Articles
Vol. 18 No. 2 (2006)
Published on
Alen Jugović, Ana Perić, Ines Kolanović
2006 (Vol 18), Issue 2
The management of sea passenger ports has been determinedby sequences of circumstances closely connected withthe complex function of any port; together with its reflection ontraffic and economic system. Each of those principles has certainimpact on the development, management and evaluationof a port in different stages of growth. However, all the resultsthat are gained present evaluations and ratings of each port individuallyand those results and ratings are crucial in the traveller'sdecision of which sea passenger port they should take. Allthose principles that are used for evaluation of a port are usedas well for establishing the travel routes, in fact, its departureand arrival point. The importance of those departure and arrivalpoints is dissimilar for each port and it is also possible thatin different stages of development those points can increase orreduce its importance. Very often it is likely that those principleshave positive impact and in some other stage they can have negativereflection on the port.Numerous principles for the development and managementof sea passenger ports in the Republic of Croatia are notapplied in all the stages of the port existence. The problem of seapassenger ports is frequently considered as the forgotten issuewhich is one of the vital parts of the whole national economicwith very high multiple effects and possible results. The purposeof this work is the SWOT analyses which provides a clear picturethat successful managing of the ports comes through balancedefforts and achievements of the town, region and thecountry as a whole.The purpose of this paper is to analyze all the possibilitiesand steps that have to be taken in order to determine the advantagesand the disadvantages of not just the port but rather of thetown where the port is located as well. It has to be investigatedwhat is having impact on the town, its attractions and the possibilityfor successful running of the port. Apart from thewell-known elements which are location, natural characteristicsof a port, organization of work, etc. The measures of theport politics are applied to further analyses and evaluations ofcompletely new principles such as: resources, tourist offers,structure, public sectors and town future planning, communication,image and trends.The results of the survey are applied so that management ofthe sea passenger ports should be run in a way to create a system which would continue to develop all the principles that aretightly connected to the port's functioning and all that in orderto form a port which would be major a factor to transform notjust the town where the port is located but the whole region andmore.
Sander Dekker, Robert Verhaeghe
2006 (Vol 18), Issue 2
This paper presents a modelling approach for planning ofport capacity. The approach integrates port commercial andpublic interests. It further incorporates route competition andautonomous demand growth. It is applied to port expansion,which can be considered as a strategy for an individual port todeal with route competition. The basis for solving this planningproblem comprises an analysis of port demand and supply in apartial equilibrium model. With such an approach, the reactionof a single port on the change in a transport network comprisingalternative routes to a hinterland destination can be simulated.To establish the optimal expansion strategy, port expansion iscombined with congestion pricing. This is used for the simultaneousdetermination of 1) optimal expansion size, and 2) investmentrecovery period. The modelling approach will be appliedto Rotterdam port focusing on port expansion by means ofland reclamation. The scenmio of the entry of a new competingroute via the Italian port Gioia Tauro is used to address sometrade-offs in Rotterdam investment planning.
Lawrence E. Henesey
2006 (Vol 18), Issue 2
In analyzing the freight transportation systems, such as thetransport of intermodal containers, often direct monetary costsassociated with transportation are used to evaluate or determinethe choice of transport corridor. In forming decisions ontransport co'idor choice, this paper proposes that transactioncosts can be considered as an additional determinant in conductingtransport corridor analysis. The application of transactioncosts theory in analyzing the organizations and the transactionsthat occur, assists in indicating as to which governancestructure results in higher efficiencies. Efficiency is seen as eitherthe minimisation on costs or the maximisation of customerservice levels. The use of multi-agent based simulation for modellingthe organisational structure and mechanisms provides anovel approach in understanding the relationships in a regionaltransport co'idor.
Pavao Komadina, Igor Rudan, Vlado Frančić
2006 (Vol 18), Issue 2
The paper introduces a feasible frame for the reorganizationand control of sea navigation (VIS system) in the accesswatenvay to the port of Split. In the paper a proposal for the introductionof a routing system on the traffic lane next to the portof Split is presented. A high-grade monitoring of seagoing navigationmeans increased safety and a higher protection of themarine environment. In this sense the validity of structuring avrs system in the controlled area results from the ever-increasingnumber of transiting vessels, some of which carrying dangerouscargoes with the majority being leisure craft and passengerships. The need for installing the system arises as well fromthe unfavorable hydrographic conditions which affect navigationand reduce the level of safety in the traffic lane next to theport of Split. The described proposal of the VIS system foreseesthe opening of new navigable routes with radar and AISequipments to be included for vessel monitoring. Their locationand mode of operation are worked out in detail in this paper.
Goran Vojković
2006 (Vol 18), Issue 2
Administrative supervision is one way of holding controlover administration and legal persons who have certain publicauthorities when performing their function, one of such beingthe Port Authority. Perfonning public authorities - concerningthe fact that it is a fonn of public power - must be under legalsupervision of the state and its bodies. The Act on MaritimeDomain and Sea Ports as well as the Act on Inland Ports, eachin its particular area, foresee the possibility of performing administrationsupervision over port authorities work. This is a legallyand functionally extremely interesting fonn of supervision;administration supervision is not brought up for the reason ofperfonning some internal police function that shows up once ina while only if there are some difficulties in work. Administrationsupervision must be continuous and provide assistance tobodies over which the supervision is held. This paper analyseslegal grounds and potential fonns of administration supervisionover the work of port authorities.
Pierre Thorez, Oliver Joly
2006 (Vol 18), Issue 2
The main European ports of the Northern Range facingstrong competition develop various strategies. Rotterdam andLe Havre, fast transit, Antwe1p, logistic activities with storage,Hamburg, hub for central and eastem Europe. These strategieswill be described in the paper.All of them are building new container terminals and usenew tools in technology of communications to increase trafficand to enable shipping lines to achieve their own strategies. Thenew equipments will also b.: analysed.In the last years, the competition is mainly on the links withthe hinterland. Major ports t1y to enlarge their hinterlands bytransshipment, railway con'idors, waterway connections andhighways. The importance of ports and inland intermodalnodes is growing.Nowadays, port competition in the Northern Range is locatednot only in the ports.
Ivica Ružić, Jadranka Pečar-Ilić
2006 (Vol 18), Issue 2
To enable efficient management of inland navigation processes,specialized information systems should be developedthrough the application of modern information and communicationtechnology (ICT). For this purpose, individual Europeanwaterway and port authorities have developed their ownlocal information systems and databases. Due to the non-conformityof these databases, their integration at the Europeanlevel is confronted with selious problems (COMPRIS, 2003).One of the major problems is the lack of a common Europeanunique identification number for inland barges. For this reason,in some locally managed databases several different identificationnumbers are attributed to one and the same inlandbarge or certain identification numbers are not available. Thesame problem occurs in the communication between waterwayautholities and between waterway and port authorities. Therefore,a unique identification number for all floating objects onthe European waterways should be introduced. At the momentthere are only two official numbers for vessels. The first, the!MO number, introduced in 1978, is only used by maritimevessels. The second, the OFS number (Official Ship Number),is used only for vessels that have a Rhine patent (issued by theCCNR). The OFS number cannot satisfy all the requirementsof RIS Directive 2005/44/EC and the amendment to Directive82/714/EEC on technical requirements for inland navigationvessels in the enlarged European Union. The fact is that only20% of the ranges of codes are reserved for the non-Rhinecountries. A special Electronic Reporting International group(ER!) was appointed to formulate a new system for uniqueidentification of inland vessels and also define a databasemodel for vessel characteristics. The initial suggestion of ERIwas to add one character in front of the OFS number in orderto increase its coding capacity. The intention was to make asfew as possible differences/modifications to the system currentlyused under the regime of the Rhine Vessel InspectionRegulations in order to minimize the administrative efforts ofharmonization. As members of the ER! group, we made a proposalfor such a new identification number (the so calledERN), which was discussed by the ERI expert group takinginto account the input from the Joint Working Group ofCCNR and EC. In this paper, we will desclibe our proposal toER!, which was later slightly modified within a special ER! expertgroup.
Neven Curkov, Vlado Cuculić, Delko Barišić, Marina Mlakar
2006 (Vol 18), Issue 2
The purpose of this study is to assess the response of theaquatic environment (sediment, sea water and mussels Mytilussp.) on uranium and radium activity and concentration followingthe decrease of phosphate discharges from a technologicallyimproved transhipment terminal, situated at the CroatianAdriaticcoast in the port of Sibenik. The highest 238U activities(485±16 Bq kg' 1 dry weight) and 226Ra activities(662±6 Bq kg' 1 dry weight) were found in the sediment samplecollected from the sampling site closest to the terminal.The maximum concentrations in the sediment samples areabove the natural ranges and are clearly indicative of technologicaI influence.Mussel samples from the port of Sibenik showed levels of238U activities in the range from 12.1 ±2.9 to 19.4±7.2 Bq kg'1dry weight and 226 Ra activities from 1. 9 ± 0. 5 to 5. 9 ± 1.1 Bqkg'1 dry weight, which is somewhat higher than in consumemussels.Only the sea water sample at the sampling site, taken justabove the bottom sediment, shows higher uranium concentration(3.1±0.2 f.Lg L 1) comparing to the samples taken in uppersea water layers (2.1 ±0.2 f.Lg L 1). Higher concentration is in therange of the concentration level of uranium in natural seawater.Since the transhipment terminal in the port of Sibenik wasmodernised in the eighties, the discharge of the phosphate oreinto the seawater was drastically reduced and, consequently,uranium concentration levels in the seawater decreased. Theenhanced uranium and radium activity levels are found only inthe sediment near operational docks, and in the mussels whichlive on this docks.
Nikolina Brnjac, Dragan Badanjak, Dragica Dalić
2006 (Vol 18), Issue 2
The development of functional and efficient port system requiresthe realization of a common transport system whichwould allow taking advantages of larger areas, lower costs ofrailway traffic and inland wate1way traffic on longer relationsin cooperation with the road transport on shorter relations.The result of the development of intermodal technologiesin the port system is the maintenance of the cwTent and attractingof additional traffic to a certain port, and the reductionof port congestion by providing additional container capacities.Since the competition among ports is becoming moreemphasised by using intermodal technologies, their advantageis obvious. Congestion is one of the main economic points oftransport development. The usage of different fleets in case ofdifferent operators represents the main source of congestionsat terminals and ports resulting in inefficiency of the transportsystem.The aim of this work is to analyze the problems related tocongestions resulting from insufficient usage of intermodaltechnologies in the port system.
Zoran Radimilović, Saša Jovanović
2006 (Vol 18), Issue 2
The different kinds of container ships with variable numberof containers arrive to porls, each container requiring single service.In this paper, an analytical approach is developed with thehelp of bulk queueing system, to analyze and to plan the berlhoccupancy depending on the number of containers in on boardand on shore and on the average waiting time/average servicetime ratios. The appropriate numerical results and graphs arepresented for direct determination of the berlh occupancies fordifferent number of containers.The arrivals of container ships at container terminal areusually a stochastic process. The number of berths required willdepend on the berth occupancy. In order to determine the numberof berths required, we have to know the distribution of shiparrivals and the distribution of ship service times includingpeak factors or seasonal variations. In this paper, the relationshipbetween berlh occupancy and container ship turnaroundtime at container terminal is based on bulk-arrivals and singleservice queueing models. We have assumed that the inter-arrivaltimes and service times follow appropriate probability distributionswith determined limitations. Howeve1; given resultscan be used with a high degree of confidence for first approximatesolutions and as the control of berth occupancy or wrivalof ship to berlh.
Miroslav Bača, Željko Hutinski, Kornelije Rabuzin
2006 (Vol 18), Issue 2
The process of security improvement is a huge problem especiallyin large ships. Terrorist attacks and everyday threatsagainst life and property destroy transport and tourist companies,especially large tourist ships. Every person on a ship can berecognized and identified using something that the personknows or by means of something the person possesses. The bestresults will be obtained by using a combination of the person'sknowledge with one biometric characteristic. Analyzing theproblem of biometrics in ITS security we can conclude that facerecognition process supported by one or two traditional biometriccharacteristics can give very good results regarding ship security.In this paper we will describe a biometric system basedon face recognition. Special focus will be given to crew member'sbiometric security in crisis situation like kidnapping, robbelyor illness.
Čedomir Ivaković, Ines Kolanović, Livia Šantić
2006 (Vol 18), Issue 2
Sea ports are the key segment of the traffic and economicdevelopment of maritime countries. Pan-European transportcorridors include the most important sea pmts and sea routes.They are an extension of the existing land corridors.The most important and the most promising crossings oftraffic corridors between the Central European, Pannonianand Adriatic areas, with the naturally shortest traffic routes directedtowards the Croatian sea ports are Corridor 58 ( Rijeka-Zagreb-Budapest) and Corridor 5c (Ploce-Sarajevo-Osijek--Budapest). The primary purpose of this work is to study the importanceof the existing trading conditions and new investmentundertakings in the context of increase in competitiveness of theports of Rijeka and Place.The authors' attention is particularly directed to the constructionof new port terminals to increase the traffic potentialsof the Croatian sea ports. The formed conception with its characteristics,the methodology applied, and research results representthe quality starting points in determining a uniform portpolicy of the Republic of Croatia within the European trafficsystem.
Joško Dvornik, Ante Muntić, Mirko Bilić
2006 (Vol 18), Issue 2
Simulation Modelling, together with System Dynamics andintensive use of modem digital computer, which means massiveapplication, today very inexpensive and at the same timevery powerful personal computers (PCs), is one of the mostsuitable and effective scientific ways for investigation of the dynamicsbehaviour of non-linear and complex: natural, technicaland organization systems.The methodology of System Dynamics ( Prof dr. J. F arrester- MJT), e. g. a relatively new scientific discipline, in the fonnereducational and designer practice showed its efficiency in practiceas very suitable means for solving the problems of management,behaviour, sensibility, flexibility and sensibility of behaviourdynamics of different systems and processes.The system-dynamics computer simulation methodologywas used from 1991 to 2003 for modelling of dynamics behaviourof a large number of non-linear ship electrical, thenno-dynamical,hydraulic, mechanical and pneumatic systems. Thismethodology is used by students as the material for graduatetheses, and for realization and publishing the results of scientificresearch work by the professors at High Maritime Schooland Maritime Faculty Split.The aim of this paper is to show the efficiency of the applicationof the System Dynamics Simulation Modelling in investigationof behaviours dynamics, one of the Port-Transhipmentsystems presented with mental-verbal, structural and mathematical-computing modules, and it will simulate transhipmentport working processes.
Vedran Jelavić, Željko Kurtela, Miloš Brajović
2006 (Vol 18), Issue 2
There are several factors to be considered while creating anchoragearea for cruising ships. Mandatory elements includedin the analyses of the anchorage area are: security factor,aquatorium factor, ship factor, environmental pollution factor,anchorage occupancy factor and legal issues. Consideringmany specifics of the city of Dubrovnik and the surroundingarea some new principles had to be included in order to find themost convenient solution for the new anchorage area. Theseprinciples are proportionality, traditionality and diversity appliedto some aspects of cruisers and anchoring aquatorium.With such approach it was possible to position the optimal areafor anchoring near very sensitive old city of Dubrovnik and satisfyall the subjects included in that problem.
