Slobodan Zečević’s research while affiliated with University of Belgrade and other places

Dry ports can be in the hinterland of sea ports as well as river ports. In addition, they can provide the services of classic logistics centers. Combining these three roles leads to a kind of integration not only of functions, but also of transport modes, parts and participants of the intermodal network, also to synergistic effects of the joint action of the parties involved. Therefore, this extension of the dry port concept can be called an integrative dry port. This very concept can be one of the chances for overcoming some of the environmental, economic, and social challenges of the logistics and economy of the Balkan Peninsula, bearing in mind its specific position in the context of geography and the global logistics network. The main contribution of this paper is the description of the new concept of the integrative dry port and the consideration of its applicability in the Balkans.

The logistics network is considered the provider of logistics activities in supply chains. The fluctuating requirements of customers and the logistics network’s complex structure are only a few of the factors that cause challenges to its management. Industrial facilities are particularly vulnerable to challenges because material handling operations dominate in addition to manufacturing activities. Disruptions at industrial plants are disseminated through the logistics network, affecting all supply chain participants. As a result, reducing material handling time and costs to decrease material losses, pollution, and productivity is vital to their business. Due to their distinctive properties and significant share in finished goods, bulk materials are particularly vulnerable to issues during manufacturing. Accordingly, this study aims to rank and select technologies for handling bulk materials in an industrial plant where the production of construction materials is performed. This paper proposes four alternative solutions for the observed case study, and nine criteria were selected for the evaluation. A new hybrid multi-criteria decision-making model is proposed. The model combines Fuzzy Step-Wise Weight Assessment Ratio Analysis (SWARA), used to determine the weight of criteria, and the Axial-Distance-Based Aggregated Measurement (ADAM) method, used to rank alternative solutions. The model results indicate that the pneumatic conveyor is the best ranked alternative that significantly increases productivity, reduces losses, and improves working conditions. The key contributions of this study are its analysis of the efficiency of the technologies proposed for bulk material handling and the development and implementation of a model framework for the ranking of these technologies.

In the conditions of growing volume of flows, the pressure on ports, congestion, environmental problems are also growing. Dry ports (DPs) appear as a solution to the challenges. These are specialized intermodal terminals in the hinterland of one or more sea or river ports, with which they are connected by road or rail connections. In DP terminals, almost all the functions that exist in the ports are performed. Although the DP concept is more often associated with sea ports and their closer hinterland, some cities of the continental area are potential locations of DP terminals, both for sea and river ports at the same time. Cities in central Serbia and other continental areas of the Balkan Peninsula also have this potential, because they are located between the Danube, Black Sea and Mediterranean regions, among which there are interactions. The introduction of the DP terminals would relieve the seaports on the edges of the Peninsula, and on other side, encourage more massive use of continental intermodal transport, especially the participation of river transport and ports. In order for these potentials to be used to the maximum, DP terminals should, in addition to the functions "taken over" from ports, offer the functions and services of classic logistic centres, intended for the needs of logistics, trade, industrial and other companies (packing, (de)palletization, distribution). Therefore, the development of DP terminals can be an area of cooperation between sea and river ports, logistics providers, but also governments, which have a role in implementing support measures, public-private partnerships, etc. The synergy of participants from different sectors and countries in the field of planning, financing and development of DP terminals represents a chance for complete integration of the intermodal network, which would result in benefits for all participants and contribute to the development of the gravity area.

Objectives. The objective of this paper was to theoretically establish relocation logistics as an important and still insufficiently researched area. Approach. This objective was achieved with the help of the original reflections of the author, but taking into account the way of establishing and structuring other areas of logistics. Results. In the paper, the structuring and description of certain categories of relocation flows, stakeholders and services in this area was carried out. Contribution. The paper's main contribution is the definition of the structure of relocation logistics, as an insufficiently researched area of logistics, and the theoretical framework for its future research.

Extended Abstract The movement of visible and invisible components, elements, particles, waves, in accessible and inaccessible spaces is subject to the laws of harmony. Logistics is woven from the process of movement, and a woman is naturally close and inclined to harmony. The interaction of harmony, women and logistics is a field of advanced thinking. Harmony is present in nature and in all areas and activities of modern life: culture, logistics, art, industry, architecture, trade, traffic, electronics, medicine, sports, etc. It is also present in all areas of scientific research: mathematics, physics, chemistry, etc. There are many observations related to the need to understand the basic concepts of harmony in different areas. The world is in an avalanche of instability, diversity, disproportion of flows and power, pandemics, wars, climate disasters, constant changes in the world markets of flows of goods, energy, materials, etc. Adaptability and new solutions are expected from logistics systems. New strategies of logistics chains are faced with the imperative of introducing harmony because we are at the door of chaos in the realization of flows. On the other hand, the woman always stood at the door of existence with the virtues of harmony and visualization. Harmony can be invisible and visible. How to bring hidden harmony to a state of visibility? How to find kinship and harmony in the n-dimensional space of diversity and randomness, which lead to and remind of chaos? Logistics is a field, a space where dissonance is felt, where changes and shocks in logistics flows are everyday, where strategies are changed in their implementation, new solutions are introduced, where the need for harmony is getting stronger. Logistics chains are space, systems, processes that give the possibility of introducing harmony. Operational research points to harmony. A

The development of the Internet has accelerated the development of electronic commerce, which has led to changes in the management of supply chains and logistics. Unlike traditional shopping trips, there is a need for home deliveries and appropriate logistics systems for their implementation. To overcome new challenges and achieve process efficiency and the quality of home delivery service, there is a need for individual or integrated application of various Industry 4.0 technologies such as the internet of things, additive manufacturing, autonomous vehicles, blockchain, big data, data mining, artificial intelligence, virtual and augmented reality, etc. Accordingly, this paper aims to provide a comprehensive overview and description of the application of technological solutions of Industry 4.0 in home delivery. This goal is achieved through a comprehensive literature review on the topic. The results indicate that although a large number of studies in the literature dealt with the application of individual or integrated Industry 4.0 solutions in home delivery or last-mile logistics, a comprehensive review of the application of existing solutions in home delivery has not been carried out so far. This is thereby the main contribution of this paper. Overview of the technologies application provides a basis for identification of those that have the widest possibilities and generate the most positive effects, and should thus be the focus of future studies and development plans.

The duration of the delivery of goods to trade, catering, service and other commercial facilities, i.e. generators of logistic flows in urban areas, depends on numerous factors and attributes such as size of delivery, unloading technology, number of workers, place of stopping of the delivery vehicle, etc. Different architectural and civil engineering characteristics and conditions at different locations in the city area (infrastructure characteristics, intensity of pedestrian flows, etc.) can have a significant direct impact on the delivery duration. On the other hand, real estate prices, access restrictions to certain zones, traffic organization and street networks in different parts of the urban environment can indirectly affect the delivery duration. The aim of this paper was to determine whether and in what way the location of the flow generator affects the delivery duration. Fuzzy systems and data collected by field research in the area of the city of Belgrade was used to determine the duration of delivery to the flow generators in certain city zones.

One of the home delivery models that have become increasingly important in recent decades is delivery to the collection and delivery point (CDP). This can be a commercial facility with staff (trade, catering, service facilities) or without staff (automated packing stations, parcel lockers). This paper discusses the idea that the role of CDPs is performed by households of customers, in order to reduce flows, distance traveled, costs and other negative effects, and presents the procedure of household selection, i.e. locating CDPs using the median location problem. The problem was solved on a hypothetical example for the City of Belgrade. Two strategies have been defined, locating the median in each zone of the service area and locating one median for the entire service area. The location of one median was done in two ways. In the first case, real distances between potential locations were used, medians in each zone were used as potential locations for CDPs, a linear programming task was defined, and a solution was obtained using a solver. In the second case, Euclidean distances and an algorithm for determining a single median were used. In both cases, the same solution was obtained.