439

1 INTRODUCTION

Contemporary conditions and opportunities related

with the development of logistics system are in the

middle of a complex socio-economic functional space.

Activities in the field of space management are

focused on the implementation of principles of

sustainable development. We are currently observing

the moment when the implemented systems are

aimed to create more economic, ecological and

socially acceptable solutions. There are few milestones

within the technology development which are

defining the future shape for logistics. The research in

the field of autonomous ships[21] [26] is changing the

way people think about sea transportation. Another

element announcing these changes is the energy issue.

The continuous development of propulsion systems

and renewable energy sources like offshore wind

farms [27] allows to make the claim that operability of

intermodal transport can be zero-energy. This is a part

of the dynamic development of technologies that

allow to control processes in real time, such as for

example construction system sensors [19] or safety

systems [9].

The development of a dynamic logistic structure

creates the need for development and modernization

of stationary facilities that are located in places of high

transport intensity. Port centres currently in use are

developing in line with economic trends [17] towards

modern technologies. As logistic nodes, they become

important elements of the city structure and affect its

daily functioning, therefore the multi-criterial

improvement of these facilities is an important factor.

The exchange of goods within the city and beyond

should be organized in an optimal way so as to

reduce the consumption of urban resources, which

enable further spatial development. Also subordinate

operation of global logistics to mass transport for

basic goods.

Interference between Land and Sea Logistics Systems.

Multifunctional Building System Design Towards

Autonomous Integrated Transport Infrastructure

M. Gerigk

Gdańsk University of Technology, Gdańsk, Poland

ABSTRACT: The research is focused on developing design theory towards efficient multifunctional facilities for

logistics supply chains in the contemporary urban city structures. The development of modern systems based

on autonomous transport creates new conditions for their management and generates an emerging need to

define dedicated functional service structures. An important element of consideration also taken into account is

the scenario for large-size unmanned facilities operation in the multifunctional port facility and its connections

to power supply from renewable energy sources. Despite the high degree of complexity, modern transport

solutions should be focused on optimizing the distribution time and trans-shipment time within the intermodal

supply chain as well as provide ecological logistic solutions. Due to the large number of system components,

the study presents a simplified database structure allowing for a comprehensive technological overview within

the entire system.

http://www.transnav.eu

the International Journal

on Marine Navigation

and Safety of Sea Transportation

Volume 16

Number 3

September 2022

DOI: 10.12716/1001.16.03.04

440

2 RESEARCH METHOD

To obtain the best possible model result for the

characteristics of reality based intermodal transport,

an analysis of literature and available technological

resources was first performed.

Main aim is to define the possible future shape for

a multifunctional facility as an integrator of land and

sea transport. The following elements have been

analysed in terms of current opportunities and

development trends:

− urban overview;

− sea transportation structure;

− land transportation structure;

− logistics facilities structure;

− complementary service support structure.

Compilation and a holistic overview of the global

system is necessary to present a model focused on

priority requirements. The presented study on the

border of architecture and urban planning as well as

civil and maritime engineering and logistics is shaped

in the adopted design manner defined as Co-Design

[16]. Theoretical modelling of a multifunctional

building is based on adjusting the system components

in such a way that they harmonize with each other.

The power of modern technologies to make them

purposeful is also inherent in the design approach to

implement smart ports design features [4]. They rely

on interconnections and automating as a key

management element for smart port logistics.

3 INTERMODAL TRANSPORTATION SYSTEM

STRUCTURE

Actual logistics relay on multiple modes of

transportation. Circulation of passengers and goods

can be provided by air, sea or land. Distribution of

goods is closely related to port cities agglomerations,

where the operations of transferring goods to

intermediaries and end users are carried out. The

large-scale cargo loads are transported on land in a

dispersed form, while on the water surface in a

concentrated form. Supply chains are concentrated

around large urban centres providing services for

various means of transport through various facilities.

Distribution centre (DC) can be defined by its location

and function in the supply chain. There is a need to

create retail network structure models for those types

of systems, because of the beneficial effect of

significant cost savings under real conditions [13].

The world of autonomous objects and their

characteristics is constantly evolving. Currently

existing systems require a high involvement of the

human factor in management. However, the

functional aim is level 5, this is "Full Driving

Automation", where the intervention of the driver is

not required for the entire travel distance. The

presented compendium of current solutions [7] shows

that the integration of transport infrastructure on

many levels, even in the air, based on automation is

inevitable. Let's develop this approach with regard to

reloading of goods, where there is a need to optimize

the current solutions.

3.1 Urban overview

Current trends indicate that logistics centres are the

main components of the supply chain. From an urban

perspective, container terminals grow to

unimaginable sizes. Figure 1 shows a diagram as a

sketch of the relationship between transport logistics

and the urban structure. Container terminal is present

as the interface between the land and the sea

structure. The exchange of goods then passes through

the logistics centre which concentrates local

distribution. Due to the large-scale impact of

infrastructure on port cities, it is possible to reduce its

scale by optimizing the functional and architectural

structure of dedicated facilities. Thus, from an urban

perspective, it is possible to shift the burden of

container landfills to logistic centres, while port units

would be only transfer units.

Figure 1. Functional scheme for intermodal logistics supply

chain in the city ring structure context.

Calculating routes for land transport is extremely

important. Converting distance and time has an effect

on operating costs. The presented example of

transport planning based on technological

possibilities [8] is constantly developing. The

multifactorial structure determining the functioning

of the logistics system in the city has been

demonstrated. With regard to the port city, the key

issue will be mass distribution based on intermodal

transport.

3.2 Sea transportation structure

Apart from the legal aspects, the market drive is

focused on implementing intelligent systems as

automated as possible. Investigations towards

procedures of ship manoeuvres [1] shows that

defining standards for present fleet is difficult. It

reveals that the unmanned ships should be designed

and equipped with multi-directional advanced

manoeuvring system.

Perhaps the current trend of creating the largest

possible container ships will change direction. There

are noticeable trends in creating optimal solutions,

such as multi-purpose cargo vessels [15], where the

desire to reduce units size and introducing the

possibility of their various uses is under

consideration. Due to the willingness to use electricity

or hydrogen, a system of smaller units with a shorter

range will be more efficient. However, this would

require an improvement in the reloading of the units

441

themselves. Perhaps a new model of a transport ship

would be needed, where modularity would allow the

propulsion unit to be switched over without

reloading. It would be advantageous from the point of

view of optimizing the reloading time and simplifying

the reloading process at the container terminal.

Figure 2 presents a scheme for a new sea

transportation model in comparison to the traditional

one. Starting from a container terminal (A) the new

approach is a multi-vessel net of electric modular

ships. Reducing the size of the vessel will allow to

reach many destinations (B, C, D) much faster than

before.

Figure 2. Organizational scheme comparing conventional

and automated maritime transport. FPP – Floating Power

Plant, PSS – Power Supply Station.

The new model allows for optimal time and

distance coverage based on segment stations. Each

Power Supply Station (PSS) is connected to and

However, when referring to the optimization of

the applied solutions, the structure of the water

transport system should aim at automation and

dynamic adaptation to changing needs within cargo

distribution.

As research shows, the key element in the

autonomous water transport management system will

be wireless connectivity and dynamic information

exchange [14]. The presented diagram mega-

constellation for global connectivity as a system of

dynamic information exchange on the water connects

with the world where port centres play the role of

managing and supervising this system. The proposed

multi-functional solution is another link in this logistic

transport supervision system, where the water

handling system has to integrate to some extent with

land transport management.

The formation of maritime autonomous surface

ships (MASS) and the related requirements and

procedures takes place on the basis of legal

regulations that must keep up with the constantly

developing innovative technologies [2]. These

technologies will largely determine the shape of the

port structure that should be designed to adapt to

new opportunities.

3.3 Land transportation structure

Contemporary tendencies are directed towards drastic

reduction and finally elimination of conventional

fossil fuels powered engines. Modern technologies

make it possible to productively use only electrically

driven means of land transport. Developed

technologies related to the development of large-scale

production of hydrogen fuel are also considered [3].

Assuming that this is the most environmentally-

friendly technology and it allows to provide the right

amount of energy at high consumption power

demand phase, it will require adaptation of various

types of motor vehicles. Moreover, it would be

possible to use this technology in mass sea transport.

Therefore, it is important to look at all components of

transport logistics in a comprehensive manner. The

potential of new designed systems allows them to be

adapted to each other, which will also translate into a

positive ecological effect. Furthermore, a new

approach to the design of port facilities is in line with

the development of market competitiveness [24]

despite not increasing their size.

In order to ensure the compatibility of the

implemented solutions and, perhaps, to integrate

some elements of the system, so that they enable the

fastest possible distribution of goods in a network-

centric system of logistic connections. The way land

transport will operate in the future is defined as a

combined road and railway solution [12]. Striving to

the system optimization forces the redefinition of

means of transport so that they are compatible with

each other. The overriding goal is to make long-

distance mass transit smoothly harmonize with

individual regional transit. This would mean adapting

the dimensions and vehicles to the new realities of the

global transport system based on renewable energy.

Inland multimodal transport is defined as a multi-

level system of connections. It is possible to

distinguish two main modes of communication. Land

vehicle system is shown in Figure 3. The diagram

shows the logistic structure based on distribution

centres (DC). There are two types of transport. The

first, mass transport based mainly on rail connections

and takes place between distribution centres. And the

second, road transport, which at first connects larger

distribution centres with local centres (LD). Then the

goods are distributed locally, where they will finally

reach individual recipients. The structure of land

logistics has a strictly defined hierarchy. The highest

level is determined by the greatest mass and the

greatest distance. Then, in the pursuit of an individual

recipient, there is a descent by further levels. At each

level, the mean of transport is changed and the scale

of the size of the goods is reduced.

Figure 3. Scheme presenting land vehicle transport system.

442

3.4 Logistics facilities structure

Elements that connect the entire transport network are

logistic service facilities. Logistic facilities create a

kind of structure that is properly adapted to the

system of communication connections. A suitable

supply network consists of buildings with a defined

range of influence. The following types of objects can

be distinguished [8]: Central DC, Regional DC and

Local DC.

Figure 4 presents a scheme for distribution

facilities system. According to this structure the

movement of goods is regulated. Each of these

facilities has its own specificity. The multitude of

definitions of the logistics centre[18] itself indicates a

large diversification of the operation of logistics

structures. In addition, the listed features of this type

of facilities represent the functional spectrum without

which the supply chain could not work.

Figure 4. Organizational scheme for land distribution

facilities system.

Container terminal is also an element of the land

transport system. The development of this type of

facilities should take into account a design approach

focused on optimization of exploitation, which can be

achieved by implementing a multi-criteria approach

in the design process [11] with respect to transport

structures in terms of the global system impact. From

a design perspective, such multi-functional structures

will be crucial in order to achieve an ecologically

sustainable approach. Organizationally, these types of

objects are integrating connectors between land and

sea paths.

The development of the logistics structure on land

depends on the method of shaping the port structure.

Both locally and at longer distances from land. After

analysing the development of the various phases for a

Spatial Model on Logistics Sites in the Port Hinterland

[22], it shows that the greatest pressure of

accumulation of goods is on the edges of land and sea.

This structure then becomes even more densified. This

process should be revised. Perhaps port development

should aim at minimizing the size in favour of

optimizing transit.

Thus, connexion with a container terminal in the

structure described above may be crucial for the

organization of the distribution process, but it will

mainly depend on the way in which it operates. Two

types of relations within the land distribution facilities

structure are presented in Figure 5. First a) is a

standard relation with the container terminal and

logistics facilities. Second b) defines the container

terminal as a Central Distribution Centre. There are

significant differences between the presented

diagrams, which affect the way of operation. Taking

into account the structure of operation and the

integration of all transport systems involved in this

structure, it will entail appropriate design

requirements for a dedicated port facility.

Figure 5. Relations within the land distribution facilities

structure a) connection between container terminal and

central Distribution Centre, b) container terminal with

central DC within the land distribution structure.

4 MULTIFUNCTIONAL SYSTEM STRUCTURE

FOR LOGISTICS FACILITY

Designing the structure, two-way traffic movement

should be taken into account, where both the receipt

and the release of goods should take place in parallel.

The generally accepted design solution for container

terminals seems to be appropriate for the quantitative

optimization of the transport of goods. However, in

the future, transport should be focused on qualitative

optimization. Logistics units should be designed for

the fastest possible shipment of goods and

distribution of them. Where also the size of the facility

should be optimized in order to save land, the layout

of the loading cranes together with the IT system to

increase parallel operations. As different container

terminal systems have different parameters [6] in

terms of environmental impact assessment, the

building in question, which provides this function,

should be focused on optimization in the direction of

minimizing energy consumption.

The guidelines for the design of this facility are the

reduction of the container path between the means of

transport, which in the process of full automation will

allow for more detailed supervision over the

operation and ensure greater safety. In addition, the

intensity of the containers stored on site is reduced, as

the terminal will serve better in distribution nor

collecting. This may be a remedy for the reported

problems [5] of container terminals.

443

4.1 Functional programme

As defined [23], the coordination of interests requires

a coordination centre, i.e. an integrator, which in the

context of globalization becomes virtual and acquires

the features of a cyber-physical system, the role of

which may be played by transport and logistics

platforms.

To determine this specialised building structure at

first is defined the proper functional program with

defined basic purposes ensuring the operation of all

specified elements of the transport system. The

functional program is presented in Table 1.

Table 1. Building functional program.

_______________________________________________

Symbol Description Connections

_______________________________________________

S ship landing place A, M, V

R1 railway depot V, A, M

R2 road depot V, A, M

A transhipment area O, M, S, R1, R2

M automated multi-lift matrix O, A, S, R1, R2

O offices A, M, V

V autonomous vessel service S, R1, R2

_______________________________________________

The logistics structure from the mathematical point

of view can be presented by a graph ( Figure 6.)

within the entire building multicriteria model.

Implementation of reaction connections between all

elements complete the structure of overall model. The

structure form with a hierarchical layout containing:

− Lifecycle phases (p1, p2, …),

− Basic Criteria (b1, b2, …),

− Multifunctional Building System (F, C, T, e1, g1,

…),

− Stakeholders group (s1, s2, …).

Figure 6. Building multicriteria model scheme with logistics

facility functional structure.

The actual multifunctional building design process

expands its scope to reach every possible impact it

brings. Due to the above specified basic criteria the

design process needs to consider the whole building

lifecycle. It is necessary to predict what will happen

with the system elements when they reach their

timeline, what is possible to do with them, how to

replace them. Application of the lifecycle enables also

optimization at the level of building design, structure

realization and building operation. Presented

Lifecycle Phases are:

− Initial Work (p1),

− Concept (p2),

− Project (p3),

− Construction (p4),

− Exploitation (p5),

− Waste (p6),

− Recycling (p7). [25]

Global tendencies of building development

throughout analysing contemporary goals for urban

areas must meet the most objective criteria. Well

known criteria like aesthetics and functionality are

supported by specified durability parameters. It is

crucial for multifunctional building to predict the

influence on natural environment, to guarantee the

safety of people, to plan effectiveness of the

investment and give a possibility for easy functional

adaptation to the dynamically changing needs of

users. Below are defined Basic Criteria:

− Aesthetics (b1),

− Functionality (b2),

− Natural Environment Protection (b3),

− System Safety (b4),

− System Effectiveness (b5),

− Functional Flexibility (b6). [10]

The main core of the Multifunctional Building

System (MBS) is the Internal Functional System (I).

These elements are defined by the functional

programme, the building construction and applied

technologies. It is a structure defined by the main

building characteristics:

− Functional System (F),

− Construction System (C),

− Technology System (T).

External Functional System (E) are all

characteristics of the city context environment for the

defined building structure. They have a connection or

direct influence on the system core, the Internal

Functional System (I). In the system structure this

subsystem is placed between the internal part and the

global environment. Included system components are:

− Weather Conditions System (e1),

− Urban Greenery System (e2),

− Urban Functional System (e3),

− Social Network System (e4),

− Technical Infrastructure System (e5),

− City Logistics System (e6),

− City Transportation System (e7).

Global Environment System (G) is defined with

subsystems in a wide range. These elements define

general principals regarding main causes and the

main effects of the structure formation. Presented

subsystems are:

− Natural Environment System (g1),

− Social System (g2),

− Legal System (g3),

− Economic System (g4),

− Geographic System (g5),

− Land Management System (g6).

Multifunctional building design involves multiple

stakeholders within the process. They participate in

444

the design and assessment process, when the

building's essential function and infrastructure are

defined [20]. In multifunctional building design

process following Stakeholders Group (S) is involved:

− consortium of the construction investment (s1),

− architect (s2),

− project manager (s3),

− construction industries engineers (s4),

− safety engineer (s5),

− contractors of construction work (s6).

− material suppliers (s7),

− technology providers (s8),

− recycling company (s9),

− local government (s10),

− local community (s11),

− public services (s12),

− facility staff (s13),

− building users (s14),

− property administrator (s15),

− real estate market regulator (s16),

− insurance company (s17). [11]

Nodes - present physical functional spaces and

edges - present dynamic paths of decisional and

functional flow of information. In general this

network presents the whole building structure with

detailing the two way connections for land and sea

logistics interference. Parameter M – automated

multi-lift matrix was proposed in the functional

structure F, which is an innovative element, however,

this would not be possible to provide without the

entire architectural structure. The lifts are in a grid

system and move in many ways and in different

directions. The multi-lift matrix is a critical element

that optimizes the logistics handling performance.

According to the diagram, it is in central position and

its task is to connect all means of transport.

4.2 Terminal layout and design context

Definition of functional program and analysing the

functional connections enables creation of the

structure layout and after that presenting model in the

city context. Port logistics facility functional scheme is

presented in Figure 7. Large rectangle drawn with

dotted line shows the structure suspended above the

transhipment area. An automated lifting mechanism

was suspended from it, while the space above was

used for service and offices. In addition, in order to

meet more stringent ecological requirements, the roof

of the facility can be equipped with a photovoltaic

installation that can support the operation as well as

magnetic berthing. The presented system enables fast

intermodal reloading. The handling of two quays

enables reloading from a large facility to two smaller

ones at the same time. It may be an important feature

for this type of facilities, due to the possibility of using

inland waterways.

Figure 7. Port logistics facility functional scheme.

Figure 8. Port logistics facility. View from the open sea.

Figure 9. Port logistics facility. View from the waterfront.

Presented multifunctional system for logistics

facility has a model and conceptual structure. Modern

IT, technological and mechanical possibilities make it

possible to create this type of systems in reality. In

order to meet the needs of automated means of

transport, the presented model introduces automated

handling to a new level. This will require a change in

the approach to cargo travel planning. Where, during

shipping, a given module is located in the structure of

individual means of transport.

With regard to architectural aesthetics, industrial

facilities also determine the quality of urban space.

Perhaps the presented conception is a proposal for

intensively developed urban areas, where it is

necessary to limit logistics container space, and at the

same time create an aesthetic representational port

city landscape.

445

5 CONCLUSIONS

The presented results refer to the optimization of the

design of multi-functional structures for servicing

port logistics centres. The results of the research

presented include a new look at the elements of the

current logistic structures. The main results of the

assumptions indicate:

− ensuring, in the layout of the container terminal

facility, the possibility of handling goods reloading

adapted to autonomous maritime and land

facilities;

− transforming a container terminal into a multi-

level logistics centre closely connected with the

hierarchical arrangement of land distribution

facilities;

− enabling the improvement of logistics operations

in the local context by providing the service of

autonomous means of local transport;

− matching the berth and size of maritime transport

vessels as an integrated structure with cargo

handling devices;

− optimizing the layout of land objects in terms of

the hierarchy of distribution of goods;

− expansion of the scope of activities of a container

terminal with distribution centre possibilities will

reduce the number of central distribution centres

within the land facilities system;

− optimization for basic transhipment from ship to

rail will reduce mass road transport, which role

will be limited to local distribution only;

− reducing size of container terminal will save a lot

of valuable coastal space for the benefit of urban

centres.

Currently, each dedicated specialistic logistic

facility develops its own logistics infrastructure. It

would be possible to expand the activities of multi-

functional structures, striving to develop intermodal

transport in these areas.

Despite the fact that this type of facility introduces

many improvements in the operation of the direct

location supply chain, it imposes restrictions on the

size of the ships handled.

Looking from the architectural point of view the

port cities with their port facilities of the future can be

designed in a compact and optimized manner, so that

they do not interfere with the urban space while

striving to optimize efficiency.

REFERENCES

1. Abramowicz-Gerigk, T. :Investigations on standards for

ship manoeuvring performance at slow speed in

constrained space, in Proceedings of the 12th

International Congress of the International Maritime

Association of the Mediterranean, IMAM 2005 -

Maritime Transportation and Exploitation of Ocean and

Coastal Resources. Lisbon, pp. 3–7 (2005).

2. Baker, J. : How should ports prepare for autonomous

shipping? https://www.ship-

technology.com/features/ports-autonomous-shipping/.

Accessed 20 Jul 2022, (2018).

3. Bellotti, D. et al. :Thermo-economic comparison of

hydrogen and hydro-methane produced from

hydroelectric energy for land transportation,

International Journal of Hydrogen Energy, 40(6), pp.

2433–2444 (2015) doi: 10.1016/j.ijhydene.2014.12.066.

4. Bessid. S., Zouari, A., Frikha, A., Benabdelhafid, A. :

Smart Ports Design Features Analysis: A Systematic

Literature Review (2020).

5. Bish, E. K.: A multiple-crane-constrained scheduling

problem in a container terminal, European Journal of

Operational Research, 144(1), pp. 83–107 (2003). doi:

10.1016/S0377-2217(01)00382-4.

6. Budiyanto, M. A. et al.: Evaluation of CO2 emissions and

energy use with different container terminal layouts,

Scientific Reports 2021 11:1, 11(1), pp. 1–14 (2021). doi:

10.1038/s41598-021-84958-4.

7. Fiedler, R., Bosse, C., Gehlken, D., Brümmerstedt, K.,

Burmeister, H.-C. :Autonomous Vehicles’ Impact on Port

Infrastructure Requirements (2019).

8. Galkin, A. : Urban environment influence on

distribution part of logistics systems. Archives of

Transport 42:7–23 (2017). doi: 10.5604/01.3001.0010.0522

9. Gerigk, M.: Modeling of Combined Phenomena

Affecting an AUV Stealth Vehicle, TransNav, 10(4), pp.

665–669 (2017).

10. Gerigk, M. : Multi-Criteria Approach in Multifunctional

Building Design Process. IOP Conference Series:

Materials Science and Engineering 245. (2017). doi:

10.1088/1757-899X/245/5/052085

11. Gerigk, M.: Multi-criteria model in multifunctional

building system design process, in 5th SGEM

International Multidisciplinary Scientific Conferences on

SOCIAL SCIENCES and ARTS SGEM2018, Urban

Planning, Architecture and Design. Sofia, pp. 383–390

(2018). doi: 10.5593/sgemsocial2018/5.3/s21.049.

12. Hofman, J.: Complex Trans: the global land

transportation system, in Computers in Railways XIV:

Railway Engineering Design and Optimization, pp. 387–

399 (2014). doi: 10.2495/CR140321.

13. Holzapfel, A., Kuhn, H. and Sternbeck, M. G.: Product

allocation to different types of distribution center in

retail logistics networks, European Journal of

Operational Research, 264(3), pp. 948–966 (2018).

Available at:

https://www.sciencedirect.com/science/article/pii/S03772

21716307494?casa_token=bWzFSSfpEwAAAAA:oZmI6A

uKBZ8lJpSdNN9Xrye1Pk0Gc8M2I3fUIPOFNk7KMaMx

wGBipD_IZnBEqaa25RngfvHngQ (Accessed: 13 May

2022).

14. Hoyhtya, M., Huusko, J., Kiviranta, M., Solberg, K.,

Rokka, J. :Connectivity for autonomous ships:

Architecture, use cases, and research challenges. In: 2017

International Conference on Information and

Communication Technology Convergence (ICTC). IEEE,

pp 345–350 (2017).

15. Kalajdžić, M. and Momčilović, N.: A STEP TOWARD

THE PRELIMINARY DESIGN OF SEAGOING MULTI-

PURPOSE CARGO VESSELS, Brodogradnja, 71(2), pp.

75–89 (2020). doi: 10.21278/brod71205.

16. Knippers, J., Kropp, C., Menges, A., Sawodny, O.,

Weiskopf, D. :Integrative computational design and

construction: Rethinking architecture digitally. Civil

Engineering Design 3:123–135 (2021). doi:

10.1002/cend.202100027

17. Kosiek, J. et al.: Analysis of modern port technologies

based on literature review, TransNav, 15(3), pp. 667–674

(2021).

18. Meidutė, I.: Comparative analysis of the definitions of

logistics centres, Transport, 20(3), pp. 106–110 (2005).

doi: 10.1080/16484142.2005.9638005.

19. Murawski, L., Opoka,S., Majewska, K., Majewska, K.,

Ostachowicz, W., Weintrit, A.: Investigations of Marine

Safety Improvements by Structural Health Monitoring

Systems, TransNav, 6(2), pp. 83–89 (2011).

20. Nilsson, M., Van Hees, P., Frantzich, H., Andersson, B. :

Analysis of fire scenarios in order to ascertain an

acceptable safety level in multi-functional buildings. In:

9th International Conference on Performance-Based

446

Codes and Fire Safety Design Methods. Hong Kong

(2012)

21. Porathe, T.: Human-automation interaction for

autonomous ships: Decision support for remote

operators, TransNav, 15(3), pp. 511–515 (2021).

22. Rodrigue, J., Notteboom, T.: Challenges in the Maritime-

Land Interface : Port Hinterlands and Regionalization

(2006).

23. Shcherbakov, V., Silkina, G.: Supply chain management

open innovation: Virtual integration in the network

logistics system. Journal of Open Innovation:

Technology, Market, and Complexity 7:1–21 (2021).

doi: 10.3390/joitmc7010054

24. Sohn, J. R. and Jung, C. M.: The size effect of a port on

the container handling efficiency level and market share

in internation transshipment flow, Maritime Policy and

Management, 36(2), pp. 117–129 (2009). doi:

10.1080/03088830902868057.

25. Taraszkiewicz, A., Gerigk, M.: Safety-based approach in

multifunctional building design. In: Nowakowski et

Al.(Eds) (ed) Safety and Reliability: Methodology and

Applications - Proceedings of the European Safety and

Reliability Conference, ESREL 2014. CRC Press, London,

pp 1749–1753 (2015).

26. Ugé, C. and Hochgeschurz, S.: Learning to swim-how

operational design parameters determine the grade of

autonomy of ships, TransNav, 15(3), pp. 501–509 (2021).

27. Weintrit, A., Neumann, T. and Formela, K.: Some

Problems of the Offshore Wind Farms in Poland,

TransNav, the International Journal on Marine

Navigation and Safety of Sea Transportation, 6(4), pp.

459–465 (2012). Available at:

http://www.transnav.eu/Article_Some_Problems_of_the

_Offshore_Wind_,24,384.html.