Sea ports

A  modern maritime  container  terminal  must  provide services  within  its  area or  in  the  nearby logistics  centers.  What  is  more,so  as  to  adjust  to  changing  market  conditions  marine  ter-minals have to provide service packages for cargos (retail and distribution, handling, transportation and transshipment),  vessels  (supply,  repair,  towing, mooring  or  industrial  and  other  auxiliary  ser-vices) and a crew (social, health, hotel or information services).  Since ports are forced to widen the range of their services to stay competitive in the global economy, in the  article  the role of maritimecontainer terminals will be described in the provision of logistics services.

Until the 1950’s much of the goods and produce moving to and from the south coast of NSW were transported by ship. Except for Jervis Bay and Twofold Bay shipping to the south coast was handicapped by a lack of safe harbours.  Shipping had to make do with small man-made harbours like Wollongong, Kiama and Ulladulla, river ports such as Batemans Bay Narooma and Moruya, all with dangerous sand bars at their entrances and make-shift harbours in the lee of any headland that gave shelter from dangerous southerly storms. One such makeshift harbour was Broulee Harbour in the lee of Broulee Island. Today Broulee is a sleepy tourist town on the NSW south coast between Batemans Bay and Moruya, approximately 260km (140NM) sea miles south of Sydney but it was not always so unimportant.

The port is a place situated on the shore of a sea, river or another waterway, protected by waves and currents, equipped with all the facilities necessary for the mooring, loading, unloading, and repairing of ships. Today, however, the modern seaport exceeds this classical definition, it is a specialized shipping infrastructure, being a complex economic unit with a wider commercial and industrial function than the production process of the major international commercial companies. Black Sea ports are the eastern maritime frontier of Europe, essential gates for entry and exit of imported and exported goods, the eastern maritime facade of Europe 1. Introduction Seaports are commercial and passengers ports or combined, for freight and passengers. A seaport is a coastal or shore-side landing where ships can moor and unload cargo and have car and rail links to the hinterland. There are specialized terminals within or out of ports. Sea and river ports are the main gateways for import and export goods for many countries with a maritime facade. In the European legislation, the maritime port is defined as an area of land and sea that includes a set of specific activities and equipment to ensure, in particular, berthing of the ships, their loading and unloading, the storage of goods, their reception and delivery, and the landing of the passengers. Over time, the role of seaports has changed. In ancient times the harbors were regarded as a safe shelter against the dangers of the sea; they have contributed to the prosperity and cohesion of Europe and other major regions of the world. Old civilizations had their important ports, especially in the Mediterranean basin. Maritime powers have developed through the boldness and spirit of exploring its people. The great explorers have brought Europe to the map of the world's maritime trade. The maritime trade has grown through Atlantic and North Sea ports, bringing innovation to finance and maritime insurance. The Hanseatic League represented the force that secured the development of the ports of the North Sea and the Baltic Sea. With the economic development of human society, with the growth of trade, the role of port-cities as prosperity factors has increased sharply. The end of the 19th century and the beginning of the twentieth century is the romantic time of the seaport, perceived as a window to the world, and with a rich and intense human activity of loading and unloading ships to the quake. The second part of the 20th century and the beginning of the 21st century provide the predominant picture of the installations and containers as a symbol of the seaport [1]. The modern seaport is a complex concept that draws its sake from the past (safe haven, a gate to the world), which provides value-added and shelters a multitude of integrative industrial activities, an expert center with a high technologically qualified leadership. The port includes all aquaria, land, hydro-technical constructions, waterways, rails, buildings, warehouses, platforms, railways, roads, installations and equipment within its perimeter. Today, the seaports with adjacent port areas are ideal for industrial and logistics activities and provide conditions for fishing, leisure, and tourism. The port provides opportunities for practicing specific jobs. In a port works:

In 1935, after five years of works, the port of Capri opened. The new infrastructure, wanted by the special administration of the island during the fascism, was inserted in a specific program of the High Commissioner for the city and the province of Naples for the increase of the ports in the region that interested the ports of Naples and Sorrento as well.
The paper aims to investigate the phases of the construction of "new" port of Capri, in the '20s and '30s, thanks to the consultation of unpublished material, focusing on assumptions and meanings of the birth of such an important infrastructure in general framework of the economic development supported by fascism in the island before World War II.
The construction of the port in Capri, in fact, was not only a response to a practical need that for years people claimed, but was rather the recognition of the extraordinary role that in those years the island was beginning to have in the world tourism. The Fascist regime's willingness to make Capri an attractive destination of excellence is translated into a positive development of cultural and environmental values of the island. With the approval of the municipal administration were restored numerous roads, including via Camerelle, via Tragara and the famous Via Krupp; major monuments like the Certosa di San Giacomo and the church of San Costanzo and was finally rediscovered the huge archeological treasure that saw the restoration of Villa Jovis in 1932 its highest point.
It is no coincidence that in 1937, the superintendent of public works pushed strongly for to place Roman column at the entrance of the new port to signify the new vocation they wanted to give Capri.
The paper aims to frame the port project in this context, looking at the extraordinary role that it will have in the development of the island since the war, without forgetting the current difficulties of a infrastructure that may no longer responds to the changing accommodation needs.

Utsagnet ”komme i havn” har mange betydninger. Noen forbinder det kanskje med at det endelige målet med en reise er nådd. Det var godt å komme i havn sier andre- og tenker på at et arbeid som har tatt lang tid er ferdig. Ingen av disse betydningene trenger å ha noe med kyst og båter å gjøre selv om det er herfra at uttrykket ”en havn” egentlig kommer.

Adopting the influence of situation approach, this study aims to unravel the reasons, why despite the large amount of funds expended by the Federal Government of Nigeria on the construction and provision of relatively modern facilities, the Calabar Sea Port has remained grossly underutilized. The analyses were very revealing, For instance the calabar port is located along a river, and is in fact a River Port. Thus there is the dire need for frequent dredging of the channel, and the use of pilot boats. Calabar Sea Port utilization is influenced by multidimensional factors, which sometimes can't be adequately controlledby port management.

This paper discusses the reality of integrated supply chain in maritime transport in Italy, focusing the attention on the dry-port concept. The scientific literature is consistent in conceiving dry-ports as strategic entities to enhance sea-ports’ competitiveness. However, the real contribution of dry-ports to the improvement of sea-ports performance is still poorly discussed. To concur in filling such a theoretical and empirical gap, the present study shows a brief literature review about the dry-port concept, which pays particular attention to the role of dry-ports in enhancing the effectiveness of the maritime supply chain. Drawing from the findings of this literature review, an exploratory analysis of Italian dry-ports is depicted. This study suggests that the importance of dry-ports in improving both the competitiveness and the attractiveness of Italian sea-ports is widely overlooked. From this standpoint, Port Authorities are incited to consider dry-ports as strategically relevant within their policies and strategies, thus revisiting their traditional managerial approach which mainly neglects the role of inland terminals.

The ability to utilize multiple modes of transport has a considerable impact on the accessibility of sea ports. Furthermore, the growing demand for sustainability continuously prompts ports to make hinterland transport as efficient and environmentally friendly as possible. One possibility to improve the performance of intermodal freight systems is integrating multiple modes in designing hinterland transport services which is discussed as Synchromodal Freight Transport Systems in this paper. A detailed definition of this concept is presented and subsequently, a mathematical model to design the service schedule for such a system is proposed. As an illustrative case, the application of model for a case in the hinterland network of the Port of Rotterdam is also discussed and a set of numerical experiments for scenarios of integrated and separate service design is presented.

The main objective of the proposed paper is to describe terminal operating system (TOS) that can be used by sea ports to optimize processes of maritime container loading/unloading and transportation. The chosen TOS modules will be presented, analyzed and compared on the basis of such problems as: loading and unloading of vessels, vehicle routing systems, planning the number of container handling equipment (CHE) or organizing storage yards and warehouses at marine container terminals. The study is also intended to demonstrate that TOS may be used to increase the effectiveness and efficiency of marine container terminals as it is a great tool supporting ports’ entrepreneurship and competitiveness.

УДК 334.021 А.Г. Демьянченко к.э.н., доцент Азовский морской институт Одесской национальной морской академии ПРАВОВЫЕ ОСНОВЫ ГОСУДАРСТВЕННО-ЧАСТНОГО ПАРТНЕРСТВА В МОРСКИХ ПОРТАХ УКРАИНЫ LEGAL FRAMEWORK OF PUBLIC-PRIVATE PARTNERSHIP IN SEAPORTS OF UKRAINE В статье анализируются основные элементы правовой базы проведения процессов реформирования морских портов Украины. Определяются стратегические и оперативные цели реформирования, роли государства и частных инвесторов в соглашениях о государственно-частном партнерстве, оценивается законодательство, предлагается структура Руководства о государственночастном партнерстве в Украине и типового концессионного соглашения. The main elements of the legal framework of the process of reforming the Ukrainian sea ports analyzes in the article. Are defined strategic and operational objectives of the reform, the role of the state and private investors in the agreements on public-private partnership, are estimated the legislation, are proposed structure of the Guidelines on public-private partnership and the framework concession agreement. Ключевые слова: морской порт, государственно-частное партнерство, законодательство, соглашения.

Adopting the influence of situation approach, this study aims to unravel the reasons, why despite the large amount of funds expended by the Federal Government of Nigeria on the construction and provision of relatively modern facilities, the Calabar Sea Port has remained grossly underutilized. The analyses were very revealing, For instance the calabar port is located along a river, and is in fact a River Port. Thus there is the dire need for frequent dredging of the channel, and the use of pilot boats. Calabar Sea Port utilization is influenced by multidimensional factors, which sometimes can't be adequately controlledby port management. The negative situations of the calabar seaport also include its non-linkage to North Eastern Nigeria, by railway, a benefit enjoyed by Portharcourt and Lagos Sea portsas regards their own hinterlands ;the poor connectivity of Calabar, to the Aba-Ikot Ekpene-Calabar road (linking Aba, Onitsha, Uyo , Asaba and Benin industrial areas) and the Ikom-Calabar road (linking the NorthEastern Nigeria area).Overhead metal barricades at the Ikom bridge hinders the movement of very high vehicles; the immediate hinterland of the port is also characterized by the lowest level of industrial activities, as well as some of the least paid civil servants in the country, resulting in low consumption levels ,in the distant hinterland area of North Eastern Nigeria , there are deep rooted religious and political imbroglios , the outcome of which are low productivity and large scale emigration; the Calabar Free Trade Zone (CFTZ) and Export Processing Zone (CEPZ)presently lack significant trickle-down effects for regional economic prosperity ; port piracy and encroachment by Portharcourt and surprisingly Lagos Sea Ports, have resulted in loss of patronage, even from Southeastern areas of Nigeria, and to an extent from Akwa Ibom state , invariably due to poor road connectivity and more rigorous scrutiny of imports. Along the Nigerian coastline, Calabar is not a thoroughfare to any English speaking country, or nation, with which Nigeria does much international trade. The suggested designation of Calabar sea port for large scale agricultural produce export, including, Cassava chips and pellets, will separate it from the neck-breaking competitions, with other Nigerian sea ports. It is expected to culminate, in the improvement of the level of sea port utilization and regional employment situations, while assisting in the diversification of national economy

In the southwestern Indian state of Kerala, an Adani company is constructing a massive port in the midst of shing villages, beaches and tourist resorts. The company's deep-water Vizhinjam transshipment port has attracted headlines for all the wrong reasons-delays, coastal erosion, public subsidies and damage to sheries. Since 30 September 2020, a group of determined sherfolk has tackled Adani, blocking roads into the construction site with their boats. These sherfolk are a pillar of the local community, having undertaken countless dangerous rescue missions in 2018 when huge oods devastated the local area. Now they are attempting to rescue their own livelihoods. For several months, Jisha Elizabeth has been attending protest meetings and events. She now reports for AdaniWatch on the current situation at Vizhinjam. When the oods of 2018 devastated Kerala, a group of daring shermen did the unthinkable. Navigating their shing boats like an armada through the deluge, they saved numerous lives and property, like trained rescue personnel. Their sel ess service earned the praise and gratitude of the government and people alike. These brave sons of the sea were hailed as Kerala's Army by the state government. Now, this army, based on the southern tip of India, is on a war footing against the Adani Group, the business conglomerate that enjoys the patronage of the state and central governments. The shermen are ghting to protect the marine ecosystem, their livelihood and their lives, which they say are being destroyed by the Vizhinjam deep-sea port construction undertaken by Adani. According to many reports, the Adani Group enjoys the direct and indirect support of the Modi government and its bureaucracy. Even though the opposition is rich and powerful, the children of the sea have vowed to stand strong and ght this battle for survival.