In recent years, the stability of supply chains has been undermined due to many disruptions. Although it is normal for the disruptions in supply chains to occur periodically, they have great impact on the rise of the costs and they create strong imbalances in business. For years, most world trade has been performed by maritime transport due its cost-effectiveness. The COVID-19 pandemic has disrupted the global supply chain like nothing before, and the Russian invasion of Ukraine has only deepened the crisis that is affecting the global supply chain. The focus of this paper has been placed on volatile freight rates in the maritime container industry due to the COVID-19 pandemic and the Russian invasion of Ukraine and the consequences of these crises on the changes of the prices of consumer goods in the European Union.

This paper presents a systematic literature survey on diagnostic methods used for railway materials and systems. The authors analyze various railway accident reports, focusing on the types of failures described and their causes. Previous review papers have addressed various aspects of railway...

The problem of reshuffling is a current phenomenon practically in every container terminal. So far, there has been no unambiguous solution to the problem of reshuffling of cargo units. This is due to the specifics of the terminals, available equipment, information provided by the participants of the logistics chain as well as the methods that are implemented in handling terminals. The aim of the article is to present a model with sequence of operations which may allow for reduced losses resulting from the need to move the same cargo unit multiple times.

The paper discusses the issue of unproductivity during the implementation of operations in inland container terminals. The authors hypothesize that the two main factors influencing the number of unproductive manipulations are the adopted operating strategy and the occupancy level of the storage yard. The presented model classifies the operation time and the waiting time for container handling separately, and also compares the impact of the terminal storage occupancy and selected strategies on the handling time. Based on the collected data, the impact of the number of occupied storage places and the frequency of repetition of operations on the average time of handling a freight unit are simulated. It is noticed that increasing the occupancy of the terminal area above 35% results in a significant increase in the frequency of repetition of operations. In the case of terminal area occupancy of about 50%, the average waiting time for service and the service of a freight unit itself may vary significantly, depending on the adopted strategies for the implementation of operations.