Professional Documents
Culture Documents
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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Tomislav Skrai Waypoint
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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Tomislav Skrai Waypoint
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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Tomislav Skrai Waypoint
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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Tomislav Skrai Waypoint
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,
8
Tomislav Skrai Waypoint
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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Tomislav Skrai Waypoint
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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Tomislav Skrai Waypoint
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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Tomislav Skrai Waypoint
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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Tomislav Skrai Waypoint
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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Tomislav Skrai Waypoint
14
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.
....................................................................................................................................................
.................................................................................................................................................
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.
....................................................................................................................................................
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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.
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g) Luka u Rotterdamu nudi irok raspon usluga s dodanom vrijednou.
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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.
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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.
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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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