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COMPARISON OF FLOWS OF LIQUID CARGOIN THE PORTS OF KLAIPEDA AND VENTSPILSRima MickieneLithuanian Maritime Academy, 7 I. Kanto Street, Klaipeda, LT-92123, Lithuania,E-mail: r.mickiene@lajm.ltInesa KniagnickajaLithuanian Maritime Academy, 7 I. Kanto Street, LT-92123, Klaipeda, Lithuania,E-mail: i.kniagnickaja@lajm.ltDovile ZakarkaiteLithuanian Maritime Academy, 7 I. Kanto Street, LT-92123, Klaipeda, Lithuania,E-mail: d.zakarkaite@lajm.ltRaimonda StroputeLithuanian Maritime Academy, 7 I. Kanto Street, LT-92123, Klaipeda, Lithuania,E-mail: r.stropute@lajm.ltAbstractNowadays development of a seaport is an important factor of economical development for all maritimecountries. The purpose of every port is to be the first and to attract more and more flows of cargo. Portsof the Baltic Sea have appropriate geographical location and compete with each other. Statistical andfactorial analysis of flows of liquid cargo in the ports of Klaipeda and Ventspils supports an opinion thatthe flows of liquid cargo in the ports are shaped by geographic location, political and economic situationof the countries, relationship with neighbouring countries, belonging to the trade unions, portspecification, port development and marketing policy.Keywords: liquid cargo flows, port developmentIntroductionThe research describes the requirements for the development of the ports, which are associated withport infrastructure – port terminals and marine transport, rail transport, road transport and theirinteractions [1]. So, at present, Lithuania and Latvia aims to create attractive technological, technical,organisational and legal conditions [3]. Constantly changing flows of liquid cargo in the ports ofKlaipeda and Ventspils, increasing shipping, growing ships tonnage oblige to adjust the long-term portdevelopment plans. The object of research is the volume of handling of liquid cargo in the Klaipeda andVentspils port terminals. The purpose of the research is to compare the volume of liquid cargo in the portsof Klaipeda and Ventspils.The objectives of the research are:1. To describe specification of the ports of Klaipeda and Ventspils;2. To compare liquid cargo turnover in the ports of Klaipeda and Ventspils;3. To make predictions for liquid cargo turnover in 2013.The methods of the research: analysis of scientific literature, statistical analysis, factorial analysis,comparative analysis, correlation, regression.The analysis of liquid cargo in the ports of Klaipeda and Ventspils on theoretical and statisticalbasis states that the port of Klaipeda has been leading in recent years although all existing parameters(area, capacity of liquid cargo tanks, quay length) of the port of Ventspils are better.This article reveals anopinion that the flows of liquid cargo in the port are shaped by geographic location, political andeconomic situation of the country, its relationship with neighboring countries, belonging to the tradeunions, port specification, port development and marketing policy [18].Similarities and differences of Klaipeda and Ventspils port specificationThe ports of Klaipeda and Ventspils are the transit ports and belong to the IX East West corridor – itpasses through Belarus, Russia and Ukraine, traffic of cargo flows is carried by rail, road and port. Transitcargo transportation through ports is especially difficult. Cargo is transported through several countriesand territories, by various means of transport. Cargo transportation depends on many factors: macroeconnomic, geographical, political, and legal [5]. Ports are not isolated from the environment; they are36
affected by competing ports [2]. Nevertheless, transit cargo in the ports of Klaipeda and Ventspilsincrease cargo volume and improve economies of the countries [16].Comparing the ports of Ventspils and Klaipeda, the following factors were taken into account:geographical location of ports, destination, and the area of liquid cargo storage capacity, quay length anddepth, liquid cargo handling companies, the railway distances. The ports of Klaipeda and Ventspils areice free deepwater seaports on the Eastern Baltic Sea coast. This is the premise of competition betweenthe two ports in flows of liquid cargo. Comparing the Klaipeda and Ventspils ports, it is suggested, thatthe Klaipeda port area is 80% larger than the Ventspils port area. Having a larger area the port of Venspilscould handle more cargo than the Klaipeda port (Table 1).Table 1. Similarities and differences of Klaipeda and Ventspils port specification [10, 19]No. Specification Klaipeda State Port Ventspils Free Port1. Purpose Transit2. Geographical location Icefree deepwater seaports3. Area (ha) 498 2,4514. Liquid cargo tank capacity (m 3 ) 482,500 1,500,0005. Liquid cargo terminal quay length (m) 2,908 31166. Quay depth (m) 14.5 17.57. Liquid cargo handling companies 9 98. Railway distance toMinsk (km) 450 600Liquid cargo tanks capacity, terminal quay length and depth are indicators of handling equipment,transport infrastructure and quality [12]. There is a big difference between volume of liquid cargo tanks inthe Klaipeda and Ventspils ports, e.g. in the port of Venspils there are tanks more than 3 times larger thanin the port of Klaipeda [9]. The length of liquid cargo handling quays in both porta are approximatelysimilar: in the Venspils port - 3,116 m, in Klaipeda - 2,908 m. The depth of liquid cargo berth in theKlaipeda port is up to 14.5 metres, and the depth of berth in the Ventspils port is from 11.5 to 17.5metres. The depth of quay in the Klaipeda port is less than in the Ventspils port but in order to increasethe depth of the existing quay of the port the additional investment would be the only solution since depthof individual quay is not possible, and in order to deepen the harbour waterfront, it must be reconstructed.Stevedoring companies plays a key role in handling process as they carry out cargo handling operationsand attract port shipping lines, so stevedoring companies in the port are the main port elements [4]. Theports of Klaipeda and Ventspils have the same number of companies - 9, which carry out handling ofliquid cargo. The handling technology of these companies is different, equipment and cargo traffic differs.The form of cargo-handling equipment employed is basically determinated by the nature of the actualcargo, the type of packing used and the environment in which it operates such as modern computercontrolledwarehouse [2].In summary, parameters of the port of Ventspils, significant liquid cargo handling, are morefavourable than those parameters of cargo handling of the port of Klaipeda. However, the analysis of thetotal turnover (Figure 1) shows, that the turnover of the port of Venspils from 2008-2012, is declining incomparison with the port of Klaipeda.Figure 1. Klaipeda port (with Butinge terminal) and Ventspils port cargo turnover 2008-2012 [10, 19]37
Page 1 and 2: ESTONIAN MARITIME ACADEMYLATVIAN MA
Page 3 and 4: CONTENTSRoberts GailītisASSESSMENT
Page 5 and 6: 1. The aim of research and methodol
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Page 9 and 10: their maritime education, takes dec
Page 11 and 12: Therefore it can be concluded that
Page 13 and 14: MULTI ZONES HVAC SYSTEMS’ CONTROL
Page 15 and 16: Figure 1. Multi-zone air-conditioni
Page 17 and 18: The control mechanism of the mathem
Page 19 and 20: Results and discussionThe temperatu
Page 21 and 22: PREDICTION OF EMISSIONS AND PERFORM
Page 23 and 24: In order to measure brake torque, t
Page 25 and 26: Predicted & Actual Values of SFC, g
Page 27 and 28: 8. Canakci, M., Ozsezen, A.N., Arca
Page 29 and 30: It is appropriate to systemize the
Page 31 and 32: Protestant ideology as an eventual
Page 33 and 34: thinking is innovative, responsible
Page 35: 17. Professoren-Protest gegen 10 Ja
Page 39 and 40: Tendencies of cargo flows volume an
Page 41 and 42: increase, inflation decreases, beca
Page 43 and 44: 4. Belova, J., Mickiene, R. Economi
Page 45 and 46: Description of researchIf volume co
Page 47 and 48: p p 1 10(11)C021Here, C1is a speed
Page 49 and 50: Figure 4. Dependence of pressure on
Page 51 and 52: EXPERIMENTAL INVESTIGATIONS OF IC D
Page 53 and 54: Figure 2. Prototype of variable geo
Page 55 and 56: 4. Experimental equipment and softw
Page 57 and 58: Figure 6. Dependence of main indice
Page 59 and 60: Figure 8. Dependence of main indice
Page 61 and 62: DEVELOPMENT AND APPLICATION OF SIMU
Page 63 and 64: program was developed regarding the
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Page 67 and 68: In the main interface as given in F
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Page 71 and 72: Figure 11. Causes of failure select
Page 73 and 74: 6. Xiaoyan, X., Min, H., Huayao, Z.
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Page 77 and 78: performance of design. Speed is the
Page 79 and 80: In summary, it can be said that wor
Page 81 and 82: ReferencesArticles1. Belova, J., Mi
Page 83 and 84: Grain cargo life cycleGrains are ca
Page 85 and 86: Maritime law is made and enforced b
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European and Asian countries, and e
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EVALUATION OF IMO SECOND GENERATION
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Natural roll frequency in calm wate
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REQUIREMENTS FOR THE MANUSCRIPTSSUB
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