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Tema rada je analiza i usporedba različtih transportnih sustava u poljoprivredi koji zajedno čine jednu cijelinu, a to su integralni transportni sustavi. U radu se spominju različiti transportni sustavi pri prijevozu raznih poljoprivrednih proizvoda i dobara. Pored svih navedenih transportnih sredstava koji se najviše koriste u svijetu, tako se u radu analizira cestovni prijevoz lakopokvarljivih proizvoda specijaliziranim kamionima, brodski transport žitarica i hlađenih teret, te željeznički transport poljoprivrednih dobara. Najviše pažnje je posvećeno transportnim sredstvima, teretima koji se transportiraju i njihovim zahtjevima, ukrcaju i iskrcaju tereta, pristaništima, lukama, terminalima, učincima i količinama, te pravilnicima i međunarodnim sporazumima o transportu poljoprivrednih proizvoda i dobara, kao i značaj europskih prometnih koridora i ruta, sa naglaskom na Republiku Hrvatsku., The topic of this paper is the analysis and comparison of different transport systems in agriculture that together form one whole and those are integrated transportation systems. The paper mentions different transport systems in the transport of various agricultural products and goods. In addition to all the above-mentioned means of transport that are mostly used in the world, the paper analyzes the road transport of perishable products by specialized trucks, ship transport of cereals and refrigerated cargo, and rail transport of agricultural goods. Most attention is paid to means of transport, cargo and their requirements, loading and unloading of cargo, ports, terminals, effects and quantities, and regulations and international agreements on the transport of agricultural products and goods, as well as the importance of European transport corridors and routes, with emphasis on the Republic of Croatia.

The maritime terminals design process includes a series of strategic decision involving the engagement of relevant amount of resources. In fact, operating conditions near the maximum capacity generate congestion and the related negative consequences on capacity and regularity. The authors developed different methods and models capable to support some of these key decisions. These methods allow at selecting the most suitable parameters to describe terminals, to determine dimensional and equipment characteristics and to verify the production of the terminals. For all them, various extended investigations on operated port terminals for data acquisition and homogenization are available: surveys on operated terminals, sampling criteria to ensure quality of derived design parameters, analysis and correlations to provide design and operational elements. Past and present surveys cover a sampling of 40 European terminals for the setup of the method in 1985, a sampling of 93 terminals within 49 European ports in 2008 and a geographical extension to Latin America and the Carribean and an update of the method in 2021, specific object of the present paper.

In the article the peculiarities of container transportations in Ukraine at the present stage of its development are investigated, the actual problems of development of container transportations, their advantages and disadvantages are analyzed. The article considers the influence of the state on the development of container transportations and compares the dynamics for previous years in Ukraine. The search for ways of the effectiveness of the state policy in the field of container transportation is being carried out, В статье исследуются особенности контейнерных перевозок в Украине на современном этапе её развития, проанализированы актуальные проблемы развития контейнерных перевозок, их преимущества и недостатки. В статье рассмотрено влияние государства на развитие контейнерных перевозок и сравнивается динамика за предыдущие годы в Украине. Осуществляется поиск путей эффективности государственной политики в области контейнерных перевозок., У статті досліджуються особливості контейнерних перевезень в Україні на сучасному етапі їх розвитку, проаналізовано актуальні проблеми розвитку контейнерних перевезень, їх переваги та недоліки. У статті розглянуто вплив держави на розвиток контейнерних перевезень і порівняльна динаміка за попередні роки в Україні. Здійснюється пошук шляхів ефективності державної політики в галузі контейнерних перевезень.

This paper focuses on port supply chain integration to strengthen operational and business performance. We provide a structured and comprehensive method to enable port supply chain integration and demonstrate its applicability to the biofuel supply chain. We define the value proposition, role, activities, resources, and characteristics that a port needs to integrate in the biofuel supply chain and incorporate them in an 'integration matrix'. Port authorities can achieve integration in the biofuel supply chain by extending their role and (1) facilitating flows, (2) attracting new flows, (3) executing value-adding activities, (4) developing a bio-industry cluster, and (5) acting as a knowledge center. A roundtable and two single case studies on the Port of Rotterdam and the northern Dutch port cluster have validated the content and applicability of our findings.

Cybersecurity in the 21st century is constantly evolving and changing in order to meet today's threats. The maritime industry in the United States is no different than any other organization that can fall under a cyber-attack. Currently, no major cyber threat has threatened the maritime community in the United States or national security. Recent attempts to disrupt the flow of the maritime industry, however, legitimize fears over maritime cyber-attacks. The United States has significant shortfalls in maritime cybersecurity. This thesis evaluates U.S. ports and strategies against those of the European Union to examine the impact of cyber issues on the United States and its national security. The maritime community is not cyber resilient and has no specific guidelines or responses in place to deter or prevent a major cyber-attack on the United States. For the United States to maintain its cyber resilience and normal operations at its ports, the global maritime community must address the issues together to maintain global maritime dominance. http://archive.org/details/maritimecybersec1094549484 Lieutenant, United States Navy Approved for public release; distribution is unlimited.

В бакалаврской работе охарактеризована деятельность ЗАО "Нева-Металл". Приведены финансовые результаты деятельности организации, рассмотрена организационная структура. В процессе работы определили и увеличили зону хранения контейнеров., The bachelor work describes the activities of JSC "Neva-metal". Presents the financial results of the organization, the organizational structure are considered.In the process, we defined and increased container storage area.

New developments in a post-Fordist economic environment have changed the source of port competitiveness from economies of scale based on basic production factors (capital, land, labour) to economies of scope based on advanced production (service) factors. The institutional setting in which ports are now embedded requires methods of analysis that go beyond those traditionally applied in transport geography, but port geography research has not embraced critical, radical or relational geographies. Thus, questions relating to the new conceptions of space and networks created through the corporatisation of the industry remain unanswered. This paper examines prevailing conceptualisations of space in port geography and elaborates the case for a smooth space conceptualisation. In doing so, it draws on two theoretical traditions of the spatial impacts of capital accumulation, beginning with Marx and Harvey to demonstrate how ports represent an exemplar of the inherently unstable “spatial fix” of mobile capital, then turning to the concept of “smooth space” introduced by Deleuze and Guattari. Using these concepts, the paper reflects on the production of capitalist smooth space in the global port operations sector, in which a handful of multinational corporations manage portfolios of major ports across the globe. The result is an inherent contradiction between a port’s embeddedness in its local setting and regional hinterland and the expanding global corporatocracy driving its operational strategy. This paper argues, therefore, that port devolution and development cannot be understood in the absence of a critique of their capitalist context.

To increase investment in infrastructure, in the early 1990s Chiles government introduced private capital into the transport infrastructure sector, covering roads and highways, bridges, tunnels, and airports. The chosen mechanism: a concession scheme through which private firms would finance and build a given project and then operate the infrastructure for a set of number of years, recovering their investment by collecting tolls from users. Among the lessons learned from the experience: 1) As much as possible, avoid concessioning roads for which there are convenient alternative freeways nearby. 2) Choose the right variable for awarding a concession. Avoid mechanisms that (by promoting large payments to the state or short-term concession periods) encourage high tolls, and if you choose to award a concession to the firm charging the lowest tolls, place a floor and ceiling on possible bids. The floor is to guarantee the concessions financial viability; the ceiling is to prevent inefficient traffic diversions. Ties at either end should be resolved by a second variable, such as the level of transfers between the state and the firm. 3) Allow downward toll flexibility so that the concessionaire can react to unexpectedly low traffic flows, especially for certain types of vehicles. 4) Pay special attention to the tendering mechanism and to the general incentive structure. There are limits to the pure least-present-value-of-revenue (LPVR) auction, but income guarantees do enhance liquidity. In fact, a minimum-income guarantee through an LPVR auction is an instrument for credit enhancement, not income support. Alternatively, some form of financial innovation should be encouraged to make debt service commitments more flexible. 5) If concessions are tendered by traditional methods and income guarantees will be given, cover only a fraction of the concessionaires expected income stream, to reduce the states financial exposure and to improve the incentives to the concessionaire. 6) Make the contracts as complete as possible but allow for later modifications or renegotiations, and include a well-designed dispute resolution mechanism.