Revista
de la
Universidad
del Zulia
Fundada en 1947
por el Dr. Jesús Enrique Lossada
DEPÓSITO LEGAL ZU2020000153
ISSN 0041-8811
E-ISSN 2665-0428
Ciencias del
Agro,
Ingeniería
y Tecnología
Año 14 N° 39
Enero - Abril 2023
Tercera Época
Maracaibo-Venezuela
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Technological proposal for the attention of the risk in the
management of the work of a railway station with a port
Hanna Sergiivna Baulina *
Hanna Yevhenivna Bohomazova **
Svitlana Mykolaivna Prodashchuk ***
ABSTRACT
The purpose of the article is to define an improved technology for managing the operation
of a railway station with a port when carrying out container transportation with the
attention of the financial risk. To achieve this goal, the authors used methods of statistical
data analysis of dynamically changing parameters, methods of mathematical statistics,
probability theory, methods of optimization and combinatorial analysis. The article
formalizes the technology of managing the work of a railway station with a port in the form
of a mathematical model. The objective function of the model is based on the sum of
operating costs and takes into account the risk of financial losses of the port station due to
the occurrence of risky events that threaten the stable and safe operation of railway
transport in the conditions of martial law. For representation of the level of financial risk,
the use of the density function of the normal distribution law is proposed. The application
of the proposed mathematical model will allow to determine the optimal size of a batch of
large-tonnage containers intended for loading onto a ship with minimal operating costs.
KEY WORDS: Railway stations, management, containers, risk management, optimization.
*PhD in Technical Sciences, Associate Professor at the Department of Freight and Commercial
Management of Ukrainian State University of Railway Transport. ORCID ID:
https://orcid.org/0000-0001-8464-1507. E-mail: baulina777@gmail.com
**PhD in Technical Sciences, Associate Professor at the Department of Freight and Commercial
Management of Ukrainian State University of Railway Transport. ORCID ID:
http://orcid.org/0000-0002-8042-0624. E-mail: annabogomazova1234@gmail.com
***PhD in Technical Sciences, Associate Professor at the Department of Freight and Commercial
Management of Ukrainian State University of Railway Transport. ORCID ID:
http://orcid.org/0000-0002-7673-3863. E-mail: sp7728@ukr.net
Recibido:03/10/2022 Aceptado: 06/12/2022
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Propuesta tecnológica para la atención del riesgo en la gestión de
obra de una estación ferroviaria con puerto
RESUMEN
El objeto del artículo es definir una tecnología mejorada para gestionar la operación de una
estación ferroviaria con puerto al realizar el transporte de contenedores, teniendo en cuenta
el riesgo financiero. Para lograr este objetivo, los autores utilizaron métodos de análisis de
datos estadísticos de parámetros dinámicamente cambiantes, métodos de estadística
matemática, teoría de la probabilidad, métodos de optimización y análisis combinatorio. El
artículo formaliza la tecnología de gestión del trabajo de la estación portuaria en forma de
modelo matemático. La función objetivo del modelo se basa en la suma de los costos
operativos y tiene en cuenta el riesgo de pérdidas financieras de la estación portuaria debido
a la ocurrencia de eventos riesgosos que amenazan la operación estable y segura del
transporte ferroviario en las condiciones de la ley marcial. Para visualizar el nivel de riesgo
financiero, se propone utilizar la función de densidad de la ley de distribución normal. La
aplicación del modelo matemático propuesto permitirá determinar el tamaño óptimo de un
lote de contenedores de gran tonelaje destinados a ser cargados en un buque, con los
mínimos costos de operación.
PALABRAS CLAVE: Estación de tren, gestión, recipientes, gestión de riesgos, optimización.
Introduction
In the current conditions of unstable economic situation and rather fierce
competition in the field of transport, the introduction of a customer-oriented approach and
improving the quality of services at all stages of freight transportation is crucial. However,
lack of coordination between the participants in the transport process at all technological
levels leads to violations in the technology of stations and ports, irrational use of reserves of
capacity and processing capacity of railways and maritime transport and, consequently,
violations in the technology of container traffic. Railway customers are served unevenly.
Both railways and freight owners suffer losses due to unproductive downtime of stations,
increased operating costs and reduced customer attractiveness, ie lack of competitiveness.
To ensure the effective operation and integrated development of the transport
industry as a whole, it is necessary to take into account various factors and risks affecting
the number of services and their quality, economically evaluate options for technical and
technological improvement of technological management of railway station and port.
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During the state of war, which has been introduced in Ukraine today, there is a constant
probability danger of loss and damage to railway transport due to shelling and destruction,
and as a result of power outages, accidents, fires, explosions and human casualties.
Therefore, it is now necessary to take into account the risks that threaten the stable
operation of railways.
Thus, an urgent task is to improve the technology of interaction between the station
and the port while focusing on meeting the needs of consumers of transport services. This
approach will allow you to find optimal solutions to increase competitiveness and
implement a strategy of customer focus.
In this regard, the aim of this study is devoted to determine an improved technology
for managing the work of a railway station with a port when carrying out container
transportation with the attention of the financial risk.
1. Literature review
To solve the problem of development of transit traffic through port stations of
Ukraine Butko and Vergeles (2016) proposed a model for choosing a strategy for the
distribution of empty cars in the railway-water junction, the use of which will allow
operational staff to establish and choose a rational process in specific transport conditions.
The technology of interaction of sorting and port station in the service of export car
flows requires consistency of application of technical means and capacities of the station.
Rational use of the number and capacity of station tracks, shunting locomotives, reducing
the time to perform various technological operations in the system of interaction of the
sorting station with the port station and seaport determine the efficiency of the transport
system (Shelekhan and Prodashchuk, 2017).
Baulina and Bohomazova (2020) formalized the technology of the station in
interaction with the port in the form of a mathematical model that takes into account the
minimum operating costs per car for the period of its stay in the system when performing
all necessary operations. The objective function of the model is given in the form of an
integrated criterion of quality of car traffic management for a certain period, the value of
which will assess the quality of operational staff in car service, track the dynamics of cost
reduction operations and identify ways to reduce them.
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Chislov et al. (2020) formed a model of the transport process in the form of a two-
criteria problem of integer mathematical programming. Using the model will ensure
finding the optimal plan of grain cargo flows according to two-time criteria.
In their study Sansyzbajevab and Mezitisa (2017) developed a simulation model of
multimodal transportation processes for process forecasts and evaluation of quality
indicators of port stations and terminals. Process modeling is performed using a tool for
modeling material flows and cargo units from entry to exit the system. The greatest effect in
reducing the downtime of cars at the station was achieved with the coordinated
management of trains, the smooth operation of the transport hub and the use of additional
locomotive.
For a clearer organization of the transportation process, Butko et al. (2019) reflected
the technological process of cargo transportation in the direction in the form of an
optimization mathematical model of the process of moving cars. The target function of the
model takes into account possible delays in the first and last miles with the probability of
financial risks in the form of payment of fines for late delivery of goods.
Nagornyi and Orda (2018) determined the optimal level of reliability of the
intermodal container transportation system on the international route China - EU
countries both in individual modules and in the system as a whole when applying the
profile of rational strategies of transport services for cargo owners.
Koyuncu and Tavacıoğlu (2021) made a scientific contribution to improving the
accuracy of the forecast of probable volumes of container traffic in the port of Shanghai The
authors managed to achieve this by using two different approaches to time series modeling.
As a result of the analysis of time series, scientists have chosen the SARIMA model, which
can be used to predict future values, because the accuracy of the forecast, in this case, is
more acceptable. This approach can be useful for the rational use of seaport infrastructure.
Matsuda et al. (2021) studied the monopoly of the container transportation market.
The authors use an econometric approach to study the extent of market competition.
Research indicates differences in the incomes of transport companies, and some of them
have large debts and are in a difficult financial situation. Competitiveness of the container
transportation market in the conditions of the alliance is considered in the work Hirata
(2017). The emergence of large alliances brings a constant increase in the size of the ship,
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which leads to a constant reduction in production costs. However, a large alliance cannot
raise the freight rate and does not hinder competition, but rather is a solution to reduce
unit operating costs, and therefore to support the container shipping industry.
Peng et al. (2019) proposes a model for optimizing intermodal transportation of
loaded and empty containers in hinterlands, which aims to maximize the profits of the
transport company, taking into account certain restrictions in container traffic. However,
in their article Zhao et al. (2020) formed a multi-purpose optimization model to minimize
the total costs in the process of transporting containers in the organization of intermodal
rail and water transport. An improved genetic algorithm was used to solve the model.
To distribute international container cargo, Shibasaki and Kawasaki (2021)
developed a two-layer network model that includes both global maritime and local
domestic transport network in terms of shippers. Baulina et al. (2022) formalized rational
technology of servicing freight points of railway tracks of industrial enterprises in the form
of a mathematical model that uses the criterion of total operating costs and takes into
account the probabilistic nature of waiting time for wagons to supply freight stations. The
model is designed to determine the rational number of cars in the supply to the freight
point of railway tracks of industrial enterprises.
Bulgakova (2016) considered the interaction of railway transport and transport of
industrial enterprises. A real-time freight flow management model in an integrated
production and transport system is proposed, which provides a reduction in logistics costs.
But only the determined mode of operation of the system is considered and the risks that
arise in the work are not taken into account.
The problem of planning the operation of railway stations has many factors of
uncertainty (Guo et al., 2016). Therefore, finding an effective and accurate planning method
has always been a challenge in this area. The authors propose a unified method of modeling,
but does not take into account the interaction of different modes of transport and risks in
the work.
Andrić et al. (2019) considered critical risks in railway projects. A total of 24
potential risks in railway projects have been identified, which are divided into 6 groups. A
questionnaire is proposed to collect data on the probability of risks and their impact. To
identify critical risks in railway projects, a method based on fuzzy and sensitive analysis has
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been developed and applied to risk assessment. The results show that the most critical risks
in railway projects are design changes, design errors, credit risk, difficult geological
conditions and geopolitical risk. But the risk in the interaction of modes of transport is not
taken into account. Financial risk for customers is also not taken into account.
Staznik et al. (2017) note the significant interdependence of transport chains in their
interaction, which are a number of links and operations that must be performed in a certain
order to ensure optimal technology. It is noted that there are a significant number of risks
that negatively affect the optimal functioning of transport systems. A number of steps have
been proposed to minimize the negative impact of risk on the efficient operation of
transport.
Thus, the existing research is aimed at improving a certain part of the technological
process of the port station. At the same time, the full cycle of container wagon handling at
the port station during intermodal transportation and possible financial risks have been
insufficiently studied. Therefore, it is advisable to study the process of container traffic
management when changing the mode of transport from rail to sea, taking into account
delays that may occur during processing of container traffic at the port station and port and
lead to possible financial losses.
2. Methodology
The tasks set in the work were solved with the help of the appropriate mathematical
apparatus and research methods. Were used the methods of processing statistical data and
analyzing the data of timing observations when determining the duration of the main
technological operations and their expectation. To formalize an improved the technology
for managing the work of a railway station with a port, the principles of an integrated
approach, methods of optimization and combinatorial analysis are used to take into
account parameters that change depending on time. Methods of economic analysis were
used to assess the effectiveness of the technology of the system under study.
Probability theory and methods of mathematical statistics were used to determine
the risks of financial losses. The degree of impact of risk events on the main performance
indicators of the railway station and port was assessed. After that, a conclusion was made
about the expediency of taking this risk event into account during modeling. Determination
of optimal solutions for managing the operation of the railway station with the port in the
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organization of container transportation is based on the principles of stochastic
programming.
The application of the mentioned methods in solving the actual task of improving
the technology of managing the work of the port station during container transportation,
taking into account occurrence the risks of obtaining additional costs during cargo
processing, made it possible to determine the most effective mode of operation of the
railway station and the port while ensuring minimum operating costs in modern
conditions.
3. Results and Discussions
Port railway stations are an element of the transport system that ensures the
interaction of railway transport and sea ports. The efficiency of their work determines the
coherence of all links of the production process of transport enterprises as a whole.
One of the main problems in the organization of mixed transportation with the
participation of railway transport and sea port is to ensure effective interaction of transport
flows of adjacent modes of transport. If the interaction is not clear enough, there may be an
additional queue of vehicles waiting for an adjacent mode of transport or due to the lack of
cargo in the warehouse or free storage capacity. The specified delay can lead to a violation
of the contractual terms of cargo delivery or traffic schedules, which negatively affects the
quality of work of the transport and logistics chain and the competitive position of the port
terminal operator.
The functioning of railways in the conditions of martial law requires the effective use
of all available technical resources, taking into account transport risks, because the
probability of increasing damage and losses from military events is constantly increasing.
The factors that influence the increase of risks in modern conditions during cargo
transportation are identified: increased traffic intensity, speed of transportation, proximity
to the combat zone, climatic conditions (air, water and snow loads), a very high level of
wear and tear of rolling stock and railway infrastructure and a low level technical
equipment of railway transport due to destruction and impossibility of full recovery.
Therefore, in the conditions of martial law, the problem of the most accurate determination
of possible risks and the assessment of the extent of losses as a result of their occurrence
increases significantly. Consideration risks when determining the optimal technology has a
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significant economic effect and increases the level of safety during transportation not only
by rail transport.
An important component of the interaction of rail and sea transport is the
organization of the process of cargo transportation in containers. The duration of this
process is affected not only by the perfection of technical support work, but also by
minimizing downtime while waiting for the execution of technological operations.
Today there is a tendency to increase the volume of processing of export cargo in
containers (Figure 1). The leader of container circulation in Ukraine, Odessa Sea Port, was
selected for the study. It processes containers coming from the Odessa-Port port station of
the regional branch «Odessa Railway». The station and port serve mostly 20- and 40-foot
containers.
204245
219304
180460
164884
206270
216867
274199
299554
304924
310548
0
50000
100000
150000
200000
250000
300000
350000
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Containers
, (TEU)
Figure 2. Volumes of processing of export cargoes in containers in the Odessa
seaport for 2012-2021
Source: authors
In this regard, it is advisable to formalize an improved technology of managing the
work of the railway station with the port during container transportation in the form of an
optimization mathematical model. The objective function of the model is proposed to be
given as the sum of operational costs for the performance of operations for processing large-
tonnage containers at the station, in the port and possible financial losses in the form:
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52
11
min
st п
іі
ii
E E E R
, (1)
where
st
і
E
are operating costs of the port station for container batch processing;
п
і
E
are
operating costs of the seaport for the formation of a container consignment for shipment;
R
is risk of financial losses.
The risk of financial losses should be understood as the actual losses of the railway in
the process of transportation, processing and storage of goods, the costs of compensation
for these losses and their consequences. A correct assessment of the actual value of the risk
allows you to objectively determine the amount of possible losses.
Therefore, the last component of the objective function (1) reflects the possible risk
of losses of the railway station and the port due to the occurrence of risky events that
threaten the stable and safe operation of railway transport in the conditions of martial law.
The latter include the human factor (R1), damage to vehicles (R2), blocking of seaports
(R3), destruction of infrastructure (R4), power outages (R5).
Thus, for the best reflection of the level of financial risk, it is proposed to use the
distribution density function associated with the normal distribution law. Then the
definition of possible risk can be given in the following form:
2
1
max
2
min
2
tt
risk risk
t
risk
risk risk
t
Cq
R t e dt
K
(2)
where С
risk
– costs from the implementation of risk events; t
risk
– the delay time of large-
tonnage containers due to the occurrence of risk events; K – the total number of containers
arriving at the port station for a certain period.
Taking into account the above research, the final target function of the model of the
improved technology for managing the work of a railway station with a port during
container transportation under the relevant restrictions is as follows:
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2
1
max
2
min
( ) 1
2
1
2
1
2
min,
2
tt
risk risk
insp
dis del dis
d w d w sh
cl ass
s
sh f pl
co cl
l
d w w
op
t
risk
risk risk
t
e
E q q e t t t e t
q
eq
q e t t
Р
q e t t
ZQ
Cq
t e dt
K
(3)
where
q
is the batch of containers intended for loading on a ship of many containers;
insp
e
is the cost of commercial, technical and customs inspections;
– the proportion of
containers 20 feet long of the total number of containers in the batch; it can be assumed
that one platform with a length of 14.62 m is fed under the load of two containers 20 feet
long or one - 40 feet long. Therefore, the number of cars can be determined by the formula:
1
2
qN
; (4)
d
e
is the cost of wagon hours of downtime;
dis
w
t
– the time to wait for the disbandment of
the train at the port station;
sh
e
– cost of locomotive-hours of shunting work;
d
t
–
downtime of the wagon in the process of disbandment;
s
e
is the cost of saving one
container when accumulating on a container batch;
– intensity of arrival of containers to
the port;
del
w
t
is the waiting time for the wagon to be delivered to the port berths due to the
occupation of technical means;
cl
f
t
is the time for feeding and cleaning the wagon from the
port berths;
ass
pl
t
is the time for placement-assembly of the wagon;
co
w
t
,
cl
w
t
– duration of
waiting for cargo operations and waiting for cleaning of the wagon after cargo operations in
connection with the employment of technical means and port workers respectivelу;
l
Р
is
the average loading of the wagon in containers;
Z
is the number of units of loading and
unloading equipment;
op
Q
is the operational productivity of one unit of equipment.
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The first appendix of the target function contains the costs of the port station on the
arrival of wagons at the station, namely the performance of technical, commercial and
customs inspections. The second appendix shows the station costs for waiting for the
disbandment of the train, the downtime of wagons in the process of disbandment and the
costs associated with waiting for the supply of wagons to the port berths. The third term of
the function reflects the costs of the station for the disbandment of the composition, the
fourth - for the preservation of containers when accumulating on the container batch. The
costs of the port station for the supply and removal of wagons from the port berths and
their placement and collection are taken into account in the fifth appendix.
Port costs include the sixth appendix to the target function, which includes costs
related to waiting for cargo operations, unloading containers directly to the ship or to port
berths and waiting for wagons to be cleaned after cargo operations.
The last addition is the possible risk of financial losses.
The condition of conformity of intensity of receipt of containers to processing
capacity of a cargo front can be written down as:
fr
Q
, (5)
where
fr
Q
is processing capacity of the cargo front.
Restriction (6) determines the condition for fulfilling the restriction on the length of
the cargo front:
1
2
pl fr
q l l
, (6)
where
pl
l
is the platform length;
fr
l
is the length of the cargo front.
Restriction (10) states that the total residence time of wagons with containers at the
port station
tot
t
should not exceed the standard
st
t
:
tt
tot st
. (7)
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Given the relevant constraints, it is possible to determine the optimal batch size of
large-tonnage containers 20 and 40 feet long, designed to be loaded onto a ship while
minimizing operating costs.
The modeling made it possible to determine the improved technology of the
interaction of the station and the port with the attention of the financial risk with
constantly changing volumes of work. A graphical view of the simulation of this technology
is shown in Figure 2.
R1
R2
R3
R4
R5
0
200
400
600
800
1000
1200
1400
1600
1800
2
E
4
6
8
10
12
14
16
18
20
Figure 2. Dependence of financial losses on the size of the optimal batch of
containers and the type of risk events
Compiled by the authors
The determined approach to finding optimal solutions for managing the work of the
railway station with the port is the basis of the formation of a decision-making support
system for operational personnel (maneuver dispatcher on duty at the station). A
significant achievement of this study is the creation of a model of the improved technology
for managing the work of a railway station with a port during container transportation.
An exceptional feature of the proposed model, in contrast to the works analyzed in
the first section of this article, is the consideration of the possible risk of station and port
losses due to the occurrence of risky events that threaten the stable and safe operation of
railway transport under martial law. Power outages, destruction of infrastructure, blocking
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of seaports, damage to vehicles and the human factor are proposed to be among the risk
events. Taking into account such parameters in the mathematical model makes it possible
to estimate the losses and damages that may occur during transportation, when performing
technological operations with containers, as well as during their storage.
Conclusions
Conducted studies of the technological process management technology of the
railway station in interaction with the port showed that the efficiency of their work
determines the coherence of all links of the production process of transport enterprises as a
whole. An important component of the interaction of rail and sea transport is the
organization of the process of cargo transportation in containers. It has been established
that today there is a tendency to increase the volume of export cargo processing in large-
tonnage containers 20 and 40 feet long.
Under such conditions, a modern model for managing the work of the railway
station with the port was developed to optimize the operational management process in
order to minimize both operating costs and financial losses directly related to their
operational activities. The concept of risk was used to model financial losses associated
with the possibility of unwanted events.
The proposed improved technology for managing the work of the railway station and
the port in the organization of container transportation based on a mathematical model in
the form of the sum of the operating costs of the station, the port and the risk of financial
losses is the basis for the formation of a decision support system for operational personnel
(maneuver dispatcher on duty at the station). At the same time, the risks of station and
port losses due to the occurrence of risky events that threaten the stable and safe operation
of railway transport in the conditions of martial law were taken into account. To determine
the risk of financial losses in the process of interaction between the railway station and the
port, a model using the density function of the normal distribution law was proposed.
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2020: abstracts of the International Scientific and Practical Internet Conference, Dnipro,
December 3-4, 1, 131-132
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service cargo points at railway connecting lines of industrial enterprises. Revista de la
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Bulgakova, J. (2016). Decision making on cargo-flows management in integrated production
and transportation system. Transport problems 11/4, 83‒94. DOI:
http://dx.doi.org/10.20858/tp.2016.11.4.8
Butko, T., Vergeles, V. (2016). Improving the process of sypplying of port railway node with
empty railcars. Zbirnyk naukovykh prats Ukrainskogo derzhavnohogo universytetu
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Butko, T., Kostiennikov, О., Parkhomenko, L., Prohorov, V., Bogomazova, G. (2019).
Formation of an automated technology of cargo transportation control on the direction.
Eastern-European journal of enterprise technologies. Vol. 1, № 3 (97), 6–13. DOI:
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Chislov, O., Bogachev, T., Kravets, A., Bogachev, V., Zadorozhniy, V., Egorova, I. (2020).
Time Parameters Optimization of the Export Grain Traffic in the Port Railway Transport
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Guo, R. Guo, J., Xie, G. (2016). Optimizing model of а railroad yard’s operations plan based
on production scheduling theory. Computers in Railways XV: WIT Transactions on The
Built Environment, WIT Press. Vol. 162, 79–90. DOI: https://doi.org/10.2495/CR160081
Hirata, E. (2017). Contestability of Container Liner Shipping Market in Alliance Era. The
Asian Journal of Shipping and Logistics 33(1), 027-032 DOI:
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Koyuncu, К., Tavacıoğlu, L. (2021). Forecasting Shanghai containerized freight index by
using time series models. Marine Science and Technology Bulletin 10(4), 426-434 DOI:
http://dx.doi.org/10.33714/masteb.1024663
Matsuda, Т., Hirata, E., Kawasaki, T. (2021). Monopoly in the container shipping market:
an econometric approach. Maritime Business Review. Emerald Publishing Limited, 2397-
3757 DOI: DOI: https://doi.org/10.1108/MABR-12-2020-0071
Nagornyi, Ye., Orda, A. (2018). Reliability’s estimation of intermodal container
transportation in the supply chains. Komunalne hospodarstvo mist. 7 (146), 60-64 DOI:
https://doi.org/10.33042/2522-1809-2018-7-146-60-64
REVISTA DE LA UNIVERSIDAD DEL ZULIA. 3ª época. Año 14, N° 39, 2023
H. Sergiivna Baulina et al/// Technological proposal for the attention of the risk in the management…400-414
DOI: http://dx.doi.org/10.46925//rdluz.39.22
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Peng, Z., Wang, H., Wang, W., Jiang, Y. (2019). Intermodal transportation of full and empty
containers in harbor-inland regions based on revenue management. European Transport
Research Review, 11, 7 DOI: https://doi.org/10.1186/s12544-018-0342-4.
Sansyzbajevab, Z., Mezitisa, M. (2017). Simulation of the Interaction of Railway Station
and Harbor Fjodors Mihailovsa. Procedia Computer Science 104, 222 – 226. DOI:
https://doi.org/10.1016/j.procs.2017.01.117
Shelekhan, G., Prodashchuk, S. (2017). Improvement of the interaction process of
marshalling yards and portside stations at the service of exporting traffic volumes. Zbirnyk
naukovykh prats Ukrainskogo derzhavnohogo universytetu zaliznychnoho transportu, 168,
10-18.
Shibasaki, R., Kawasaki, T. (2021). International intermodal container shipping network in
South Asia: modelling and policy simulations. International Journal of Shipping and
Transport Logistics 13(1/2), 70–101 DOI: http://dx.doi.org/10.1504/IJSTL.2021.10035116.
Stažnik, А., Babić, D., Bajor, I. (2017). Identification and analysis of risks in transport
chains. Journal of Applied Engineering Science 151, 61-70 DOI:
http://dx.doi.org/10.5937/jaes15-12179
Zhao, J., Zhu, X., Wang, L. (2020). Study on Scheme of Outbound Railway Container
Organization in Rail-Water Intermodal Transportation. Sustainability, 12, 1519. DOI:
http://dx.doi.org/10.3390/su12041519
