DaHar Danube Inland Harbour Development

Transcription

1 The European Union's Southeast Europe programme supporting DaHar Danube Inland Harbour Development Status Quo Port of Novi Sad This project is co-funded by the European Union A project implemented by the DaHar partnership

2 Danube Inland Harbour Development Title of Report Status Quo Port of Novi Sad Version Final version Date of version November 02nd, 2012 Status Public Main authors Port of Novi Sad University of Novi Sad, Faculty of Technical Sciences Vladica Culafic Nenad Davidovic Milosav Georgijevic Sanja Bojic This project is co-funded by the European Union

3 Document History: Version Comments Date Authorized by Milosav Georgijevic Milosav Georgijevic 3 4 Contributing author(s) of the Document: Organization(s) Author(s) This publication has been produced with the assistance of the European Union. The content of this publication is the sole responsibility of the DaHar project partnership and can in no way be taken to reflect the views of the European Union. DaHar This project is co-funded by the European Union page 3 of 29

4 Table of content 1 General data Brief history Location Hinterland connections DTD Canal network Proprietary status Infrastructure and equipment Port operations Cargo handling in the port Containers handling Passenger services Port tariffs Port surrounding Structure of export and import cargoes in the region of APV Port of Novi Sad and RIS Port development plans Legislation Port and environment SWOT analysis of the Port of Novi Sad DaHar This project is co-funded by the European Union page 4 of 29

5 Abbreviations DaHar IWT DTD APV SC Danube Inland Harbour Development Inland Waterway Transport Danube Tisa Danube canal Autonomous Province of Vojvodina Supply Chain DaHar This project is co-funded by the European Union page 5 of 29

6 1 General data 1.1 Brief history The city was founded in 1694, when Serbian merchants formed a colony on the Danube across from the Petrovaradin fortress. In the 18th and 19th centuries, it became an important trading and manufacturing centre, as well as a centre of Serbian culture of that period, earning the nickname Serbian Athens. The name Novi Sad means "New Plantation" in Serbian. Its Latin name, stemming from establishment of city rights, is "Neoplanta". The emergence of the port is connected to a workstation, "Port and storage", which operated as a part of the "Heroj Pinki" from The Port is operating under current name since According to the results of the latest census in Serbia, conducted in October 2011, the urban area of Novi Sad has a population of , while its municipal area has a population of Location The Port of Novi Sad is situated at N and E, in the central part of the autonomous province of Vojvodina in northern Serbia. "Luka Novi Sad A.D. " is located at km 1254 at the left bank of the Danube, in the Novi Sad Savino selo Canal (part of the Danube Tisa Danube - DTD Canal network) at its km It covers an area of 24 ha. Port is situated at the intersection of the two Pan-European transport corridors (naval corridor VII and road and rail corridor X) and it is an important transport and cargo handling centre of Central Europe. This clearly indicates a good geographical position of the port and determines the direction of development in order to meet the needs of the local economic environment and international flows of goods, with particular attention to the development of multimodal transport. The distance between the Port and the corridors: 300 m to the railway corridor Xb 3 km to the road corridor Xb. DaHar This project is co-funded by the European Union page 6 of 29

7 Figure 1. Port of Novi Sad 1.3 Hinterland connections The Port of Novi Sad facilitates river and river-sea transport in two directions: the Danube - east and the Danube - west. The direction Danube - east provides links with: All international ports along the Danube, downstream from Novi Sad. In addition to the ports in Serbia, those are: Bulgarian ports (Vidin, Lom, Ruse, Silistra,...), Romanian ports (Cernavoda, Braila, Galati, Giurgiu, a canal and Constanta...) and Ukrainian ports (Reni and Izmail). Black Sea ports Varna, Burgas, Constanta. Over the Black Sea ports, the port has a direct connection with the Mediterranean Sea, Atlantic and Indian oceans. The direction Danube - west provides links with: All international ports along the Danube upstream of Novi Sad, as are: Hungarian ports (Baja, Dunaujvaros, Budapest,...), Slovak ports (Komarno, Bratislava), Austrian port (Vienna, Linz, Enns) and German ports (Passau, Regensburg, Kelheim) Rhine region over the Rhine - Main - Danube Canal with Germany, Switzerland, France and the Netherlands, which provides way to the North Sea and Atlantic Ocean. DaHar This project is co-funded by the European Union page 7 of 29

8 Active line service is a container line: ZIM Integrated Shipping Services - Jugoagent (Constanta - Belgrade - Constance). Until recently there was an active line service managed by Helogistics (Constanta - Budapest - Constanta). Figure 2. Danube as an inland waterway The port has three - modal hinterland connections: 1. IW connection with the Rivers Tisa and Sava, as well as Danube Tisa Danube Cannel network (DTD Canal has the length of 600 km), Figure 3. Rivers in the Serbian part of the Danube basin and the DTD Cannel DaHar This project is co-funded by the European Union page 8 of 29

9 2. Road connection with the road corridor X, precisely Xb, (E75 at the figure 4) and the network of local roads. Figure 4. Road network in the region 3. Railway connection with the corridor X and the network of local railways. Figure 5. Railway network in the region DaHar This project is co-funded by the European Union page 9 of 29

10 In accordance with the decisions of the EU's third conference in Helsinki (1997.), Corridor X includes rail and road line Salzburg - Ljubljana - Zagreb - Belgrade - Nis - Skopje - Veles Thessaloniki. The length of the railway lines is 2528 km and road lines 2300 km, including following branches: Branch A: Graz - Maribor - Zagreb Branch B: Budapest - Novi Sad - Belgrade (294 km) Branch C: Niš - Sofia - Plovdiv - Dimitrovgrad - Istanbul via Corridor IV Branch D: Veles - Prilep - Bitola - Florina - Igoumenitsa (Via Egnatia) 1.4 DTD Canal network 1 The DTD Hydro system is located in the autonomous province of Vojvodina and is subdivided into two areas due to the presence of the river Tisa. The two areas are the Bačka area to the west and the Banat area in the east. Moreover the rivers Tisa, Begej and Tamis are part of the DTD Hydro system. The DTD Hydro system has a total of 12 navigable canals in the Bačka and Banat area. Out of its total length of km, about km are in Bačka and km in Banat. These canals are connected to the Danube and Tisa. The entire DTD Hydro system is managed by the DTD administration of Vode Vojvodine. The DTD Hydro system canals enable navigation of self-propelled barges and single-barge formations due to very small dimensions of the waterways, locks and navigable bridge openings, as well as small curvature radiuses. There are about 50 loading/unloading points (harbours, specialized harbours and loading points) on the banks of navigable canals, through which cargo throughput is carried out. Based on previous researches, the canals were designed for a yearly throughput of 7 million tons. In the past 40 years cargo throughput reached its maximum in 1979 amounting to 4,213,000 tons and dropped after that. As of 1997 the cargo throughput has more or less been stagnating. From the above data can be concluded that the DTD Hydro system network is not sufficiently used for cargo transportation. This is the result of many factors such as economic instability in the country and absence of economic development, favoring of other traffic sectors to the detriment of navigation, disparity of the navigation characteristics of the canals, and navigation ban for vessels sailing under foreign flags. In accordance with the CEMT resolution 92/2 requirements the DTD Hydro system should fulfill the requirements for Class Va. The traffic on the DTD Hydro system is however expected to remain relative low for an extended period of time and therefore it is not realistic to improve the DTD Hydro system to Class Va. Based on this a slightly different strategy for the DTD Hydro system has been developed in the Preliminary Master Plan. The following options have been analyzed: Option DTD1: complete restoration of the system up to design level navigation for local vessels with a capacity between tones; Option DTD2: make it suitable for vessels up to 1000 tons (DTD class I) and make 1 Source: Master Plan for Inland Waterway Transports - Serbia, APV, 2006 DaHar This project is co-funded by the European Union page 10 of 29

11 the entire system suitable for CEMT Class IV vessels (deepening 2.50 m). Option DTD1 foresees in restoring the DTD Hydro system as a reliable transport mode on which safe and unhindered navigation is possible and preventing further deterioration of the system caused by a lack of maintenance. This option implies restoring the DTD Hydro system to the level it was originally designed for. At this moment, ships with foreign flags are not allowed to enter the DTD Hydro system without permission. This prohibition should be lifted in order to make the system accessible for international traffic. Option DTD2 consists of developing the DTD Hydro system as a network of canals suitable to accommodate internationally operating vessels. This option foresees in the full integration of the DTD Hydro system in the regional transport network enabling transport from and to neighboring countries. To achieve this, the system needs to be improved to Class IV and the minimum available water depth needs to be increased to 2.5 m. For these options, technical and economic analyses were carried out within the Preliminary Master Plan, considering navigation as the only user of this multi-purpose system (drainage, flood control and water supply are other users) and bearing the costs of the necessary investments. Based on data obtained during the preparation of this Feasibility Study and after the submission of the Preliminary Master Plan, it appeared that the cargo forecast for the DTD Hydro system had to be adjusted. The consequences of these adjustments are that the results of the economic analysis show that Option DTD1 and Option DTD2 are both economically unsustainable if only navigation is considered. However, Option DTD1 gives better results than Option DTD2. Based on the above Option DTD1, being the complete restoration of the system up to design level enabling navigation for local vessels with a capacity between tones, has been selected. This Feasibility Study contains necessary and urgent works to establish unhindered navigation, which is presently not possible because of inadequate maintenance of the system and the presence of some structures. DaHar This project is co-funded by the European Union page 11 of 29

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13 DaHar This project is co-funded by the European Union page 13 of 29

14 1.5 Proprietary status Port of Novi Sad has been declared the International port in 1984 (Official Gazette Nr.28/84 SFRY, 36/89) which was verified by the same law amendment In the pre-transition period, until 2000, the port was operating as an independent company on the open market, and it was administered by its employees. After 2000, the Governments of the Republic of Serbia decided to privatize the ports. Since than, the Port of Novi Sad is the only international port in Serbia, which has not been privatized. Ownership structure of the port is split between the majority state ownership (99.38) and minority ownership, belonging to private shareholders. The management structure of the port is: Parliament, Board of Directors and Supervisory Board. Port operates as an independent legal entity in the open market and in a competitive environment with private ports, it handles more cargo than any other port in Serbia. Luka Novi Sad works based on the Ports regulative, which defines port s working hours, working days and holidays, the basis for changing the port tariffs, limits for acceptance of certain types of goods etc., and many other details related to conditions in and capabilities of the port operations. The regulative comprehends the Port s general business terms and conditions, as well as port s tariffs. 1.6 Infrastructure and equipment The port disposes of a water area of 6 ha, with a depth of 4-10 m and 5 mooring places for the simultaneous accommodation of ships. The total length of the quay is 800 m. The port has 6,000 m of operational railway tracks. The port disposes of following equipment: 5 portal cranes, capacity 5 t to 27.5 t, 7 forklifts with a capacity of 3 t, 1 forklift with a capacity of 5 t, 2 forklifts with a capacity of 12.5 t, 1 forklift with a capacity of 28 t, 2 wheel loaders, 3 skid steer loaders, 2 weighbridges, of which one is for road and rail with a measuring range of 100t, 2 telescopic funnels for bulk cargo handling, capacity up to 500 t/h per funnel, 2 packaging machines (packing of bags of 50 kg and big bags of kg), Pump for oil products with a storage capacity of m 3. The Port of Novi Sad disposes of m² of closed and m² of open storage areas in the function of public and customs warehouses. These storages offer storage services for domestic and export and import goods. In public storage, the following services are offered: unloading, loading, placement of goods under customs control, customs warehousing procedure and implementation of the necessary measures for preservation of goods.

15 Figure 6. Funnel (patent solution) Figure 7. Packaging of bags additional logistic service 2 Port operations 2.1 Cargo handling in the port The port handles and stores: Bulk cargo, General cargo, Containers and Liquid cargo. The most common handled and stored cargoes are bulk and general cargoes. Thereat, dominating bulk cargoes are: grains, components for fertilizer and fertilizer, soybean etc. The dominant general cargoes are: scrap iron, steel beams, machinery and equipment. Significant are also transshipments of agricultural machines. Liquid cargoes are mostly not handled by the port, considering that the terminal for liquid cargoes belongs to the company NIS Serbian oil company. The company also has an oil refinery in Pancevo, where the most of the liquid cargo is handled. DaHar This project is co-funded by the European Union page 15 of 29

16 Table 1. Cargo handled in thousands of tons between 2007 and (jan - jun) Bulk cargo* General cargo Liquid cargo Total *without gravel and sand Thousands of tons Liquid cargo General cargo Bulk cargo (I-VI) Year Figure 8. Cargo handled in thousands of tons between 2007 and 2012 Table 2. Import and export of cargoes in thousands of tons between 2007 and (jan - jun) Import Export Total Thousands of tons Import Export (I-VI) Year Figure 9. Import and export of cargoes in thousands of tons between 2007 and 2012 DaHar This project is co-funded by the European Union page 16 of 29

17 It should be mentioned that are import cargoes mostly bulk cargoes and fertilizers from Ukraine and Russia. Export cargoes mostly have their destination in Constanta. 2.2 Containers handling The Port of Novi Sad can handle 20 'and 40' containers of maximum gross weight up to 27t. In recent years, the port handles containers arriving by road and rail from the Adriatic ports Koper and Rijeka. Transshipment of containers arriving on the Danube are unfortunately rare. Since 2005, on the Danube in Serbia, there is a container shipping line, from Constanta to Belgrade and vice versa, with a capacity of 80 TEU / vessel. Table 3. Container line Constanta - Belgrade between 2007 and 2011 Number of containers Number of containers Year Figure 10. Container line Constanta - Belgrade between 2007 and Passenger services Passenger terminal is located in the central zone of the city, on the left bank of the Danube River. It is specialized for international traffic. The terminal provides services to passenger ships as are: mooring, supply etc. Location of the terminal, at the intersection of corridor VII and corridor X, as well as rich tourist offer of the city of Novi Sad and its surroundings (Fruska Gora), make it an attractive tourist destination. DaHar This project is co-funded by the European Union page 17 of 29

18 Figure 11. Passenger terminal Statistic data for the passenger terminal, between 2007 and 2011 are given in table 4. Table 4. Statistic data for the passenger terminal between 2007 and Number of ships Number of passengers Number of ships Year Figure 12. Number of handled ships at the passenger terminal between 2007 and 2011 DaHar This project is co-funded by the European Union page 18 of 29

19 Number of passengers Year Figure 13. Number of passengers at the passenger terminal between 2007 and Port tariffs Some of actual port tariffs are given in table 5. Table 5: Port tariffs Service Euro Fees for the usage of the passenger terminal per passenger 2.00 Fees for the usage of the passenger terminal per hour a) for 1 hour b) over 24 hours Usage of quay for handling one tone of a) Bulk cargo 0.36 b) General cargo 0.38 c) General - packed cargo 0.37 d) Cereals 0.40 e) Liquid cargo 0.70 Renting of ports area or facilities per m2 a) Rental of warehouse area 2.50 b) Rental of opened storage area in the port 1.40 c) Rental of administrative building area Cargo handling per tone a) Cereals, handling using funnel, from truck to ship 2.50 b) Bulk cargo packing in bags of 50 kg and handling c) Bulk cargo packing in bags of 1000 kg and handling 7.50 d) Cereals, from ship to truck 4.00 Cargo weighing using weighbridges 0.60 DaHar This project is co-funded by the European Union page 19 of 29

20 2.5 Port surrounding Near the Port of Novi Sad, in the DTD canal and on the banks of the Danube, there are a large number of companies that are not part of the port, but are engaged in manufacturing and trading of natural gravel and sand. These companies annually handle an average of 1.3 million tons. Of this, 60 is sand and 40 gravel. The statistical data related to cargo handling in the port, do not contain the data for gravel and sand, because its exploitation represents special technology and is related to the local transport and handling that can be improvised at the location of utilization. Figure 14. Grain and sand terminal in the port s surrounding In the DTD canal, across from the Port of Novi Sad, Serbian Oil Industry (NIS) has a terminal for transshipment of liquid cargo, which, recently, began a new activity - safe supply of ships and shipping companies with fuel. This terminal will supply ships with fuel via two independent lines: the first one is for the domestic market, and second, as a customs warehouse, ships in international traffic, where the price of fuel is exempted from VAT and excise duties. Figure 15. Liquid cargo terminal DaHar This project is co-funded by the European Union page 20 of 29

21 2.6 Structure of export and import cargoes in the region of APV Structure of the export and import cargoes as well as the APV's the most important external trade partners are presented in the tables below. The data are extracted from the document: "Macro analysis of the cargo and transport flows in the Autonomous Province of Vojvodina", done in June Table 6: The most important export cargo types in the region of APV Nr. Cargo / Products Sugar 151 5, , , ,2 2. Floor coverings and coverings impregnated substrate 121 4, ,3 88 3, ,9 3. Polyethylene having a specific gravity of 0.94 and higher, 93 3, ,0 46 1,6 75 2,2 other 4. Parts for the machines 83 3, , , Drugs, others for retailers 65 2,4 90 2,6 81 2,9 15 0,4 6. Polyethylene having a specific gravity of 62 2,3 69 2,0 34 1,2 69 2,0 less than 0.94; others 7. Propane (propylene) 61 2,2 52 1,5 23 0,8 47 1,4 8. Acetic acid 61 2,2 56 1, ,9 9. Beer made from malt, in bottles 47 1,7 58 1,7 15 0,5 49 1,4 10. Corn, yellow 46 1,7 59 1, , ,6 11. Methanol (methyl alcohol) 44 1,6 50 1, ,8 12. Cast aluminum products, other 42 1,5 16 0, Beet-pulp 27 1,0 17 0,5 14 0,5 19 0,6 14. Roof tiles 22 0,8 30 0,9 20 0,7 25 0,8 15. Ethylene 37 1,3 31 0, Flour of common wheat and spelled 33 1,2 40 1,2 28 1,0 30 0,9 17. Devices or laboratory equipment, other 32 1,2 23 0, machinery 18. Sunflower oil, and other factions, edible 32 1,2 31 0,9 32 1,1 57 1,6 19. Benzol (benzene) 31 1,1 35 1, Tires, pneumatics, new, with a pattern, 30 1,1 37 1,1 21 0,7 28 0,8 tractor TOTAL , , , ,5 DaHar This project is co-funded by the European Union page 21 of 29

22 Table 7: The most important import cargo types in the region of APV Nr. Cargo / Products Oil, crude, other of the market. no , , , , and 8502, other 2. Natural gas in gaseous condition , , , ,2 3. Light oils 103 2,2 94 1,5 92 2, ,9 4. Parts for the machines 77 1, ,9 81 1, Butane, liquefied, other 55 1,2 83 1,4 27 0,6 29 0,6 6. Diesel fuel 54 1, ,8 31 0,7 66 1,3 7. Cars, cm3, diesel, second hand 39 0,8 34 0,6 49 1,1 28 0,6 8. Drugs, others 38 0,8 52 0,8 43 1, Fertilizers containing N, P and K with a nitrogen content exceeding 10 by 32 0,7 20 0,3 31 0,7 21 0,4 weight on the dry anhydrous product 10. Polyethylene terephthalate, a viscosity number of ,7 35 0,6 10 0,2 26 0,5 ml / g or higher 11. Poly (vinyl chloride), type (emulsion, micro 30 0,6 39 0,6 21 0,5 27 0,6 suspension) 12. Porous ammonium nitrate for explosives, other 22 0,5 42 0,7 37 0, Wood, processed, > 6mm, other 19 0,4 24 0,4 14 0,3 12 0,2 14. Propane, liquid, other 19 0,4 18 0,3 34 0,8 29 0,6 15. Heavy oils 8 0,2 11 0,2 10 0,2 8 0,2 16. Hot-rolled wire, the other with a diameter up to 14 mm, with a carbon content by 18 0,4 25 0,4 11 0,2 0 0 weight more than Agricultural and forestry tractors, over 17 0,4 13 0,2 12 0,3 9 0,2 90kW, new 18. Urea containing more than 45 by weight of 17 0,4 28 0,5 46 1,0 23 0,5 nitrogen 19. Primary aluminum alloy 16 0,3 12 0,2 11 0,2 12 0,2 20. Particle board, other wood, impregnated with 16 0,3 16 0,3 12 0,3 13 0,3 paper TOTAL , , , DaHar This project is co-funded by the European Union page 22 of 29

23 Table 8: 20 the most important countries for export of the APV in million Nr. Country of export 1. Romania 95 3, , , ,2 2. Germany , , , ,6 3. Italy , , , ,8 4. B&H , , , ,6 5. Russia 238 8, , , ,5 6. Slovenia 130 4, , , ,1 7. Ukraine 113 4, , , ,2 8. Montenegro 189 6, , , ,8 9. Hungary 120 4, , , ,9 10. Austria 83 3, ,8 58 2, ,5 11. Croatia 135 4, , , ,9 12. Greece 89 3,2 76 2,2 54 1, ,2 13. FYR Macedonia 104 3, , , ,4 14. Bulgaria 29 1,1 54 1,6 54 1,9 66 1,9 15. Turkey 18 0,7 17 0,5 10 0,4 21 0,6 16. Albania 34 1,2 21 0,6 33 1,2 82 2,4 17. France 42 1,5 52 1,5 37 1,3 53 1,5 18. Great Britain 19 0,7 19 0,6 18 0,6 38 1,1 19. Belgium 37 1,3 40 1,2 29 1,0 43 1,2 20. Czech Republic 29 1,1 26 0,8 33 1,2 43 1,2 Total , , ,6 Table 9: 20 the most important import countries for the region of APV in million UDS Nr. Country of import 1. Russia , , , ,7 2. Germany , , , ,1 3. Italy 351 7, , , ,0 4. Romania 83 1,8 76 1, , ,3 5. China 239 5, , , ,1 6. Hungary 224 4, , , ,8 7. Libya 1,1 0, , , ,1 8. Croatia 217 4, , , ,8 9. Austria 1,5 0, ,2 94 2, ,8 10. B&H 77 1, , ,2 11. France 118 2, , ,3 88 1,8 12. Slovenia 146 3, , , ,1 13. Turkey 49 1,0 62 0,9 44 1,0 56 1,4 14. Czech Republic 49 1,0 64 1,0 56 1,3 65 1,3 15. Nederland 53 1,1 86 1,4 59 1,3 46 0,9 16. Bulgaria 23 0,5 76 1,2 77 1,7 95 1,9 17. SAD 67 1,4 70 1,1 63 1,4 60 1,2 18. Sweden 38 0,8 44 0,7 32 0,7 38 0,8 19. Belgium 38 0,8 52 0,8 37 0,8 48 1,0 20. Moldova 5,1 0,1 15 0,2 10 0,2 18 0,4 Total , , , ,7 DaHar This project is co-funded by the European Union page 23 of 29

24 3 Port of Novi Sad and RIS Electronic navigational charts (ENC) for the entire course of Danube River (590 km) and Tisa (160 km) in Serbia have been developed by Plovput (official RIS institution in Serbia), according to the "Inland ECDIS" standard. In the last three years, four base stations (Belgrade, Novi Sad, Iron Gate 1, Iron Gate 2) have been placed to monitor the navigation, covering, therewith, over 200 km of the river Danube. At the end of 2007, the RIS center that locates and tracks ships in real time started to work. One of the services that Plovput provides to the waterways users is the internet notification system - Notices to Skippers. In 2009, began the implementation of a three-year project - Implementation of RIS on the Danube in Serbia, which is funded through IPA Programme The result of the implementation of the project is operational RIS system that will consist of subsystems for: locating and tracking of ships (15 base stations), providing electronic communications, electronic reporting, providing correction of "GPD" signal according to the "IALA" standards, and others. Because of the way it is designed, RIS system in Serbia will be one of the most complex and the most comprehensive systems on the entire flow of the Danube river. 4 Port development plans States legally ambiguous attitude to the status of the ports in Serbia caused a delay in the development and investment. The Port of Novi Sad, in the past years, despite increase in cargo handling, lost the time for investments and modernization. Caching up which lost time requires more aggressive and intensive investing in the port s faster development. Development directions, based on port s investments and public - private partnership are directed towards the completion of technological and transport subsystems, as well as to the functional multimodal transportation systems, such as: container terminal and Ro-Ro terminal for mobile machines, a system for grain storage and handling, capacity of tons, business-information subsystem (fiber optic network construction, IT systems,..) modernization and construction of storage systems, subsystem of logistic support and additional logistics services, transport infrastructure. The reasons for these development - investment plans are: container terminal become important with the Danube Strategy implementation and intensification of container liner services between Constanta and Regensburg. In Serbia, since the world economic crisis (from 2008), approximately TEUs per year was handled, Of which 1/3 in Vojvodina and 1/3 in the Belgrade region, Vojvodina is an agricultural region that annually exports well over million tons of grain. The silo in the port should only be a buffer between silos located around the DaHar This project is co-funded by the European Union page 24 of 29

25 agricultural production and berths (Port of Novi Sad), to collect grains and ensure effective loading of the ships, modernization of the Port's IT system is a prerequisite for the Port's better management and networking with other ports and terminal operators in SCs, storage systems at the Port are obsolete and cannot be competitive in the present moment of time, therefore the modernization - re-engineering and construction of new warehouses according to the logistics centers requirements are needed, the transformation of the Port to a logistics center, requires introduction of new logistics functions, which consider organizational transformation and investments, Infrastructural investments are required in order to facilitate the implementation of all previous development plans and actions. Figure 16 shows a model of a container terminal, which is of a modular type, with a capacity up to 700 TEU (size 100 x 100 m) or up to 1600 TEU (size 100 x 200 m). Figure 16. Model of a container terminal Figures 17 and 18 show Ro-Ro terminal and car storage respectively. The Ro-Ro terminal has high potential for Ro-Ro transportation of agricultural machinery and equipment, as well as import of cars with a storage, which includes open space and shelf storage. DaHar This project is co-funded by the European Union page 25 of 29

26 Figure 17. Model of a Ro-Ro terminal for machines Figure 18. Model of a car storage Integral part of the terminal should also be a hotel. Part of the development plans is related to existing, current location of the port, while the long term development plans require construction of a new port on another location (please see appendix A Europe Asia logistic center). 5 Legislation In mid October 2010 the Serbian Parliament adopted a new Law governing the details of inland navigation and ports. The law changed many of the previous regulations. The limits of application of this Law and deadlines for the adoption of numerous by-laws under the provisions of the new Law have been determined. The regime of navigation on inland waterways in the Republic of Serbia is regulated by international and bilateral conventions and agreements. DaHar This project is co-funded by the European Union page 26 of 29

27 Multilateral conventions, agreements and other legal instruments Convention on the Regime of Navigation on the Danube from 1948 ("Official Gazette of FPRY", No. 8/49); Convention on the Unification of Certain Rules in the Case of Ship Collisions in Inland Navigation from 1960 (Appendix to "Official Gazette of FPRY", No. 7/61); Convention on Tonnage Measurement of Ships for Inland Navigation in 1969 (Appendix to "Official Gazette of SFRY", No. 47/70); Additional Protocol and the Protocol on the Signing of the Additional Protocol to the Convention on the Regime of Navigation on the Danube from 1998 ("Official Gazette of FRY - International Treaties", No. 6/98); Regional Arrangement on the Radio and Telephone Service on Inland Waterways from 1998 ("Official Gazette of FRY - International Treaties", No. 47/70); The Memorandum of Consent on the Development of Pan-European Transport Corridor VII, from 2000; The Danube Commission Recommendations for the Prevention of Water Pollution of the Danube caused by Water Navigation from Framework Agreement on the Sava Basin Protocol on the Regime of Navigation with the Framework Agreement on the Sava Basin Bilateral conventions and agreements Convention on the Navigation and Hydro-technical System of Canals and the River Begej between Yugoslavia and Romania from 1931 ("Official Gazette", no LXXIV/1932); Agreement between the Government of FPRY and the Government of FR Germany on the Temporary Regulation of Navigation on the Danube from 1955 (Appendix to "Official Gazette of FPRY", No. 18/55); Protocol on the Interpretation and Implementation of the Agreement between the Government of FPRY and the Government of FR Germany on the Temporary Regulation of Navigation on the Danube from 1954 (Appendix to "Official Gazette of FPRY", No. 18/55); Agreement between the Government of SFRY and the Government of the People's Republic of Hungary on the Tisa River Navigation (Appendix to "Official Gazette of FPRY", No. 9/56); Agreement between the Government of FPRY and the Government of Austria on the Regulation of Navigation on the Danube (Appendix to "Official Gazette of SFRY ", No. 2/56); Agreement between the Government of SFRY and the Government of Romania on the Establishment and Control of Rules of Navigation, Maintenance and Improvement of Conditions of Navigation in the Area where the Danube forms the Border between the two Countries ("Official Gazette of SFRY International Treaties", No. 2/78). DaHar This project is co-funded by the European Union page 27 of 29

28 6 Port and environment The port implemented all obligatory measures to prevent, reduce and eliminate negative impacts on the environment, especially the ones foreseen by the: Law on Environmental Protection ("Official Gazette of RS", no. 135/04) Law on Meteorology and Hydrology ("RS Official Gazette", No. 88/10) Regulations on Water Protection("Official Gazette of RS", No. 35/11, "Official Gazette of RS", No. 67/11, "Official Gazette" br.48/12, "RS Official Gazette", No. 50 / 12) Law on the Protection of the Noise Pollution ("RS Official Gazette", No. 36/09 and 88/10) However, the port does not provide services related to collection and removal of waste water, fuel or waste. 7 SWOT analysis of the Port of Novi Sad Strengths: Geographical position Very good road and rail hinterland connections, only 3 km to the road corridor X Situated in the developed agricultural region Regional center of business activities Public ownership Current management Good cooperation with the University of Novi Sad, Faculty of Technical Sciences Weaknesses: Uncertain ownership structure Missing development strategy (port s master and action plan) Outdated equipment Lack of services diversity Lack of VAS Lack of industrial production in the region Bad cooperation with the Serbian Railways (only railway services provider in Serbia) Opportunities: Strategically planned location of a logistic center of an international importance Danube Tisa Danube Canal Development of a container terminal DaHar This project is co-funded by the European Union page 28 of 29

29 Construction of storage capacities for grains Development of additional logistic services Optimization of cargo handling processes Revitalization of railway connection in the port (better cooperation with the Serbian Railways) Potential transshipment point in a liner service on the Danube New port s location Signed free trade agreement with Russia Development of IT technology in the port Threats: Lack of services diversity Navigability conditions on the DaHar Danube stretch Ownership structure Lack of qualified labor Lack of logistic companies in the port s area High dependence on agriculture, and therewith dependence on meteorological conditions Lack of continuous labor training Changes in the TEN network Please see appendix. DaHar This project is co-funded by the European Union page 29 of 29