Latvian Maritime academy

Maritime law is made and enforced by nation states; the next task is to examine the legal frameworkwhich determines the rights and responsibilities of nations for their ocean-going merchant ships [13].Transit cargo transported between the East and the West, accounted for 44% of the Klaipeda porthandled cargo in 2011. For transit cargo going tense competitive struggle between the eastern coasts ofthe Baltic ports. It is necessary to emphasize the fact that Latvia has more developed railwayinfrastructure, so the main transit countries in Asia grain cargoes to the end of the year 2012 saw anincrease in routed through the Latvian port of Riga.Meanwhile, the capital of Latvia, located in the port is not in a favorable position to Klaipeda,because it is the country's capital, where money is paid not only to port development and needs, but alsofor the improvement of urban infrastructure. Also, the port of Riga is not the only one port in Latvia.The Baltic Sea region wants to serve the transit of freight and passenger traffic between theEuropean Union and its neighbors to the east - the Russian Federation and Belarus. These neighbors arecargo suppliers (exports of raw materials) and the destination (consumer product imports from the west).On the other hand, there is a possibility to serve the Asian markets (especially China). Lithuania andLatvia, competing for these cargo handling.Carried out in accordance with the market and port infrastructure analysis grain handling point ofview, it can be said that the ports grain handling characteristics affected by such factors as the annualgrain harvest in the country and the transit of goods through the territory of the country transport ofcountries quays depth (greater depth allows for a ships can transport and transshipment of a larger amountof grain), macroeconomic indicators of exports and imports, port bulk terminals (able to accept moreships to reboot), terminal capacity (the ability to store and keep the grain). The analysis of causalrelationships between the factors, not all factors had a strong and significant impact on grain handlingcharacteristics, and the assessment of trends in grain handling in Klaipeda and Riga ports usedexclusively and strongly with the grain handling indicators correlating features: exports, imports, grainharvest in the country, the average purchase price of grain.Grain handling trends assessment at Klaipeda and Riga seaportsAccording to the National Soybean Research Laboratories' forecasts suggest that by 2030 the globalgrain harvest will amount to 1.5 billion tons. The increasing demand for grain around the world is basedon the increasing number of people these days that exceed 7 billion. Grain - the food pyramid that makesa diet, so grain handling ports is a viable business that requires a proper infrastructure deployment.Analyzing the period of five years, it is for the 2008-2012 period. The maximum period of grainhandling in both ports was recorded in 2012: Klaipeda seaport was 1437 thousand tons, and the Rigaseaport 602,4 thousand tons, which was 1.4 times less than the Klaipeda seaport. Meanwhile, the lowestgrain handling Klaipeda seaport was 890 thousand tons, and was recorded in 2010, and the Riga port-only308.5 thousand tons in 2009. Over this period, the average annual grain handling Klaipeda seaport isslightly more than 1.5 times higher than in Riga port ranges at 1150 thousand tons. For two years, theKlaipeda State Seaport grain handling ranged from 890 thousand tons to 1058.2 thousand tons.A minimum one year of grain handling ranged from 1058.2 to 1226.5 thousand tons thousand tons,in other periods, the average over the handling of grain handling. Therefore, it can be said that in thecoming periods Klaipeda seaport grain will handle more than 1150 thousand tons.a) b)Figure 2. Klaipeda seaport (a) and Riga Seaport (b) grain handling characteristicsof statistical frequency histograms85