Assessment of the current state of transport infrastructure of Ukraine allows us to state that the priority mode of transport used in Ukraine is a road. Among the factors that positively affect the development of this mode of transport are: domestic infrastructure, and regional and global factors.

Air transportation has experienced an almost steady growth in recent decades, in response to the global economic growth and to the trade interaction demand. With the largest part of the world’s population living in emerging economies and the continuous growth of urbanization, the future growth of air transport can be guaranteed. Other modes of transport cannot compete with its key competitive advantage– travel time for long distances. Therefore, most airports have been subject to expansion and development as well as efficiency enhancement strategies to keep themselves alive and profitable in the air transport market, to serve their catchment area more efficiently, and to support the economy of connected regions. They are not small take-off and landing ports anymore; a revolutionary transformation has been changing their functionality, while businesses gravitate toward them causing economic, social, and environmental changes in their surrounding regions. A mutual relationship between the airport and its surrounding is formed to gain more economic benefits, which can lead to more aeronautical and non- aeronautical revenues for the airport. The existence of significant links between the airport operation and economic development has been proven in several studies; it has also been reviewed in this chapter. To make airports and their surroundings more fetching environments for business activities, decision makers have been planning to add diversified -especially non-aeronautical- services, and are planning to strengthen the economic ties between airport services and business activities. Most of the business activities are concentrated in cities, accompanied by the movement of goods and productions. The availability of the airport and the reliability of its services heighten the efficiency of freight transport chains and logistics networks and reinforce the competitive advantage of its region. Different concepts have been developed to conceptualize the relation of airports with their surroundings, acknowledging the strong ties between airport development, freight transport, and logistics. However, different interactions between airport and logistics/freight-transport within the catchment area arises the necessity of applying system approach to conduct more comprehensive analysis and to move toward implementing integrated approaches in planning. This necessity is crucial because other systems such as regional and urban economy, urban transport, land-use, environment, etc. also must be involved in integrated planning for the purpose of addressing sustainability and resiliency. In this study, which is a part of author’s PhD research, a detail review on Airport-Delated Development concept(s) and the centrality of freight transport and logistics is provided. The complexity of planning is mainly addressed as an initial step for further research and system modeling.

The global energy transition is characterized by a shift from fossil fuels such as coal, oil, and natural gas to cleaner and more sustainable energy sources. It is emphasized that hydrogen energy has significant potential for the development of innovative business, international trade, and energy transition for a sustainable post-carbon future. Currently, most hydrogen is consumed locally, without significant volumes of interstate supplies. It is noted that the development of this market faces many technical challenges, including high costs of producing “green” hydrogen, technical difficulties with the infrastructure for its transportation and storage due to low density, and the need to create large-scale infrastructure. Demand for hydrogen is growing as it plays a key role in decarbonization and greenhouse gas emissions reduction, especially in heavy industry, transportation, and energy systems. In the short term, hydrogen trade will likely occur mainly between neighboring countries through pipelines, limiting the scope of international trade until cost-reducing technologies are developed. In the long term, as demand for green hydrogen grows, especially in Europe and Asia, the trend toward active trade in this resource will gradually change. According to the most optimistic forecasts, the global hydrogen market will gradually grow until 2030, and the volume of international hydrogen trade may reach 120 million tons per year. It has been theorized that hydrogen is becoming increasingly important in the global energy system, and the geopolitics of energy trade will inevitably change. Energy geopolitics has traditionally been dominated by fossil fuel exporters such as the Middle East and Russia. However, the transition to hydrogen has the potential to decentralize energy production, making countries with rich renewable energy resources, such as the Persian Gulf, North Africa, and parts of Europe, key players in the new hydrogen market. This underscores the importance of developing international hydrogen supply chains, particularly from regions rich in renewable energy sources, such as North Africa, the Middle East, and Australia. Institutional support for the energy transition for a sustainable post-carbon future is implemented at the global and macro levels. At the global level, through a system of rules and regulations for the international market, international trade agreements and customs regulation, and international coordination on the implementation of hydrogen quality and safety standards. At the macro level, through government institutions, regulatory frameworks, and hydrogen economy development strategies, which have already become an integral part of the energy plans of many countries seeking to achieve carbon neutrality, reduce greenhouse gas emissions, and improve energy security. It is substantiated that the hydrogen market will face a difficult path related to solving technical and economic issues. However, thanks to the development of innovative business and technological innovations, support from governments, private investors, and various stakeholder groups, this sector has a great chance to become a key player in the future energy landscape, playing an important role in the decarbonization of the global economy. Keywords: innovative business, institutional support, energy transition, hydrogen, global hydrogen economy, energy geopolitics, decarbonization, sustainable development, sustainable post-carbon future, green transition, green investments, technological innovation, international trade, emissions trading system, regulation, strategic interests, economic interests, strategy of hydrogen use for energy, energy strategy, strategizing the hydrogen economy, country strategies, global development triggers, trade policy, environmental policy, international trade agreements, customs regulation, international trade.

This chapter contains sections titled: Introduction The Evolution of Intermodalism Intermodal Container Transportation: Advantages and Impacts Empirical Application Summary Notes Acknowledgments References

Klotok as a river transportation mode is interesting to study. However, not much research focuses on how the role of klotok as a mode of transportation can attract tourists. Klotok becomes an icon as a river tourism icon because it presents a uniqueness for the audience. This study aims to describe how the role of klotok and its existence for the Banjar community. Interviews were conducted with three community groups, namely: klotok owners, traders, and visitors to the Siring Menara Pandang tourist destination. This is intended to provide a complete description of the function of klotok as a mode of water transportation, especially in river areas. The results of the study describe how klotok as a mode of water transportation is moored on the edge of the Martapura River, precisely Siring Menara Pandang. The choice of location is because Siring Menara Pandang is a public space that is used as well as a tourist destination. Revitalizing the river by prioritizing the river as a selling price to tourists has positioned klotok as a vital mode of transportation. Based on its development, klotok not only acts as a mode of river transportation but also as a choice of entertainment attractions for river tourism

Freight transportation modes consume enormous amounts of energy. This paper estimates the long- and short-run effects of fuel prices on freight volumes in various modes of transportation in Shanghai. Data included monthly changes during the period 2009–2016. Air cargo series were suggested to include one or two unit roots, and hence were removed from the cointegration analysis. Both the Phillips–Ouliaris and Johansen tests did not detect long-run relationships between real fuel prices, water cargo, road, and rail freight. Conventional first-differenced VAR (vector autoregressive) models were estimated. Overall, whether in the short- or long-run, real fuel prices did not influence freight transportation volumes. However, we found a Granger causality running from rail to road freight, as in the short-run (one month), a 1% change in rail freight would lead to a reduction of 0.07% in road freight. Therefore, simply by increasing fuel prices, the government could seldom encourage the shift from energy-inefficient modes of freight transportation to energy-efficient ones to achieve a sustainable freight transport. The allocation of more time and routes for rail freight traffic and the reduction in rail freight taxes may increase the rail freight volume and hence decrease the overall energy use. Our findings, to some degree, contribute to freight transportation economics. Future research may examine the impact of gasoline prices or diesel prices on freight traffic volumes.

This paper aims to investigate the determinants of maritime and overland transport costs and the role they play in deterring trade across countries. We estimate a transport cost function using data on maritime and overland transport of the ceramic sector (tiles) obtained from interviews held with Spanish logistics operators. We also study the relationship between transport costs and trade and estimate an import demand model for ceramic products. Additionally, we present a discussion on the sensitivity of trade flows and transportation costs to the existence of back-hauling, special conditions for transport and number of reloads.1 The study of modal transport (overland versus maritime) and its differential characteristics are of relevant interest for maritime economists and should be taken into account in economic policy-making. Furthermore, the proven impact of infrastructure on transport costs and trade points towards the importance of investing in new port infrastructures as a way of fostering trade and income. Our results from the transport cost estimation show that higher distance and poor partner infrastructure lead to a notable increase in transport costs. Inclusion of infrastructure measures improves the fit of the regression, thus corroborating the importance of infrastructure in determining transport costs. The distance coefficient remains significant and with similar magnitude when we add infrastructure variables. Our results from the trade equation estimation show that importer income, as expected, has a positive influence in bilateral trade flows. Higher transport costs significantly deter trade, and distance does not appear to be a good proxy for transport costs in the ceramics sector.

Maritime transport serves about 80% of world trade among transport modes and is of great importance for the global economy as it has a great impact on economic development. The aim of this study is to examine the studies on maritime transport between 2010-2023 by bibliometric analysis method. For this purpose, the Web of Science database was searched using the terms "maritime transport", "waterway transport", "sea transport" and 574 publications with this term in the title were found. These publications were then filtered as articles and 395 article studies were visualised and interpreted using VOSviewer mapping method. It was observed that the highest number of publications in the time period considered was in 2023 with 48 publications. Following the analysis, "maritime transport" was the most used keyword, appearing 81 times. Kum Fai Yuen (5 publications, 176 citations) and Harilaos N. Psaraftis (5 publications, 132 citations) are the researchers with the most publications, co-authorship, and citations. With 43 publications, China is the nation with the most publications. Once more, with 570 citations, China is the most referenced nation. TransNav: International Journal on Marine Navigation and Safety of Sea Transportation is found to have the highest number of publications (24 publications).

The study examines the impact of maritime transportation infrastructure on Nigeria’s economic growth and development. Amongst others, the objectives were to assess the impact of port infrastructure on trade facilitation and economic development in Nigeria; investigate the effect of maritime transportation costs on Nigeria’s international trade and economic growth; evaluate the role of maritime transportation infrastructure in promoting regional development and economic growth in Nigeria, and develop a framework for optimizing maritime transportation infrastructure in promoting sustainable economic growth in Nigeria. The study adopted the Taro Yamane formula to determine the sample size of 225 out of 423 and there was 100% response rate. Observation and structured questionnaire were used for the collection of data. Quantitative data was analyzed using descriptive statistics, while qualitative data was coded and analyzed using the 4-point Likert Scale. The study finds, amongst others that Nigeria’s maritime transportation infrastructure is essential for the country’s economic development; Nigeria’s port infrastructure does not make the country competitive in the global market and it is important to develop a comprehensive framework for optimizing maritime transportation infrastructure in Nigeria, considering factors such as infrastructure development, sustainability, and stakeholder engagement. Accordingly, among others, the study recommends that Nigerian ports should be upgraded with modern facilities, equipment, and technology to increase efficiency, reduce congestion, and improve cargo handling capacity and Government can promote public-private partnerships (PPPs) to finance, develop, and operate maritime infrastructure projects, such as ports, terminals, and logistics facilities. PPPs can attract foreign investment, transfer technology and expertise, and improve the efficiency and sustainability of maritime infrastructure development.

This study aims to determine the impact of price changes in maritime transport, which is one of the most important elements in international trade, on the monetary rate of transport mode usage of Turkey in export and import activities. The maritime transport cost items used are represented by China Containerized Freight Index (CCFI), Shanghai Containerized Freight Index (SCFI) and Istanbul Freight Index (ISTFIX). Asymmetric causality analysis is used to determine the causal relationships between the variables, which allows to determine causalities between the shocks by separating them as positive and negative. The data set used in this study covers the periods between November 2010 and July 2018 and consists of 93 monthly observations. According to the results obtained, there are significant asymmetric causalities from maritime transport costs to all modes of transport except for railway. These results play a complementary role in the related literature by providing an econometric determination of the importance of transportation costs in transportation mode selection decisions.

This study aims to determine the impact of price changes in maritime transport, which is one of the most important elements in international trade, on the monetary rate of transport mode usage of Turkey in export and import activities. The maritime transport cost items used are represented by China Containerized Freight Index (CCFI), Shanghai Containerized Freight Index (SCFI) and Istanbul Freight Index (ISTFIX). Asymmetric causality analysis is used to determine the causal relationships between the variables, which allows to determine causalities between the shocks by separating them as positive and negative. The data set used in this study covers the periods between November 2010 and July 2018 and consists of 93 monthly observations. According to the results obtained, there are significant asymmetric causalities from maritime transport costs to all modes of transport except for railway. These results play a complementary role in the related literature by providing an econometric determination of the importance of transportation costs in transportation mode selection decisions.

The paper proposes a classification of cyber-attacks at the present stage of maritime transport development. A classification system for ship blocks and port infrastructure has been developed. The vulnerabilities of the global navigation satellite system are analyzed; this system is the most important subcategory of maritime vehicles and may be a target for cyber-attacks. The paper shows that the rapid spread of cybercrime occurs due to the rapid development of new technologies and their integration into ship and port infrastructures. The main elements of the maritime transport infrastructure are considered: port infrastructure and ship infrastructure. IoT and Big Data can be examples of the spread of such systems. The ship's IT infrastructure, ship's electromechanical and electronic systems, communication systems, automatic identification systems, ship information system are considered. In the port infrastructure, port security systems, port equipment systems, port communication systems are analyzed. The main types of cyber-attacks to which the ship and port parts of the industry are exposed are considered. The signs of attacks on the Internet of things systems on ships and in ports are considered. The trend towards greater system integration cannot be reversed for economic reasons. Such integration makes it possible to reduce the size of the team, build autonomous ships, work in the smart ports system, and makes it possible to save various resources (time, human, fuel and organizational). The paper considers the practical directions and challenges facing the industry in terms of improving the security of maritime transport in cyberspace.