Ts Eng Waypoint Pm 6 Semestar

UNIT 29 Split a portrait of a port

Sources: http://www.portsplit.com, http://www.jadroagent.hr/split

Glossary: harbour, port, maritime traffic, berths, quay, pier, jetty, breakwater, the City Port, the North Port, tug / tugboat, anchorage, harbour master's office, port authority, VHF channel, regulations, Maritime Domain and Seaports Act.

Split, the second largest city in Croatia, is an important cultural, tourist, industrial, commercial, and sports centre of Dalmatia. The port of Split, situated at an exceptionally favourable geographic position in the Mediterranean, is one of the most important centres of local and international maritime traffic. With its annual turnover of 3.5 million passengers and 750,000 vehicles, the port of Split is in this regard the third port in the Mediterranean (after Naples and Piraeus). Because of its unique historical heritage, the city and port of Split have become an unavoidable destination of vessels cruising in the Mediterranean. In cargo traffic the Port of Split is the third largest in Croatia (after Rijeka and Ploe).

The City Port of Split. The City Port (Gradska Luka), on the south side of the city, is very busy, especially during the summer, when tourist cruisers arrive daily, with additional inter-island and car ferry traffic being conducted at the same

time. The City Port has been used for berthing passenger vessels in domestic and international traffic, smaller craft in tourist traffic, administrative vessels, warships, and exceptionally ro-ro vessels with a draught not exceeding 8.2 metres. Total number of berths in the port is 28, out of which 10 can be allocated to passenger cruisers. The length of berths ranges from 63 to 173 m accommodating vessels up to 250 m LOA.

The port basin is divided into a number of areas. Mandra is used by fishing boats, yachts, excursion and liner navigation craft and transfer craft. St. Nicholas' Pier accommodates high-speed liner craft and fishing boats whereas its northern side is intended for vessels in the service of the safety of navigation. The berths of Lazaretto Quay, Quay of Prince Domagoj I, and St. Peter's Pier provide mooring for high-speed liner craft, excursion and transfer craft, sailing ships, yachts, and passenger vessels.

Quay of Prince Domagoj II accommodates tugs, passenger vessels, sailing ships on cruising voyages, and large yachts. There are five berths at St. Duje's Pier. Normally, they are occupied by passenger vessels and car-ferries in international traffic. Finally, there are eight berths in the Car-ferry harbour. Some of them are meant for smaller car-ferries in local traffic while the others accommodate sailing ships, vessels with particular requirements, passenger vessels in regular service, domestic and foreign warships, vessels which come to the port for supply, car-ferries in international traffic, and vessels in domestic liner traffic.

Tomislav Skrai Waypoint

Other locations, on the west side of the port, are for very shallow draft vessels. A yacht harbour and marina lies at the southwest corner of the port, immediately west of the port entrance. The facilities include general repairs and maintenance, slipway for yachts up to 14 m in length, mounting masts, and maintenance of marine engines. The Split shipyard and the Brodoremont company carry out repairs and maintenance of all types of marine engines and of yachts up to 750 tons (including hauling out). Tugboats, floating cranes and divers can be ordered through the firms Luka and Brodospas. Boating supplies and spares can be found at Brodokomerc, shopping for provisions is available at various places along the shoreline, water is available from hydrants in the harbour, fuel at the fuel dock near the Marjan hotel (west part of the harbour), sea charts and relevant publications at the Plovput chandler near the harbour master's office. Anchorage for the south port (Gradska Luka) is in Braki Kanal approximately one to two miles southeast of the breakwater at depths ranging from 37 to 40 meters. Holding is considered very good, with a mud bottom. Somewhat further to the southeast (about 6.5 miles from the breakwater) is an anchorage reserved for ships with dangerous cargo. The mountain passes in the region facilitate extremely strong NE bora during the late fall, winter and spring, which achieves gust-force hurricane intensities at various locations within the city and port regions. Exercises 1. Use the following words to complete the text: article, body, Domain, Gazette, Government, purpose, Republic, superstructure, traffic, transit. THE SPLIT PORT AUTHORITY By a decree of the Croatian _______________ of 24th of April 1997, and in pursuance of _______________ 31 par. 1 and 2 of the Seaports Act (Official _______________ No. 108/95), the Split Port Authority was established for the purpose of administering, constructing and using the port of Split. According to its _______________ the port of Split is a port open to international public traffic, and according to its size and importance it is a port of special (international) economic interest for the _______________ of Croatia. The Port Authority is a non-profit _______________ whose establishment, structure and activity are regulated by the Maritime _______________ and Seaports Act. From its establishment to the present time the Split Port Authority has invested in the port infrastructure and _______________ over 120 million kuna (whereof more than 90 million in the city port), thus creating the conditions for a better _______________ of passengers and vehicles in the city port, and for a more favourable international competitiveness of the other port basins in cargo _______________. 2. Answer the following questions. a) Where is Split situated? b) What types of vessels does the City Port accommodate? c) What services does the ACI marina Split provide? d) How can you order tugboats, floating cranes or divers? e) Where can you get fuel? f) Where is the anchorage for ships with dangerous cargo situated?

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The North Port. Sjeverna Luka (North Port) is a bay on the east side of Katelanski Zaljev, north of Split, and encompasses the major berthing locations used by commercial and military vessels. The port areas handle bulk and general cargo vessels, container ships, tankers, ro-ro ships, etc. It is the largest such group of berthing locations on the Dalmatian coast. Berths for sea-going vessels are spread around the

periphery of Sjeverna Luka, from north through east, to south, in the following order: Katel Suurac basin, Solin basin, Vranjic basin, Brodogradilite Split basin, Luka Lora (used by the Croatian Navy), and, finally, Luka Poljud, which contains several small harbours. A terminal for passenger traffic at Resnik-Divulje is under construction. The Split-Katela airport is situated 950 m from the maritime terminal. In order to have a calm sea at the terminal for excursion and transfer craft, the City plans to build a 183 m long breakwater. On its outer side a pier will be constructed with two 47 m long berths. In the first stage of construction a jetty has been built with one 40 m long berth. There are several potential anchorages within Katelanski Zaljev and Sjeverna Luka. The pilot in coordination with the Port Authority would more than likely make a selection based on knowledge of weather conditions and commercial traffic in the area at the time. However, the west-central portion of Katelanski Zaljev, where depths range from 27-35 m, is considered the primary location for safe anchorage. Although the bora and sirocco are reported to blow very strong, raising a sea at this location, holding in mud is considered very good, and no problem with ships dragging anchor have been reported.

Pilots are usually requested to board prior to proceeding to anchorages or port harbours before entering the recommended passageways. Pilotage is required for all ships weighing over 500 tons and is arranged through the Port Authority at Split, normally giving 24 hours of advance notice. VHF channel 16 is monitored continuously by the Harbour Master and Port Authority, generally for initial contact and emergencies. The pilots

use channel 9, the Harbour Master, channel 10, and the Port Authority, channel 2. All vessels, concession holders and other persons using the port and/or handling cargo have to observe the Regulations on the order in the port and on the conditions for using port facilities (Official Gazette N 90/05), as well as the Regulations on the designation of special safety, protection and other measures to be applied in handling dangerous substances in the Port area under the jurisdiction of the Split Port Authority (Official Gazette N 51/05). Exercises 1. Answer the following questions. a) Explain the layout of the North Port. b) What types of vessels does the North Port accommodate? c) Who is in charge of selecting the anchorage within Katelanski Zaljev and Sjeverna Luka? d) Why is pilotage required for all ships weighing over 500 gt? e) How is pilotage arranged?

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f) When are pilots usually requested to board? g) How can an approaching vessel contact the Harbour Master and the Port Authority? h) What is Official Gazette? 2. Translate into English. a) Split je smjeten na istonoj obali Jadrana, oko 90 NM sjeverozapadno od Dubrovnika. b) Od drevnih vremena grad je (has served as) ekonomsko i administrativno sredite

hrvatskog obalnog podruja kojeg danas nazivamo Dalmacija. c) Ovaj poloaj omoguava (provides) neposredan prilaz starom gradu s njegovim brojnim

(its many) povijesnim znamenitostima, ukljuujui Dioklecijanovu palau, jednu od najimpozantnijih postojeih rimskih spomenika.

d) Sidrenje izvan Gradske Luke i prijevoz putnika u manjim brodovima radi obilaska grada

(for city visits) mogui su u svako doba, ukoliko vremenske prilike to doputaju (weather conditions permitting).

e) Remorkeri i ostale usluge dostupne su na zahtjev (on request) putem lukih vlasti. f) Luka Split takoer obuhvaa (comprises, encompasses) Stobre i Sjevernu Luku,

ukljuujui Vranjic i Suurac. g) Prilazni kanal u Sjevernu Luku je dubok i oznaen (marked by) svjetlima i svijetleim

bovama (light buoys). h) Veliki tankeri i LPG brodovi vezuju se samo tijekom dana (during daylight only) te uz

pomo remorkera (tug assistance). i) Peljarenje je obvezno (compulsory) za plovila preko 500 BRT. j) Plovput je institucija odgovorna za odravanje pomorskih plovnih puteva (waterways). k) SI vjetar moe zimi dosei olujnu snagu (gale force) i oteati pristajanje u Sjevernoj Luci. l) Vezove za jahte odredit e (indicate, allocate, determine) Luka kapetanija. m) Operativna obala izmeu ta dva gata ima duljinu od 190 m s dubinom od 4 m. 3. Produce a few sentences of your own using these elements: whereas, used for berthing, allocated to, provide mooring for, prior to, berths at the pier, under the jurisdiction of, between an island and the mainland, concession holders.

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UNIT 30 Port structures and management

Sources: http://www.rru.worldbank.org/Documents/Toolkits/ports_mod3.pdf; http://www.en.wikipedia.org

Glossary: port authority, harbour master (BrE) / harbourmaster (AmE), municipality, state, transport and port policies, subsidies, privatisation, public domain, public and private interests, transhipment / transshipment, multimodal transport, node, logistics facilities, value added services, dock area, terminal, dangerous goods, pilotage, tugboat services, port operator, port dues, waste management, breakwater, bank, quay, wharf, jetty, pier, slipway, ramp.

Interaction with port cities. Ports, such as Rijeka, and the cities of which they are a part interact across many dimensions: economic, social, environmental and cultural. A seaport node within a multimodal transport system is frequently associated with the development of an urban centre and generates substantial employment, industrial activity and national and regional development. Many big cities trace their roots to the establishment of a port. This does not mean, however, that the port will always be extended at the place where it was originally founded. Antwerp and Rotterdam are examples of ports that developed relatively close to the cities' central cores. Over time, however, they shifted operations away from city centres. The underlying reason was the increase in ship sizes (requiring deeper drafts and longer berths). Another reason is the rapid mechanisation and specialisation of port work and the further increase of the operational scale and scope. This leads to increased storage space requirements and makes ports very space-intensive. Another factor is the rapid industrialisation of most developed country cities. The new industries emerging after World War II required large tracts of land, preferably close to deep water, which often could not be found within the original port borders. Technological changes and consequential port re-location have left substantial areas available for redevelopment for other purposes. Such areas are often located near city centres, since that is where the port (and city) began. Therefore, land values are potentially high. Three approaches commonly have been used for the development of surplus port land:

Retaining it within the port authority for redevelopment as in the case of the Port of Barcelona. The experience of Associated British Ports (ABP) shows that, when the port is in private hands, it is capable of effective development of surplus lands. The Port Authority of New York and New Jersey is an example of a public port authority with wide redevelopment powers.

Transferring it to the local authority / municipality for redevelopment. In practice this is not always effective, as the municipality might lack the resources to realise the full value of the land in question. On the other hand, there are examples (e.g. Baltimore and Rotterdam) of the successful regeneration of port lands near the city centre.

Creating a special development corporation for the specific purpose of redeveloping an old dock area. This is most appropriate when the area is very extensive, involves various municipalities and high redevelopment costs. An example is the Puerto Madera Corporation in Argentina, which is a joint venture by the City of Buenos Aires and the national government for the redevelopment of old city docks for mixed commercial, residential and recreational use. Probably the biggest and best-known special purpose corporation is the London Docklands Development Corporation (LDDC) created to redevelop the old docks of the port of London. The LDDC was created by the British government as a result of the inability of six riparian municipalities to agree on a coherent and feasible plan for the docks redevelopment.

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The interests of ports extend beyond local traffic and transport. Hinterland connections, nationally and internationally, rely on road, rail, pipeline and waterway links. Both the port authority and the port city should use their influence to establish needed intermodal infrastructure and agreements. In addition, the port authority and the port city should collaborate to efficiently accommodate traffic flows and limit transport costs. Exercises 1. Answer the following questions. a) Name some Croatian cities that grew together with their ports. b) Why are ports important? What does a seaport node, associated with a city, generate? c) What factors contribute to the weakening of links between port and city centres? d) When a sea port is re-located from the city core, what approaches have been commonly

used for the development of surplus port land? e) What is an intermodal infrastructure? 2. Underline the correct form. PORT INFRASTRUCTURAL CONFUSION

Harbours and ports are often confused, as are the terms referring / indicating to basic port infrastructure. Harbours can be natural or man-made. A natural harbour is a bay protected against waves and currents and deep enough for anchoring / surfing. A man-made harbour will have breakwaters and may require digging / dredging. A port is a harbour where a town or city is situated. It is a man-made coastal or riverine facility suitable for embarking / benchmarking men, where boats and ships can load and unload. It may have warehouses and transport facilities for relaying / communicating goods inland. It may consist of quays, wharfs, jetties, piers and slipways with cranes or ramps.

Breakwaters are massive structures constructed on coasts as part of coastal defence or to protect an anchorage from the effects of weather.

A quay, pronounced 'key', is a wharf or bank where ships and other vessels are loaded. A wharf is a landing / grounding place or pier where ships may tie up and load or unload. The term is often replaced with pier when applied to great solid structures of large ports, particularly when they are constructed propelling / projecting into the water, as is the well known collection of wharfs / piers in New York or San Francisco.

Piers are construction works prolonging / extending into the harbour. As they have been built for different purposes, the term tends to have different nuances of meaning / signifying in different parts of the world. A pier may be a raised walkway over water, supported by widely spread piles or pillars, used as a promenade, or wedding / landing place for passengers. It may also be a more solid structure extending over a mile out to sea.

The term jetty, derived from the French jete, and therefore signifying a thing / something thrown out, is applied to a variety of structures employed in river, dock, and maritime works. The forms and construction of these jetties are as varied as their uses. The term may refer to a small pier of timbers for yachts and fishing boats (fisherman jetty); it can refer to a berth for large ships (tankers, naval craft) made of concrete blocks; finally, a jetty may be a low solid breakwater protecting / defending a river mouth or harbour.

A mole is a massive structure, usually of stone, used as a pier, breakwater, or junction between places separated by water.

In American English, a dock is technically synonymous with pier or wharf any human-made structure in the water intended for people to be on. However, in modern use, pier is generally used to refer to structures originally intended for industrial use, such as seafood manufacturing / processing or shipping, and more recently for cruise ships, and dock is used for almost everything else (ferry dock, dry dock, etc.).

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A slipway, boat slip or just a slip, is a ramp on the shore by which ships or boats can be moved to and from the water. They are used for building and repairing / healing ships and boats. They are also used for launching and retrieving / rescuing small boats on trailers. A ship undergoing construction in a shipyard is said to be on the ways. A slip is also a sloping / slipping ramp used for ferryboats and passenger boardings. 3. Choose some of the following structures and write sentences of your own: be associated with, generate employment / development, World War II, in private hands, be an example of, feasible plan for, joint venture, intended for, be used for / to, West-European. Port management Role of a port authority. Ports usually have a governing body referred to as the port authority, port management or port administration. "Port authority" is used widely to indicate any of these three terms. The term has been defined in various ways. In 1977 a Commission of the European Union defined a port authority as a "state, municipal, public or private body, which is largely responsible for the tasks of construction, administration and sometimes the operation of port facilities and, in certain circumstances, for security." This definition is sufficiently broad to accommodate the various port management models existing within the EU and elsewhere. Harbour master's function. He is usually part of the port authority organisation and is responsible for ensuring the efficient flow of traffic through port and coastal waters (including allocation of vessels to public berths) and on behalf of the government or port authority for coordinating all marine services. Frequently, harbour masters have police powers, enforcing the port by-laws, especially with respect to traffic regulations, protection of the environment and accident prevention. When part of a port authority, the harbour master also usually serves as head of the pilotage service. Finally, the harbour master is sometimes responsible for regulatory oversight of the carriage and storage of dangerous goods in the port area as well as for ensuring the proper use of port reception facilities. In view of the public character of the harbour masters responsibilities, this function is rarely privatised. Although the harbour master might be part of a port authoritys management team, he should be free to exercise his jurisdiction as independently as possible from the commercial management of the port.

Pilotage and tugboat operations. Pilotage is an essential part of traffic management, and safe passage of vessels through a port area requires expert teamwork of a vessel traffic management organisation, tugs, mooring gangs and pilots. A private sector pilot monopoly that has the ability to bring port operations to a complete and rapid stop represents a significant risk for ports, carriers, and shippers alike. As a consequence, retaining pilots as part of a port authoritys marine department may be desirable even when other aspects of port management and operations are privatised.

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Tugboat operations are typically carried out by private firms. If the volume of vessel traffic is not sufficient to support a tugboat service on a commercial basis, a port authority may be obliged to provide such service itself. Sometimes neighbouring ports can share tugboat services. In many instances traffic density allows only for one private tugboat company to operate in the port area. Other marine services. The control of dangerous goods for maritime cargoes is usually performed by a specialised branch of the port authority. The same goes for the handling of dangerous goods in port terminals. Oversight and regulation of land transport of dangerous goods is normally a

responsibility of the central government. The highly sensitive and technical nature of this work makes it inadvisable to privatise it. Waste management services in ports often are privatised under strict control of a port authority or another competent body. Privatisation carries risks, however, especially with respect to the disposal of dangerous chemicals. Proper waste management can be expensive for shipping lines. With high costs, ship captains might be tempted to dump waste into the sea or into port waters. Control of such dumping practices is extremely difficult,

especially for chemical cargoes. To spread waste management costs, ports can include all or part of the waste management costs in the general port dues. Transport of waste from the ship to a reception facility also poses a challenge, especially in larger port areas. Port authorities should provide transport barges or trucks for this purpose. Role of port operators. Just as central governments and port authorities play key roles in the port communities, so too do private port operators (such as stevedoring firms, cargo-handling companies, and terminal operators). Port operators typically pursue conventional micro-economic objectives, such as profit maximisation, growth, and additional market share. Only if port operators are free to pursue such objectives can the benefits of a market-oriented system be achieved. Roles of a Transport Ministry. In a market-oriented economic system the Ministry of Transport typically performs a variety of functions at a national level. The Ministry

develops transport and port policies related to planning and development of a basic maritime infrastructure including coastline defences (shore protection), port entrances, lighthouses and aids to navigation, navigable sea routes and canals,

develops policies on development of ports (location, function, type of management), develops policies on planning and development of port hinterland connections (roads,

railways, waterways, pipelines) drafts and implements transport and port laws, national regulations and decrees, is responsible for incorporating relevant elements of international conventions (e.g.

SOLAS, Law of the Sea, MARPOL) into national legislation, specialised departments of the Ministry represent the country in bilateral and

multilateral port and shipping forums,

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the Ministry may also negotiate agreements with neighbouring countries relating to water-borne or intermodal transit privileges,

in the area of financial and economic affairs, a Ministerial department is usually responsible for planning and financing national projects.

It should be able to carry out financial and economic analyses and assess the socio-economic and financial feasibility of projects in the context of national policies and priorities. Auditing functions should be performed independently and the auditors should report directly to the Minister. In many countries Transport Directorates are established as independent bodies within a Ministry and perform an executive function. They are usually responsible for one of the modes of transport; e.g. the Maritime and Ports Directorate. Exercises 1. Use the following words to complete the text: education, maintenance, movement, oversight, protection, rescue, works. RESPOSIBILITIES OF A MARITIME AND PORTS DIRECTORATE

Ship inspections and Register of shipping ( _______________ of ship safety and manning conditions);

Traffic safety and environment (safe _____________ of shipping and ____________ of the marine environment);

Maritime _______________ and training (maritime academies, merchant officers exams, licensing of seafarers);

Ports (execution of national ports policy); Hydro-technical construction (construction of protective _______________, sea-

locks, port entrances, etc.); Vessel traffic systems and Aids to navigation (construction and _______________);

and Search and _______________.

2. Translate into English. a) Tijekom 60-ih, glavne zapadnoeuropske luke poput Antwerpena (Antwerp) i Marseillesa

razvile su velike industrijske zone (sites) pored svojih lukih sadraja (facilities). ..................................................................................................................................................................................................................................................................................................... b) Unato modernim lukim sadrajima i velikim vladinim subvencijama (subsidies), luka

Eemshaven nije nikada postala uspjena. Bila je odve izolirana i nedostajalo joj je industrijsko zalee (hinterland).

..................................................................................................................................................................................................................................................................................................... c) Luke i gradske vlasti (authorities) bi trebale iskoristiti svoj utjecaj da se izgradi (establish) potrebna intermodalna infrastruktura. ..................................................................................................................................................................................................................................................................................................... d) Velike luke se nose s (deal with) veim brojem (a number of) disparatnih aktivnosti:

kretanjem brodova, ukrcajem i iskrcajem brodova i kontejnera, peljarenjem, upravljanjem otpadom, carinskim aktivnostima, itd.

.....................................................................................................................................................................................................................................................................................................

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e) Uinkoviti luki menadment ukljuuje (involves) upravljanje ovim aktivnostima i resursima, upravljanje protokom novca izmeu pruatelja i korisnika tih resursa, te pruanje (providing) potrebnih informacija.

..................................................................................................................................................................................................................................................................................................... f) Luki kapetan esto ima specifine zakonske ovlasti (powers) da djeluje u interventnim

situacijama. ..................................................................................................................................................................................................................................................................................................... g) Danas u mnogim lukama javni sektor (public sector) uglavnom planira, olakava

(facilitate) i regulira, dok (whereas) privatni sektor prua usluge, razvija i izvodi radove. ..................................................................................................................................................................................................................................................................................................... h) Jasno su shvatili da luki razvoj ima posredne uinke (collateral effects) na javni interes

(public interests in) za koritenjem zemlje, utjecaj (impact) na okoli te na otvaranje (creation) radnih mjesta.

..................................................................................................................................................................................................................................................................................................... i) Oko Colomba se razvija industrijski klaster modne robe i odjee (apparel), usmjeren na

(focuses on) pouzdane kontejnerske usluge koje pravovremeno udovoljavaju (complete just-in-time) narudbama.

..................................................................................................................................................................................................................................................................................................... j) U sklopu svoje strateke politike razvoja, mnoge luke potiu (encourage) usporedni razvoj

(co-development) raznih usluga s dodanom vrijednou kroz (through) franize, izdavanje dozvola (licensing) i leasing.

..................................................................................................................................................................................................................................................................................................... k) Osnovna luka infrastruktura sastoji se od lukobrana, operativne obale, gatova, navoza,

dokova, bazena te teretnih i putnikih terminala. ..................................................................................................................................................................................................................................................................................................... 3. Answer the following questions. a) Define the term "port authority". b) What are the common legal powers that a port authority has? c) What is the harbour master in charge of? d) What are the main tasks and responsibilities of the Ministry of Transport with respect to

planning and development? e) What are the main policies of the Ministry related to legislation? f) What are the responsibilities of the Ministry of Transport with respect to international

relations? g) Who is usually responsible for planning and financing national projects? h) What are the principal responsibilities of a typical Maritime and Ports Directorate? i) Who is in charge of the handling and oversight of dangerous goods in port terminals? j) Why are ship captains sometimes tempted to dump waste into the sea or into port waters? k) What does a pilot do? l) Why is it risky to privatise pilotage services? m) What does the abbreviation SAR stand for?

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Port finance Before 1980, ports were mainly financed by the government. The general infrastructure of ports was financed jointly by the government and the port authority, and the terminal superstructure and equipment by private operators. Fully privatised ports were the exception. In the event a government had no funds for expensive port infrastructure, either port development was halted or money was acquired at preferential rates from an international financial institution such as the World Bank. Ports require expensive infrastructure to be able to compete successfully. Until recently, port authorities mainly relied on contributions and subsidies from national governments for building or improving basic port infrastructure. Such contributions usually were excluded from port financial accounts and therefore helped ports to exhibit positive financial positions. Whether national governments finance basic maritime and port infrastructure depends on the governments political and economic policies. For example, if ports are considered part of the general transport infrastructure of the country, then investments in them may be considered to promote the national interest. If ports are assumed to be independent economic entities, however, they have to fully bear their own costs without direct government support. In some countries, financing basic maritime infrastructure is considered a public task (e.g. in France and Croatia) because this part of infrastructure belongs to the so-called "public domain," which is protected by law. To carry out construction activities and/or port operations in this domain, a public license is required. This requirement could reduce intra-port competition if the licenses are granted only on a limited and discriminatory basis. The increasing role of private enterprise in the port sector exerts a direct influence both on port management and operations, as well as on the way capital projects are financed. The private sector has become interested in financing the construction of entire terminals including quay walls, land reclamation, dredging, superstructure and equipment. This has given rise to a large variety of financing and management schemes such as BOOT (Build, Own, Operate, Transfer). Each is designed to mobilise private capital while balancing public and private interests. Governments views about ports are evolving. Increasingly, ports are considered separate economic entities, although still subject to national regional and local planning goals. As such, they should operate on a commercial basis. There still is, however, a category of port infrastructure for which it will be hard to find private investors investments for expensive and long-lived infrastructure (e.g., breakwaters and locks, entrance channels and fairways, and land reclamation). Cost recovery of such works often cannot be effectuated in 20 years, which is a normal repayment period for long-term loans for infrastructure works by international finance institutions. Nevertheless, the benefits from such infrastructure investments for national and regional economies may be substantial. Hence, many governments are still willing to finance part or all of long-term port investments as these contribute to the achievement of public policy objectives. Exercises 1. Answer the following questions. a) Who financed the ports before 1980s? b) What happened if a government had no funds for expensive port infrastructure? c) When are national governments likely to finance basic maritime and port infrastructure? d) Why is financing basic maritime infrastructure considered a public task in France and

Croatia?

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e) What is a possible disadvantage of granting public licenses by the government? f) Why are governments increasingly allowing the private sector to manage and invest in

ports? g) Which category of port infrastructure has difficulties in finding private investors? 2. Use the following adjectives to complete the text: commercial, costly, efficient, finance, management, organisational, structural, traditional. PORTS TO EXPERIENCE STRUCTURAL CHANGES There are many ways to change the institutional structure of a port. _______________ methods of operating and management structures have been abandoned, with ports increasingly operating as _______________ entities in the global market place. The process of structural change can be a painful one, with the potential for ______________ mistakes to be made. However, increasingly the international port community agrees on the _______________ role and function of port authorities. The global market has had a unifying influence on emerging institutional structures. The increasing influence of international _______________ institutions on port development also facilitates the introduction of _______________ models and structures all over the world. Although there still is a large diversity of port management and _______________ structures, the trend towards several successful port _______________ models is strong. 3. Choose some of the following structures and write sentences of your own: the governments views about, be assumed to be, be largely responsible for, in the event of, subsidies from the government, on a commercial basis, be considered part of, carry out, grant licenses, give rise to, long-term loan, benefits from. Value added services Generally, the function of a port as a node in the transport chain depends on its location and on the economic and technical developments that exist in its hinterland. Modern production techniques and consumption patterns increase the use of transportation systems beyond levels suggested purely by the growth in trade and commerce. As a result, more specialised handling, storage and other logistics facilities are needed. More and more, ports are becoming part of so-called integrated logistics chains. This process of specialisation and changing demands, which has taken place over the last two decades in most Western countries, is now taking place with even greater speed in new market economies. From the port's point of view, creating new services boosts the port's economic performance as well as its attractiveness to existing and potential clients. This, in turn, can help maintain and improve a port's competitive position. When assessing the wisdom of developing new services, it is important to pay attention to the value adding potential of the services. This potential can vary product by product and activity by activity. Numerous activities can be classified as "Value Added Services". The more traditional logistics activities include loading/unloading, stripping/stuffing, bulk storage, tank storage, general warehousing and conditioned warehousing. Standard value added services also include parking facilities, weighbridges, customs facilities, cleaning facilities, tanking facilities, trailer renting and leasing, information and communication, safety and security services, offices, hotels, restaurants, shops and so on. These activities do not directly affect the nature of the product as it moves through the port. Beyond these traditional activities, more complex services are being developed. To carry out activities that manufacturers do not consider part of their core business, logistics service

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providers may take over parts of the production chain (e.g. assembly, customising and packing, testing, quality control) and after sales services (e.g. repair and re-use). A large container throughput might create the economic basis for establishing container repair facilities whereas substantial roll-on/roll-off traffic might justify truck maintenance and repair shops. Distriparks. To provide a favourable environment for value added services, many ports are developing so-called distriparks. A distripark is an area where companies are established to perform trade and transport-related value added services. There is no standard development plan for a distripark. As can be seen from the various developments in the Netherlands, France, Germany and the United Kingdom, there is a large variety in distriparks. For example, in Rotterdam, there are three distriparks. The oldest one (Eemshaven) is devoted to container cargo distribution; the second one (Botlek) is devoted mainly to chemicals; and the third and most recent one is also dedicated to containerised cargos, and includes large warehouses containing goods for Europe-wide distribution (e.g. Reebok). Exercises 1. Answer the following questions. a) What does the function of a port as a node in the transport chain depend on? b) It has been said that, more and more, ports are becoming part of so-called integrated

logistics chains. Explain. c) What can help maintain and improve a port's competitive position? d) What does the creating of new port services boost? e) Name some of the standard value added services. f) Name some of the more complex activities that are included in value added services? g) What is a distripark? h) What does basic port infrastructure include? i) What does basic maritime infrastructure include? j) What is the waste management? 2. Use the following adjectives to complete the text: additional, competitive, competing, great, inter-port, little, price-quality, sea-sea. ELEMENTS INFLUENCING INTER-PORT COMPETITION The inland transport system (road, rail, waterway, pipeline) determines to a ______________ extent the zone of competitiveness of a port. Improvements to the inland transport system place ports in a more _______________ environment. In cases where major ports may have a hinterland that covers a number of countries, their zone of competitiveness overlaps that of other ports. As a result, fierce price competition might exist. Transhipment (______________ transfer of cargo), in particular of containerised cargos, is a major market chased by many major ports of the world. Transhipment has the advantage that it generates ______________ traffic (two moves for one cargo). Cargo owners and shipping lines constantly look for the port where the _______________ ratio best serves their particular interests. As the penalty for changing ports of call for transit traffic is not very severe, carriers tend to switch their transhipment ports with _______________ provocation. Freight forwarders and Multimodal Transport Operators (MTOs) are transport and distribution specialists who greatly influence port choice and _______________ competition. They have their own networks in the region that provide up-to-date information about technical, commercial, operational and social differences between _______________ ports.

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3. Translate into English. a) Mnoge vlade su direktno ili indirektno angairane (involved) u razvoju luka. ..................................................................................................................................................................................................................................................................................................... b) Pad komunistikog sustava poetkom devedesetih rezultirao je kolapsom centralno

nadziranih (centrally controlled) lukih sustava u bivim socijalistikim zemljama. ..................................................................................................................................................................................................................................................................................................... c) U veini zemalja s trino usmjerenom ekonomskom politikom, jedan od ciljeva javne

politike (public policy) bi trebalo biti upravljanje i poticanje kompetitivnog ponaanja. ..................................................................................................................................................................................................................................................................................................... d) Ovo bi se moglo izvesti kroz izdavanje dozvola (licensing), leasing, koncesije i druge

metode osmiljene da osiguraju (designed to bring about) uinkovitu raspodjelu (allocation) resursa.

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................................................................................................................................................. e) Privatizacija je transfer vlasnitva dobara (ownership of assets) iz javnog u privatni sektor

ili pak uporaba (application) privatnog kapitala za financiranje investicija u luke objekte (facilities), opremu i sustave.

..................................................................................................................................................................................................................................................................................................... f) Distriparkovi su odgovor na (to) rastue zahtjeve brodarima i prijevoznicima (on shippers

and transport firms) da isporuku izvre pravodobno (just-in-time) uz nie trokove. ..................................................................................................................................................................................................................................................................................................... g) Luka u Rotterdamu nudi irok raspon usluga s dodanom vrijednou. ................................................................................................................................................. h) U tradicionalne usluge ubrajamo ukrcaj/iskrcaj, skladitenje, parkiranje, platforme za

mjerenje teine vozila i tereta (weighbridges), carinske usluge (facilities), iznajmljivanje vozila, usluge zatite i sigurnosti, urede, trgovine, hotelske i ugostiteljske usluge itd.

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................................................................................................................................................. i) Terminal je izgraen i potpuno opremljen 70-ih godina da udovolji oekivanim (handle

anticipated) zahtjevima kontejnerskog prekrcaja na (transhipment in) istonom Sredozemlju.

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................................................................................................................................................. j) Uz pomo peditera / MTO-a, veliki linijski brodari sada mogu mijenjati luke pristajanja

(ports-of-call) uz mnogo manje potekoa. ..................................................................................................................................................................................................................................................................................................... k) Imenovanje politiara bez adekvatnog iskustva na visoke (to high-level) poloaje u

lukama koje su u vlasnitvu drave (government-owned) je dobro poznat fenomen. ..................................................................................................................................................................................................................................................................................................... l) Postoje dvije glavne vrste (forms) koncesija koje se danas koriste u lukama: zakupni

ugovori (lease contracts), gdje izvoa (operator) ulazi u dugoroni zakup (lease on) lukog zemljita i obino je odgovoran za nadgradnju i opremu, te koncesijski ugovori, gdje izvoa pokriva trokove investiranja i preuzima (assumes) sve komercijalne rizike.

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Port structures and management

Ts Eng Waypoint Pm 6 Semestar

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