A different intermodal transportation model based on cost analysis considering technical, economical, and operational parameters is presented. The model consists of such intermodal modes as sea-road, sea-railway, road-railway, and multimode of sea-road-railway. A case study of cargo transportation has been carried out by using the suggested model. Then, the single road transportation mode has been compared to intermodal modes in terms of transportation costs. This comparison takes into account the external costs of intermodal transportation. The research reveals that, in the short distance transportation, single transportation modes always tend to be advantageous. As the transportation distance gets longer, intermodal transportation advantages begin to be effective on the costs. In addition, the proposed method in this study leads to determining the fleet size and capacity for transportation and the appropriate transportation mode.

Maritime is one of the sectors where conflicts from work to the family are experienced the most. It is vital to examine the results of behavioral outputs in an area where staying away from the family is so effective that burnout is accompanied by severe difficulty. The primary purpose of the study is to examine the role of burnout in the impact of work-family conflicts (WFC) experienced by key players in the maritime industry on job satisfaction. Data gathered from 372 participants working in the maritime sector were analyzed using structural equation modeling (SEM). The results show that burnout has a partial mediating effect on job satisfaction. After the literature review and results, the applications that motivate and keep key players engaged are discussed. In this context, for those working in the maritime industry, from work to family conflict has been shown to play a critical role in burnout and job satisfaction modeling.

Kra Canal that has been discussed since 1850’s, is a significant issue for world maritime shipping players and members of the industry. The main aims of constructing the canal are to reduce the overcrowd of Malacca/Singapore Straits and prevent piracy attacks. Vessels sailing from Indian Ocean to South China Sea could reduce up to 700 nautical miles (NM) or 1300 km. Kra canal would take place in the southern part of Thailand, with 102 km of length, 400 m of width, and 25 m of depth. Songkhla and Satun, two provinces in South of Thailand, are the starting and ending points of this canal. In this study, information regarding Kra Canal has been presented and voyage estimation of some ships in alteration of marine fuel oil consumption and costs have been calculated. It is estimated that Kra Canal could reduce up to 2 days with constant speed of 13 knots, without considering the congestion in Malacca/Singapore Straits. It is also predicted that the construction of the canal will effect world maritime transportation line and economy around canal.

Shipyard digital transformation is often framed as an end-state technology program, yet managers must first determine where implementation should begin. This study develops a staged decision-support framework for Tuzla newbuilding shipyards. Fourteen experts screened 15 anonymized candidate yards, and the 5 retained yards formed a composite prototype evaluated by all respondents. Five digitalization scenarios (S1–S5) were assessed using three complementary structures: a customized interaction-based decision matrix (25 operational factors, panel consensus), the analytic hierarchy process (AHP; five main criteria weighted from individual pairwise judgements, with 17 sub-criteria used to decompose them), and entropy-weighted MULTIMOORA (the same 17 sub-criteria evaluated through the ratio system, reference point approach, and full multiplicative form). Implementation burden was assessed separately across seven anchored ordinal dimensions. All three operational methods produced the ordering S5 > S3 > S4 > S2 > S1; S5 represents the long-term target rather than a starting point. The final MULTIMOORA ordering was preserved in 102 deterministic weight-perturbation tests and 10,000 Monte Carlo simulations. Burden sensitivity showed that S4 carries a lighter coded burden than S3, whereas their gain-to-burden ratio ordering depends on how the ordinal bands are spaced. The framework identifies S3 and S4 as the decision-relevant transition alternatives.