Currently, seaports are actively searching for methods and ways to improve their operational efficiency. Digitalization is considered as one of the main directions of current ports’ development. Ports’ digitalization levels are varied and may depend on different factors, including port size, traditions, turnover and handled cargo type, etc. Ports often face decision-making challenges related to assessment of their digitization level and choice of development directions. The article aims to develop a methodology to evaluate ports’ digitalization level. A marketing research tool was used to collect the data needed for the analysis. A mathematical model allowing simulations is proposed and a case study of 30 ports located in the Baltic, North and Mediterranean Seas regions is explored. Based on conducted calculations, a ranking of analysed ports considering their digitalization level was created. The ports were compared within groups of small, medium-sized and large ports. It was estimated that the digitalization level in small and medium-sized ports is about 30% lower than the level of large seaports. The research results may be of interest to seaports striving to assess their level of digitalization and choose the best digital improvement solutions.

The world-wide crisis caused by the Coronavirus disease 2019 (COVID-19) pandemic had a significant impact on the global economy functioning and the sustainable development of supply chains. The changes also affected seaports being the key links of maritime supply chains. The purpose of the research study described in this article was to identify the sources and kinds of disruptions observed in various maritime supply chains as a result of the COVID-19 pandemic and their impact on the operations of various types of seaport terminals, namely those serving bulk (universal, specialised) and general cargoes (universal, specialised). An additional purpose was to identify the dependencies between the type of terminal and its main function, and the tactical decisions adopted by the particular terminals. The research was carried out using the multiple-case study method. The study covered some selected port terminals functioning in Polish seaports (Gdańsk, Szczecin, Świnoujście), applying direct, semi-structured in-depth interviews. The analysis of the results was carried out using the inductive reasoning method. The research study has shown that as a result of the COVID-19 pandemic some maritime supply chains ceased to exist, some of them were operating with decreased cargo volumes, while in other cases the transshipment volumes actually rose during the pandemic. Among terminal operators’ tactical responses to disruptions in maritime supply chains, there were pro-active and adaptive measures. Pro-active (offensive) measures included actions taken by an enterprise in order to engage in new maritime supply chains, and even participating in establishing new maritime chains in response to limitations caused by the pandemic. Adaptive (defensive) measures covered actions taken by the port terminals as a consequence of changes in the existing maritime supply chains, caused by the pandemic in the port’s foreland or hinterland. The research study results revealed that the terminals extent of engagement and tactical decisions related to the pandemic were depended on the type of terminal (universal or specialised) and its main function played within a supply chain.

Nowadays great attention is being paid to the ecological aspects of maritime transport functioning, including the problem of pollution and emission of poisonous substances from ships. Such emissions have a significant impact on the environment and sustainable operation of ports, especially those located close to intensive waterways. A decrease in emissions from ships may be achieved by implementing different methods, among others, through the use of environmentally friendly fuels, electrical and hybrid vehicles, as well as through the improvement of port approach and inside navigational channels, optimization of the transport processes organization, etc. However, the size of the influence of ships’ crew and ports pilots’ qualification on the possibility to decrease the emissions from ships during maneuvering in port areas remains a question. This article aims to develop a method to assess the possible decrease of the emissions from ships in ports, considering human factor influence. The method has been developed and verified on the selected case study example. The influence of ships’ crew and ports pilots’ qualification on time spent on maneuvering operations by ships in port areas and consequently the volume of emissions has been investigated. The research results show that for the set conditions it is possible to reduce emissions from ships up to 12.5%. For that reason, appropriate education and training are needed to improve the qualifications of decision-makers performing ship maneuvers at ports areas.

The article presents the concept of innovative technology used to store refrigerated containers in port terminals or on ships that aims to reduce the energy consumption. The idea of new technology to store refrigerated containers was described on port’s terminal example. According to set assumptions, the mathematical heat-balance model of containers stored on yard has been proposed to calculate the savings, as well as the effects of such solution usage have been shown. The results of preliminary calculations were compared to results of experimental verification conducted in the laboratory and based on the approximate model. Obtained results both calculations and experimental verification proved the effectiveness of proposed concept; however, the experimental results indicate smaller savings, then the calculated one.

Transshipment is the process of off-loading an intermodal loading unit (for example, different types of containers, semitrailers, swap-bodies, and so on) from one means of transport (for example, a vessel, a freight railcar, etc.) and loading it onto another. Such a process, as well as other logistics services related to loading units, may take place at a transshipment terminal, which is the intermediate node added to an intermodal transport network when combining two or more liner services that facilitate freight transport. Growing customer requirements affect transshipment terminal operations and contribute to the development of comprehensive logistics services. Terminal clients expect the delivery of complex services that often pose serious challenges to terminals providing these services. The specific decision-making tools are essential for facilitating the shaping of terminals’ complex service offerings. In this study, we investigated the issues connected to the complexity of logistics services offered by transshipment terminals. The aim was to develop a decision-making approach to assess the complexity of logistics services offered by these terminals. A procedure for the formulation of complex and comprehensive service sets at transshipment terminals, which includes sustainable energy and energy efficiency issues, was proposed. The approach for assessing the complexity of services at terminals handling intermodal loading units was developed, and an appropriate mathematical model was applied. Consequently, indexes of the efficiency and comprehensiveness levels of ordered services in a terminal were proposed. The ranking of decision-making criteria influencing the shaping of complex service offerings was created based on the results of a questionnaire survey distributed among the managerial representatives of terminals located in Poland. The data obtained with the use of a questionnaire survey allowed us to verify the proposed approach. The research results may be useful for the management of transshipment terminals while making decisions on the creation of comprehensive services offered to their clientele.

Natural gas plays a vital role in the economically and environmentally sustainable future of energy. Its reliable deliveries are required, especially nowadays, when the energy market is so volatile and unstable. The conversion of natural gas to its liquefied form (LNG) allows its transport in greater quantities. Affordability and reliability of clean energy is a key issue even for developed markets. Therefore, natural gas usage enables to implement green solutions into countries’ economies. However, the LNG-production process consumes a considerable amount of energy. This energy is stored in LNG as cold energy. After LNG unloading into storage tanks at receiving terminals, it is vaporised and compressed for transmission to a natural gas pipeline system. During the regasification process, the large part of the energy stored in LNG may be recovered and used for electricity generation, seawater desalination, cryogenic air separation, hydrogen liquefaction, material freezing, carbon dioxide capture, as well as for combined LNG cold energy utilization systems. Moreover, increased efficiency of LNG terminals may attract potential clients. In the presented paper, a mathematical model is performed to determine the influence of LNG composition and regasification process parameters on the quantity of released LNG cold energy in a large-scale floating storage and regasification units (FSRU)-type terminal “Independence” (Lithuania). Flow rate of LNG regasification, pressure, and boil-off gas recondensation have been considered. Possibilities to reduce the energy losses were investigated to find the ways to improve the regasification process efficiency for real FSRU. The results analysis revealed that potential of LNG cold energy at FSRU could vary from 20 to 25 MW. A utilisation of industrial and urban waste heat for the heat sink FSRU is recommended to increase the energy efficiency of the whole regasification process.