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Sample translations submitted: 1
English to English Middle (ca.1100-1500): Test
Source text - English Ðàçâèòèå òðàíñ – ÷åðíîìîðñêîé òðàíñïîðòíîé ñåòè è
êëþ÷åâûõ ìîðñêèõ ïîðòîâ ðåãèîíà.
Òîêìàí Ãåîðãèé,
Èñïîëíèòåëüíûé äèðåêòîð Àññîöèàöèè BASPA
(Àññîöèàöèè ïîðòîâ ׸ðíîãî è Àçîâñêîãî ìîðåé)
Òðàíñïîðòíàÿ ñåòü ×åðíîìîðñêîãî ðåãèîíà ïðåäñòàâëÿåò ñîáîé êîìïëåêñ òðàíñ – ÷åðíîìîðñêèõ ìîðñêèõ êîììóíèêàöèé, æåëåçíîäîðîæíûõ è àâòîìîáèëüíûõ ìàãèñòðàëåé âîêðóã ×åðíîãî ìîðÿ è ñîåäèíèòåëüíûõ ïóòåé, ñâÿçûâàþùèõ ýòè ìàãèñòðàëè ñ ìîðñêèìè ïîðòàìè ×åðíîãî è Àçîâñêîãî ìîðåé. Âåñü ýòîò òðàíñïîðòíûé êîìïëåêñ îáåñïå÷èâàåò ðåøåíèå 3-õ êëþ÷åâûõ òðàíñïîðòíûõ çàäà÷: îáñëóæèâàíèå âíåøíåé òîðãîâëè ñòðàí ×åðíîìîðñêîãî ðåãèîíà ìåæäó ñîáîé, ïåðåâîçêó ãðóçîâ ìåæäó Åâðîïîé è Àçèåé è òðàíñïîðòíîå îáñëóæèâàíèå òîðãîâëè ÷åðíîìîðñêèõ ñòðàí ñ ãîñóäàðñòâàìè äðóãèõ êîíòèíåíòîâ ÷åðåç ñðåäèçåìíîìîðñêèå è îêåàíñêèå êîììóíèêàöèè. Âî âñåé ýòîé ñèñòåìå ìîðñêèå ïåðåâîçêè è ïîðòû ðåãèîíà èãðàþò âàæíåéøóþ ðîëü. Çà ïîñëåäíèå 20 ëåò ñòðàíàìè ðåãèîíà âûïîëíåí çíà÷èòåëüíûé êîìïëåêñ ìåðîïðèÿòèé è âëîæåíû íåìàëûå ñðåäñòâà â ðàçâèòèå ýòîé òðàíñïîðòíîé ñèñòåìû è äîñòèæåíèå âûñîêîãî óðîâíÿ åå ôóíêöèîíèðîâàíèÿ. Òåì íå ìåíåå, íàäî ïðÿìî ñêàçàòü, ÷òî ïî óðîâíþ ýôôåêòèâíîñòè, íàëàæåííîñòè è áåñïåðåáîéíîñòè ÷åðíîìîðñêî – àçîâñêàÿ òðàíñïîðòíàÿ ñèñòåìà åùå ñåðüåçíî óñòóïàåò ñðåäèçåìíîìîðñêîé è áàëòèéñêîé òðàíñïîðòíûì ñåòÿì. Ýòî îáñòîÿòåëüñòâî íàøëî óáåäèòåëüíîå ïîäòâåðæäåíèå â àíàëèòè÷åñêèõ ìàòåðèàëàõ è ïðåäëîæåíèÿõ Ìèíèñòåðñòâà òðàíñïîðòà Ðîññèéñêîé Ôåäåðàöèè, âûäâèíóòûõ â ðàìêàõ Îðãàíèçàöèè ×åðíîìîðñêîãî Ýêîíîìè÷åñêîãî Ñîòðóäíè÷åñòâà â 2011ã. Èìåþòñÿ â âèäó ïðåäëîæåíèÿ îá îñâîåíèè â ×åðíîìîðñêîì ðåãèîíå îïûòà ñðåäèçåìíîìîðñêèõ è áàëòèéñêèõ ñòðàí â îðãàíèçàöèè è îñóùåñòâëåíèè èíòåðìîäàëüíûõ æåëåçíîäîðîæíî – ïàðîìíûõ è àâòî – ïàðîìíûõ ïåðåâîçîê. Òðàíñïîðòíèêè ðåãèîíà è â åùå áîëüøåé ñòåïåíè êëèåíòû òðàíñïîðòà õîðîøî çíàþò, ÷òî ðåãèîíàëüíàÿ òðàíñïîðòíàÿ ñåòü âî âñåõ îòíîøåíèÿõ ïîêà åùå ñåðüåçíî óñòóïàåò áàëòèéñêîé è ñðåäèçåìíîìîðñêîé. Äëÿ ðåøåíèÿ ýòîé çàäà÷è íåîáõîäèìû íå òîëüêî îïðåäåëåííûå êàïèòàëîâëîæåíèÿ, ñòðîèòåëüñòâî, ðåêîíñòðóêöèÿ è îáóñòðîéñòâî ïîðòîâ, àâòîìîáèëüíûõ äîðîã, æåëåçíîäîðîæíûõ ìàãèñòðàëåé è ïîäõîäîâ ê ïåðåâàëî÷íûì ïóíêòàì, îáóñòðîéñòâî ïîãðàíè÷íûõ ïåðåõîäîâ è ò.ä. Ê ñîæàëåíèþ, ïîêà îñòàåòñÿ íåðåøåííûì è áîëüøîé êîìïëåêñ ðåãóëÿòîðíî – îðãàíèçàöèîííûõ ñèñòåì, âîïðîñîâ, ïðàâèë è èíñòðóêöèé. Ïðåæäå âñåãî, â ïóíêòàõ ïåðåñå÷åíèÿ ãðàíèö.
 ðàìêàõ îðãàíèçàöèè ×åðíîìîðñêîãî Ýêîíîìè÷åñêîãî Ñîòðóäíè÷åñòâà ýòèì çàíèìàþòñÿ Ðàáî÷àÿ Ãðóïïà ïî òðàíñïîðòó Î×ÝÑ, Ðóêîâîäÿùàÿ ãðóïïà ïî ôîðìèðîâàíèþ òðàíñ – ÷åðíîìîðñêîé ìîðñêîé òðàíñïîðòíîé ñåòè «sea motorways» è ðóêîâîäÿùàÿ ãðóïïà ïî ïðîåêòèðîâàíèþ è îáóñòðîéñòâó êîëüöåâûõ æåëåçíîäîðîæíîãî è àâòîìîáèëüíîãî ìàðøðóòîâ âîêðóã ×åðíîãî ìîðÿ. Ýòà ïðîáëåìà íàõîäèòñÿ â öåíòðå âíèìàíèÿ è ìåæãîñóäàðñòâåííûõ îðãàíîâ TRACEKA.
Çà ïîñëåäíèå ïîëòîðà äåñÿòèëåòèÿ â ×åðíîìîðñêî – Àçîâñêîì ðåãèîíå ñäåëàíî íåìàëî äëÿ ðàçâèòèÿ ðåãèîíàëüíîé òðàíñïîðòíîé ñåòè. Îïðåäåëåííóþ ðîëü â ýòîì âîïðîñå ñûãðàëà äåÿòåëüíîñòü ñîîòâåòñòâóþùèõ îðãàíîâ Åâðîïåéñêîãî Ñîþçà è ìèðîâîãî ñîîáùåñòâà. Òåì íå ìåíåå, è, ê ñîæàëåíèþ, òðàíñ – ÷åðíîìîðñêèå ìîðñêèå ìàðøðóòû ïîêà åùå ñåðüåçíî ïðîèãðûâàþò ïî î÷åíü ìíîãèì õàðàêòåðèñòèêàì è ïðåæäå âñåãî ïî ýêîíîìè÷åñêîé ýôôåêòèâíîñòè è íàäåæíîñòè ñóõîïóòíûì ïóòÿì ìåæäó Åâðîïîé è Àçèåé. Ýòî îáñòîÿòåëüñòâî áûëî óáåäèòåëüíî è íàãëÿäíî ïðîèëëþñòðèðîâàíî â äîêëàäå îäíîãî èç ýêñïåðòîâ TRACEKA ã-íà Àøðàôà Õàìåäà íà Êîíôåðåíöèè «Èíòåð – ÒÐÀÍÑÏÎÐÒ» â Îäåññå â êîíöå ìàÿ ýòîãî ãîäà. Ê ñîæàëåíèþ, äëÿ ïîðòîâ è òåðìèíàëüíûõ îïåðàòîðîâ ðåãèîíà ïî êîìïëåêñíîé õàðàêòåðèñòèêå ýôôåêòèâíîñòè æåëåçíîäîðîæíûå ìàðøðóòû ñ ñåâåðà è þãà âîêðóã ×åðíîãî ìîðÿ ïîêà åùå âûèãðûâàþò êîíêóðåíöèþ ñ êîìáèíèðîâàííûìè òðàíñ – ÷åðíîìîðñêèìè ïåðåâîçêàìè.  êîìïëåêñå ñ îãðàíè÷åííîé ïðîïóñêíîé ñïîñîáíîñòüþ ïðîëèâà Áîñôîð, ñâÿçàííîé ñ íåîáõîäèìîñòüþ îáåñïå÷åíèÿ áåçîïàñíîñòè ñóäîõîäñòâà íà ìîðñêîì ïóòè, ïðîõîäÿùåì ÷åðåç öåíòð 16-ìèëèîííîãî ãîðîäà, ýòî îáñòîÿòåëüñòâî îòðèöàòåëüíî ñêàçûâàåòñÿ íà çàãðóçêå è ðàçâèòèè ïîðòîâ ðåãèîíà.
Èç ïîðòîâ ×åðíîìîðñêîãî ðåãèîíà íàèáîëüøèå îáúåìû òðàíçèòà ïðîõîäÿò ÷åðåç ðóìûíñêèé ïîðò Êîíñòàíöà. Âàæíåéøóþ è âåñüìà âåñîìóþ ðîëü â ýòîì èãðàåò òî, ÷òî ïîðò Êîíñòàíöà ðàñïîëîæåí â óñòüå Äóíàÿ è ÿâëÿåòñÿ âàæíåéøèì ïåðåâàëî÷íûì ïóíêòîì äëÿ âíóòðèåâðîïåéñêîé âîäíîé ìàãèñòðàëè ìåæäó ×åðíûì è Ñåâåðíûì ìîðÿìè (ñâÿçü ìåæäó Êîíñòàíöåé è Ðîòòåðäàìîì). Çíà÷èòåëüíûå îáúåìû òðàíçèòà ïðîõîäÿò ÷åðåç ãðóçèíñêèå ïîðòû Ïîòè è Áàòóìè. Íåñìîòðÿ íà êðàéíå îãðàíè÷åííóþ òåððèòîðèþ êîíòåéíåðíûõ òåðìèíàëîâ â ýòèõ ïîðòàõ â ðåçóëüòàòå ÷ðåçâû÷àéíî ýôôåêòèâíîé îðãàíèçàöèè ñèñòåìû ïðîïóñêà êîíòåéíåðîâ è ãðóçîâ ÷åðåç ãðàíèöó ãîñóäàðñòâà â ýòèõ ïîðòàõ îáúåìû êîíòåéíåðíûõ îïåðàöèé çäåñü íåóêëîííî óâåëè÷èâàþòñÿ. Ïðè ýòîì îñíîâíàÿ ÷àñòü ãðóçîîáîðîòà ïðèõîäèòñÿ èìåííî íà òðàíçèò. Èç óêðàèíñêèõ ïîðòîâ íàèáîëüøèé ãðóçîîáîðîò â êîíòåéíåðàõ ïðîõîäèò â íàñòîÿùåå âðåìÿ ÷åðåç Îäåññêèé ïîðò (òåðìèíàëû ÃÏÊ - Óêðàèíà è Áðóêëèí – Êèåâ ïîðò: 215 òûñ. 662 TEU çà ïåðâûå 6 ìåñÿöåâ òåêóùåãî ãîäà), ò.å. â 2 ðàçà áîëüøå, ÷åì ÷åðåç Èëüè÷åâñêèé ìîðñêîé òîðãîâûé ïîðò (82 òûñ. 566 TEU).  Îäåññêîì ïîðòó îñíîâíîé îáúåì ïåðåãðóçêè êîíòåéíåðîâ ïðèõîäèòñÿ íà òåðìèíàë «ÃÏÊ - Óêðàèíà»: 147 òûñ. 046 TEU çà ïåðâîå ïîëóãîäèå ýòîãî ãîäà. Áûñòðî ðàçâèâàþùèéñÿ êîíòåéíåðíûé òåðìèíàë «Áðóêëèí – Êèåâ ïîðò» ïî òåìïàì íàðàùèâàíèÿ ãðóçîîáîðîòà è ïî îáúåìàì ïåðåâàëêè êîíòåéíåðîâ äîãîíÿåò Èëüè÷åâñêèé ïîðò. Ñåãîäíÿ â ïîðòàõ Óêðàèíû îáðàáàòûâàþòñÿ ñóäà – êîíòåéíåðîâîçû 26-òè ëèíèé: â Îäåññå – 24, â Èëüè÷åâñêå – 10, â Ìàðèóïîëå – 2, â ïîðòó Þæíûé – îäíà ëèíèÿ. Ìîæíî îæèäàòü, ÷òî âîññòàíîâëåíèå ïåðåâàëêè êîíòåéíåðîâ â Èëüè÷åâñêîì ïîðòó íà ïðèíöèïàõ ãîñóäàðñòâåííî – ÷àñòíîãî ïàðòíåðñòâà äàñò òîë÷îê ê èíòåíñèôèêàöèè ðîñòà êîíòåéíåðíîãî ãðóçîîáîðîòà â Èëüè÷åâñêå.
Ìîæíî îæèäàòü, ÷òî ñ ïîýòàïíûì ââîäîì â ýêñïëóàòàöèþ ïåðåãðóçî÷íûõ ìîùíîñòåé â íîâîì ðîññèéñêîì ïîðòó Òàìàíü îáúåìû òðàíçèòà íå òîëüêî êîíòåéíåðíûõ íî è äðóãèõ ãðóçîâ ÷åðåç óêðàèíñêèå ïîðòû áóäóò óìåíüøàòüñÿ. Çíà÷èòåëüíàÿ ïåðñïåêòèâà íàðàùèâàíèÿ òðàíçèòíûõ ãðóçîïîòîêîâ äëÿ óêðàèíñêèõ ïîðòîâ, êàê è äëÿ Êîíñòàíöû â Ðóìûíèè, à òàêæå áîëãàðñêèõ ïîðòîâ Áóðãàñ è Âàðíà ñâÿçàíû ñ ïåðåêëþ÷åíèåì ãðóçîïîòîêîâ, ñëåäóþùèõ â íàñòîÿùåå âðåìÿ ÷åðåç Áîñôîð ìîðåì âîêðóã Åâðîïû, íà êîìáèíèðîâàííûå ïåðåâîçêè ìåæäó áàëòèéñêèì è ×åðíîìîðñêèì ðåãèîíàìè íà æåëåçíîäîðîæíûé òðàíñïîðò ñ èñïîëüçîâàíèåì ñêîðîñòíûõ ìàðøðóòíûõ ïîåçäîâ, ðàáîòàþùèõ ïî ðàñïèñàíèþ ìåæäó ïîðòàìè Óêðàèíû è ïðèáàëòèéñêèõ ãîñóäàðñòâ, Ðóìûíèè, Áîëãàðèè è Ïîëüøè, Ãåðìàíèè è Íèäåðëàíäîâ, áîëãàðñêèìè è ãðå÷åñêèìè ïîðòàìè. Ïåðñïåêòèâû â ýòîì ïëàíå àáñîëþòíî ðåàëüíûå, îäíàêî òðåáóþò ýíåðãè÷íîãî è ïîñëåäîâàòåëüíîãî ïðîâåäåíèÿ ãîñóäàðñòâåííûìè îðãàíàìè ÷åðíîìîðñêèõ ñòðàí êîìïëåêñà ìåðîïðèÿòèé ïî ïîâûøåíèþ êîíêóðåíòîñïîñîáíîñòè ñâîèõ òðàíçèòíûõ ïóòåé.  ñâÿçè ñ ýòèì îáðàùàåò íà ñåáÿ âíèìàíèå ïðîäåìîíñòðèðîâàííàÿ â Ïîòè è Áàòóìè â êîíöå àâãóñòà ýòîãî ãîäà ó÷àñòíèêàì îò÷åòíî – âûáîðíîé Êîíôåðåíöèè Àññîöèàöèè ïîðòîâ ×åðíîãî è Àçîâñêîãî ìîðåé (BASPA) ñèñòåìà ïðîïóñêà êîíòåéíåðîâ è àâòîòðàíñïîðòà ÷åðåç ãðàíèöó â ïîðòàõ Ïîòè è Áàòóìè, à òàêæå â ñóõîïóòíîì ïóíêòå Ñàðïè ìåæäó Ãðóçèåé è Òóðöèåé. Îôîðìëåíèå è ïðîïóñê ÷åðåç ãðàíèöó çàíèìàåò îò 5 äî 15 ìèí. Îñòàåòñÿ îæèäàòü, ÷òî ïðîäóìàííûå îáîñíîâàííûå è ýíåðãè÷íûå ìåðû, ïðåäïðèíèìàåìûå Îäåññêèì ïîðòîì è îïåðàòîðàìè åãî òåðìèíàëîâ ñ öåëüþ ïîâûøåíèÿ ïðèâëåêàòåëüíîñòè è êîíêóðåíòîñïîñîáíîñòè ïîðòà, ïðèâëå÷åíèÿ è çàêðåïëåíèÿ äîïîëíèòåëüíûõ ãðóçîïîòîêîâ, ïîâûøåíèå êîíêóðåíòîñïîñîáíîñòè ïîðòà â âîïðîñàõ îáñëóæèâàíèÿ ôëîòà è ñóõîïóòíûõ òðàíñïîðòíûõ ñðåäñòâ, áàçèðóþùèåñÿ íà âåñüìà ýôôåêòèâíîé è ñîîòâåòñòâóþùåé ëó÷øèì ìèðîâûì ñòàíäàðòàì ñèñòåìå ãîñóäàðñòâåííî – ÷àñòíîãî ïàðòíåðñòâà â ïîðòîâîé ñôåðå, îáåñïå÷èò íå òîëüêî ýôôåêòèâíîå íàðàùèâàíèå îáúåìîâ ãðóçîîáîðîòà â ïîðòó, íî è ïîñëóæèò íàãëÿäíûì è óáåäèòåëüíûì ïðèìåðîì äëÿ äðóãèõ äîñòàòî÷íî ìíîãî÷èñëåííûõ ïîðòîâ Óêðàèíû.
Âñëåä çà ïîäïèñàíèåì Ïðåçèäåíòîì Óêðàèíû íîâîãî Çàêîíà î ïîðòàõ Óêðàèíû, ïðåäóñìàòðèâàþùåãî âíåäðåíèå â ñòðàíå ïðèíöèïîâ ãîñóäàðñòâåííî – ÷àñòíîãî ïàðòíåðñòâà â ïîðòàõ, ñîîòâåòñòâóþùèõ ëó÷øåé åâðîïåéñêîé è ìèðîâîé ïðàêòèêå, ïðèøëà î÷åðåäü è äëÿ ðàçðàáîòêè è óòâåðæäåíèÿ ñòðàòåãèè ôóíêöèîíèðîâàíèÿ è ðàçâèòèÿ ìîðñêîãî ïîðòîâîãî õîçÿéñòâà ñòðàíû, áàçèðóþùåéñÿ íà òåõ âîçìîæíîñòÿõ, êîòîðûå ñîçäàþòñÿ íîâûì Çàêîíîì. Íóæíî ïîëàãàòü, ÷òî ñîçäàâàÿ áëàãîïðèÿòíûå óñëîâèÿ äëÿ ïðèâëå÷åíèÿ è ðàçâèòèÿ ïðèâàòíîãî áèçíåñà â ïîðòîâîé ñôåðå ñ öåëüþ èñïîëüçîâàíèÿ ÷àñòíûõ èíâåñòèöèé â ðåêîíñòðóêöèþ è ðàçâèòèå ïîðòîâûõ ìîùíîñòåé íå áóäåò óïóùåí è äðóãîé âàæíåéøèé ïðèíöèï, ïîâñåìåñòíî ðàñïðîñòðàíåííûé è ýôôåêòèâíî ïðèìåíÿþùèéñÿ â ìèðå: ÷àñòíûé áèçíåñ â ïîðòîâîì õîçÿéñòâå – íå áåñïîðÿäî÷íàÿ è áåññèñòåìíàÿ «òîëêó÷êà», äåÿòåëüíîñòü ïðèâàòíûõ òåðìèíàëüíûõ îïåðàòîðîâ íàïðàâëÿåòñÿ òàê è òàêèì îáðàçîì, ÷òîáû âñÿ ñèñòåìà â öåëîì ðàçâèâàëàñü è ôóíêöèîíèðîâàëà â íåîáõîäèìîì è âûãîäíîì äëÿ ãîñóäàðñòâà â öåëîì è ïðèìîðñêèõ ðåãèîíîâ è ãîðîäîâ â íàïðàâëåíèè. Èìåííî ýòî è äîñòèãàåòñÿ â ïåðâóþ î÷åðåäü â ìèðîâîé ïðàêòèêå çà ñ÷åò ðàçðàáîòêè è óòâåðæäåíèÿ ñòðàòåãèè ðàçâèòèÿ ïîðòîâîãî õîçÿéñòâà ñòðàí è Åâðîïåéñêîãî Ñîþçà â öåëîì, äðóãèõ ãîñóäàðñòâ è êîíòèíåíòîâ. Ñ ýòîé öåëüþ íà áàçå âñåñòîðîííåãî òåõíèêî-ýêîíîìè÷åñêîãî àíàëèçà îïðåäåëÿþòñÿ ðåêîìåíäóåìûå ðàéîíû òÿãîòåíèÿ (îáñëóæèâàíèÿ) äëÿ êàæäîãî èç êðóïíûõ ïîðòîâ Åâðîïû. Èìåííî ýòî è ñîçäà¸ò îáúåêòèâíûå ïðåäïîñûëêè äëÿ ìàêñèìàëüíîãî óñïåõà ãîñóäàðñòâà â öåëîì, åãî ðåãèîíîâ, îòäåëüíûõ ïîðòîâ è ÷àñòíûõ òåðìèíàëîâ. Ðàñïîëàãàÿ áîëüøèì êîëè÷åñòâîì ìîðñêèõ ïîðòîâ íà ×åðíîì ìîðå, ÷åì âñå îñòàëüíûå ñòðàíû Îðãàíèçàöèè ×åðíîìîðñêîãî Ýêîíîìè÷åñêîãî Ñîòðóäíè÷åñòâà âìåñòå âçÿòûå, Óêðàèíà ìîæåò è äîëæíà èñïîëüçîâàòü ýòî îáñòîÿòåëüñòâî â ìàêñèìàëüíî âîçìîæíîé ñòåïåíè äëÿ ýôôåêòèâíîãî ôóíêöèîíèðîâàíèÿ è ðàçâèòèÿ ñâîåé ýêîíîìèêè.
Âåñüìà âàæíîå çíà÷åíèå òàêæå èìååò ñêîîðäèíèðîâàííîå ðàçâèòèå ïîðòîâ, æåëåçíîäîðîæíîãî õîçÿéñòâà è àâòîòðàíñïîðòíûõ ïóòåé ñòðàíû. Íå ïðîñòàÿ ñèòóàöèÿ ñ Ðåíèéñêèì ìîðñêèì òîðãîâûì ïîðòîì ñëîæèâøàÿñÿ â ïîñëåäíèå äåñÿòèëåòèÿ îò÷åòëèâî äàåò ïîíÿòü, ÷òî ñêîîðäèíèðîâàííîå ôóíêöèîíèðîâàíèå è ðàçâèòèå ìîðñêîãî è ñóõîïóòíîãî âèäîâ òðàíñïîðòà äîëæíî áûòü íåïðåìåííûì óñëîâèåì ïðè ðàçðàáîòêå ñòðàòåãè÷åñêèõ äîêóìåíòîâ ïðîãðàìì ðàçâèòèÿ è ñòðîèòåëüñòâà.
Çàòðàãèâàÿ âîïðîñû ãîñóäàðñòâåííî – ÷àñòíîãî ïàðòíåðñòâà â ïîðòîâîé ñôåðå áûëî áû íåïðàâèëüíî íå îòìåòèòü åùå îäíî âàæíîå îáñòîÿòåëüñòâî, ïðèíÿòîå â ýôôåêòèâíîé, ðàñïðîñòðàíåííîé ìèðîâîé ïðàêòèêå. Ïîðòû, ïðåäíàçíà÷åííûå äëÿ ïåðåâàëêè ãðóçîïîòîêîâ îäíîé ôèíàíñîâî – ïðîìûøëåííîé ãðóïïû ìîãóò áûòü öåëèêîì ïåðåäàíû â óïðàâëåíèå ýòîé ãðóïïû. Ïîðòû, òåðìèíàëû êîòîðûõ ïðåäíàçíà÷åíû è ïðèñïîñîáëåíû äëÿ îáñëóæèâàíèÿ ðàçíîðîäíûõ ãðóçîïîòîêîâ ðàçíûõ ôèíàíñîâî – ïðîìûøëåííûõ ãðóïï è òðàíçèòà, íå ñëåäóåò îòäàâàòü öåëèêîì â óïðàâëåíèå îäíîé ôèíàíñîâî – ïðîìûøëåííîé ãðóïïû.  òàêèõ ñëó÷àÿõ äëÿ êàæäîãî èç òåðìèíàëîâ âîïðîñ ãîñóäàðñòâåííî – ÷àñòíîãî ïàðòíåðñòâà ðåøàåòñÿ îòäåëüíî, èñõîäÿ, ïðåæäå âñåãî èç òîãî, êòî è êàê ýôôåêòèâíî ñìîæåò çàãðóçèòü ñîîòâåòñòâóþùèé òåðìèíàë.
Õî÷ó âûðàçèòü óâåðåííîñòü, ÷òî Óêðàèíà ñìîæåò è áóäåò ýôôåêòèâíî èñïîëüçîâàòü è ðàçâèâàòü ñâîå êðóïíåéøåå â ×åðíîìîðñêîì ðåãèîíå ïîðòîâîå õîçÿéñòâî.
Ñ÷èòàþ ñâîèì äîëãîì âûñêàçàòü òàêæå íåñêîëüêî ñëîâ â îòíîøåíèè ôîðìû îðãàíèçàöèè àäìèíèñòðàöèè ìîðñêèõ ïîðòîâ Óêðàèíû. Ýòî áåçóñëîâíî äîëæíî áûòü ãîñóäàðñòâåííîå ïðåäïðèÿòèå ñ èñïîëüçîâàíèåì âñåõ ïðèíöèïîâ ñòèìóëèðîâàíèÿ è ïîîùðåíèÿ ðàáîòíèêîâ.  ïðîòèâíîì ñëó÷àå ýòî áóäåò êîíòîðà ñòàòèñòîâ áåç êðàéíå íåîáõîäèìîé è äîëæíîé èíèöèàòèâû è ýôôåêòèâíîé àêòèâíîé äåÿòåëüíîñòè â íàïðàâëåíèè äîñòèæåíèÿ íàèëó÷øåãî ðåçóëüòàòà â ïîðòó. Ðóêîâîäñòâî ïîðòîâ Óêðàèíû, êîòîðîå áóäåò ðàçìåùåíî â Êèåâå äîëæíî ïðåäñòàâëÿòü ñîáîé îáúåäèíåíèå òàêèõ ãîñóäàðñòâåííûõ ïðåäïðèÿòèé. Èìåííî òîãäà áóäóò â ïîëíîé ìåðå çàùèùåíû èíòåðåñû ãîñóäàðñòâà, ðåãèîíîâ è ñîçäàíû áëàãîïðèÿòíûå óñëîâèÿ äëÿ ôóíêöèîíèðîâàíèÿ ÷àñòíîãî áèçíåñà íåáîëüøèõ ïîðòîâ è ïîðòîâûõ òåðìèíàëîâ â êðóïíûõ ïîðòàõ.  ñâÿçè ñ ýòèì ñ÷èòàþ ñâîèì äîëãîì ïîäåëèòüñÿ òîé èíôîðìàöèåé è òåì îïûòîì, ñ êîòîðûì äåëåãàöèÿ ïîðòîâèêîâ Óêðàèíû è ïðåäñòàâèòåëåé ìèíèñòåðñòâà èíôðàñòðóêòóðû áûëà îçíàêîìëåíà òðè ãîäà íàçàä ïî èíèöèàòèâå è çà ñðåäñòâà Åâðîïåéñêîé Êîìèññèè â ïîðòàõ Ðîòòåðäàì (Íèäåðëàíäû) è Àíòâåðïåí (Áåëüãèÿ). Äèðåêöèÿ (Àäìèíèñòðàöèÿ) ïîðòà Ðîòòåðäàì ïðåäñòàâëÿåò ñîáîé ãîñóäàðñòâåííîå ïðåäïðèÿòèå, êîòîðîå íà 70 % ïðèíàäëåæèò öåíòðàëüíîé âëàñòè ñòðàíû è íà 30 % - ìóíèöèïàëèòåòó ãîðîäà. Íàáëþäàòåëüíûé Ñîâåò ïðåäïðèÿòèÿ ñîñòîèò èç ïðåäñòàâèòåëåé ìèíèñòåðñòâà ôèíàíñîâ ñòðàíû è ìóíèöèïàëèòåòà Ðîòåðäàìà.  Áåëüãèè íàîáîðîò: Äèðåêöèÿ ïîðòà Àíòâåðïåí ïðåäñòàâëÿåò ñîáîé ãîñóäàðñòâåííîå ïðåäïðèÿòèå, êîòîðîå íà 30 % ïðèíàäëåæèò öåíòðàëüíîé âëàñòè ñòðàíû è íà 70% - ìóíèöèïàëèòåòó ãîðîäà. Ñîîòâåòñòâåííî íàáëþäàòåëüíûé Ñîâåò íà 70% ñîñòîèò èç ïðåäñòàâèòåëåé ìóíèöèïàëèòåòà è íà 30% - èç ïðåäñòàâèòåëåé ìèíèñòåðñòâà ôèíàíñîâ ñòðàíû. Îáðàòèëà íà ñåáÿ âíèìàíèå òàêæå èíôîðìàöèÿ Ãåíåðàëüíûõ äèðåêòîðîâ Äèðåêöèè ïîðòîâ Ðîòòåðäàì è Àíòâåðïåí ïî ïðèíöèïàì, ïî êîòîðûì ïîäáèðàþò îñíîâíîé ñîñòàâ ðóêîâîäèòåëåé è ñïåöèàëèñòîâ Äèðåêöèè ïîðòîâ: ãëàâíûìè êðèòåðèÿìè ÿâëÿþòñÿ âûñîêàÿ êâàëèôèêàöèÿ è áîëüøîé ìíîãîëåòíèé îïûò ðàáîòû â ïîðòîâîé ñôåðå.
Translation - English Middle (ca.1100-1500) Development of trans-Black Sea transport network and key sea ports of the region.
George Tokman ,
Executive director of BASPA
(Black and Azov Seas Port Association)
Transport network of the Black Sea region is a complex of trans-Black Sea communications, rail- and motorways around the Black Sea and connecting ways linking these mains with sea ports of the Black and Azov Seas. This transport complex provides for realization of 3 key transport tasks: servicing of foreign trade of the Black Sea region countries between themselves, cargo transportation between Europe and Asia and transport servicing of the Black Sea Countries with states of the other continents across the Mediterranean Sea and ocean communications. In all this system carriages by sea and ports of the region play the most important role. For the last 20 years the countries of the region have implemented a substantial complex of measures and invested considerable funds into development of transport system and achievement of high level of function. However, it is necessary to say openly that the Black and Azov Seas transport system is still much inferior to the Mediterranean and Baltic Seas transport networks by the level of efficiency, system and uninterrupted movement of freight. This fact found a convincing confirmation in analytical materials and proposals of Russian Federation Ministry of Transport suggested in the frameworks of the Organization of the Black Sea Economic Cooperation in 2011. I mean proposals of assimilation Mediterranean and Baltic Sea’s countries experience about organizing and realization of intermodal railway and ferry and motor- and ferry shipments in the Black Sea region. Transport workers of the region and even to a greater extent clients of transport know well that regional network is still in all respects much worse than Baltic and Mediterranean ones. To solve this problem not only certain investments, construction, reconstruction and provision of the necessary facilities for ports, roads, mainline railroads and approaches to transshipment points, provision of the necessary facilities for border crossing points and so on are necessary. Unfortunately, a big complex of regulatory and organization systems, matters, rules and instructions are left unsolved for the present. First of all, for the border crossing points.
In the frameworks of the Organization of the Black Sea Economic Cooperation these matters are done by the BSEC Working group for transport, Managing group for formation of Black Sea transport network «sea motorways» and Managing group for designing and provision of the necessary facilities for circular railway and motor routes around the Black Sea. This problem is in the focus of attention of intergovernmental bodies of TRACEKA too.
For the last decade and a half quite a lot has been done for the development of a regional transport network in the Black and Azov Seas region. Undoubtedly, the role in this matter was played by the activity of the corresponding bodies of the European Union and the world community. However and unfortunately, trans – the Black Sea marine routes lose seriously to overland routes between Europe and Asia by very many factors. First of all by economic efficiency and reliability so far. This fact was convincingly and clearly illustrated in the report of one of TRACEKA experts, Mr. Ashraf Hamed at the Conference of “Inter – Transport “ in Odessa at the end of May of this year. Unfortunately for the ports and terminal operators of the region, railway routes from the north to the south around the Black Sea win competition with combined trans-Black Sea shipments by the complex characteristic of efficiency. Together with the limited throughput capacity of the Bosporus straight connected with the necessity of ensuring the navigation safety on the sea way crossing the center of the 16-million city, this circumstance adversely affects workload and development of the regional ports.
From the ports of the Black Sea region, the biggest transit volumes go through Romanian port Êîíñòàíöà. The most important and rather weighty role in that plays the fact that the port of Êîíñòàíöà is situated in the mouth of the Danube and is the major transshipment point for intra- European water main between the Black and the North Seas (the link Constanta and Rotterdam). Considerable volumes of transit go through Georgian ports of Ïîòè and Batumi. Despite extremely limited territory of container terminals in these ports, as the result of extraordinary effective organization of containers and cargos border passing system, the volumes of container operations steadily increase here. At that the main part of freight turnover falls just on transit. From Ukrainian ports, the biggest freight turnover goes through the Odessa port (terminals HPC – Ukraine and Booklyn – Kiev port: 215, 662 TEU for the first 6 months of the current year), that is 2 times more than through Èëüè÷åâck sea commercial port (82, 566 TEU). In Odessa port the main volume of container transshipment falls on the terminal «HPC – Ukraine»: 147, 046 TEU for the first half-year of this year. Quickly developing container terminal «Booklyn – Kiev port» catches up with the Ilichovsk port by the rates of freight turnover growth and by container transshipment volumes. Today in the ports of Ukraine container ships of 26 lines are handled: 24 in Odessa, 10 in Ilichovsk, 2 in Mariupol, one line the port of Uzhniy. One can expect that renewal of container transshipment in Èëüè÷åâñê port on the principles of state and private partnership will give impetus to intensification of container freight turnover growth in Èëüè÷åâñê.
One can expect that on the step-by-step start up of transhipment facilities in the new Russian Òàìàíü port, the transit volumes of not only container but also of other freight will decrease in Ukrainian ports. Important perspective of transit freight flows rise for Ukrainian ports as well as for Constanta in Romania and also for Bulgarian ports of Burgas and Varna are connected with switching over of freight flows going now across Bosporus by sea around Europe to combined carriages between the Baltic and the Black Sea regions, to railway transport with use of speedy route trains working by schedule between the ports of Ukraine and Baltic states, ports of Romania, Bulgaria and Poland, Germany and the Netherlands; Bulgarian and Greek ones. Perspectives in this respect are absolutely real though require energetic and consistent implementation of complex of measures for their transit routes competitiveness rise from the Black Sea countries state organs. In connection with this the containers and motor transport border passing system in ports of Poty and Batumi as well as the land point of Sarpi between Georgia and Turkey attracts attention. This system was demonstrated by the participants of annual conference of the Black and Azov Seas Port Association (BASPA) in Poti and Batumi at the end of August this year. Official registration and border passing takes from 5 to 15 minutes. It is left to expect that considered grounded and energetic measures taken by the Odessa port and its terminals operators for the purpose of port attractiveness and competitiveness rise, attraction and fixation of additional freight flows, port competitiveness rise in the matters of fleet and land means of transport service based on the very effective and corresponding to the best world standards system of state and private partnership in port sphere will not only ensure effective freight turnover growth in the port but will also set obvious and convincing example for other quite numerous ports of Ukraine.
After the Ukrainian president’s signing of the new Law about ports of Ukraine making provisions for adoption of principles of state and private partnership in the ports of the country corresponding to the best European and world practice, the time came for the carrying out and approval of the strategy of function and development of the sea port sector based on those possibilities which are created by the new Law. One needs to suppose that creating favourable conditions for attraction and development of the private business in the port sphere for the purpose of usage of private investments for the reconstruction and development of port facilities, the other major well-spread and widely used in the world principle will not be missed: the private business in the port sector is not disorderly and unsystematic «squash», activity of private terminal operators is guided so and in such a way that all the system in whole develops and functions in the necessary and profitable for the state in whole and maritime regions and towns direction. It is just what is achieved in the first turn in the world practice by means of carrying out and approval of strategy of development of port sector of countries and the European Union in whole, other states and continents. For the purpose of this, recommended regions of inclination (service) are determined for the every large port of Europe on the base of comprehensive technical and economical analysis. This is just what creates objective preconditions for the maximum success of the state in whole, its regions, separate ports and private terminals. As Ukraine has at its disposal a greater number of sea ports on the Black Sea than all the rest countries of the Organization of the Black Sea Economic Cooperation taken together, Ukraine can and must use this circumstance to a maximum possible degree for the effective function and development of its economy. The matter of the primary importance is also a coordinated development of ports, railway sector and motor ways of the country. Uneasy situation about Reni sea commercial port that formed in the last decades made it clear that coordinated function and development of sea and land means of transport should be indispensible condition when developing strategic documents of development and construction programmes.
Touching upon the issues of state and private partnership in the port sphere it would be wrong not to note one more important thing accepted in effective and widespread world practice. Ports determined for transhipment of freight flows of one financial and industrial group can be completely transferred to the management of this group. Ports which terminals were designated and adjusted for service of diverse freight flows of different financial and industrial groups and transit should not be given entirely for management by one financial and industrial group. In such cases, the problem of state and private partnership should be decided separately for each terminal proceeding first of all from the thing who and how effectively can provide the terminal in question with workload.
As well I want to express my confidence that Ukraine will be able and will use effectively its biggest in the Black Sea region port sector.
I consider it to be my duty to say a few words in relation to the form of organization of administration of sea ports of Ukraine. It undoubtedly should be a state enterprise with the use of all principles of stimulation and encouragement of its workers. Otherwise it will be an office extras without extremely necessary and proper initiative and effective active activity in the direction of achievement of the best result in the port. The management of the ports of Ukraine that will be located in Kiev should be an association of such state enterprises. Just then the interests of the state, regions will be defended in full and favourable conditions for function of private business, small parts and port terminals in large ports will be created. In connection with this I consider it to be my duty to share with you information and experience the delegation of port workers of Ukraine and representatives of the Ministry of Infrastructure were familiarized three years ago on the initiative and at the expense of the European Commission in the ports of Rotterdam (the Netherland) and Antwerp (Belgium). The Directorate (Administration) of the port of Rotterdam is a state enterprise that belongs to the central power of the country for 70 % and for the city municipality for 30 %. Supervisory Board of the enterprise consists of representatives of Ministry of Finance of the country and Rotterdam municipality. In Belgium it is vice versa: Directorate of Antwerp port is a state enterprise that belongs to the central power of the country for 30 % and to the city municipality for 70% . Correspondingly the Supervisory Board consists of representatives of the municipality for 70% and of representatives of the Ministry of Finance for 30% . As well information of the General Directors of Rotterdam and Antwerp ports on principles by which the main personnel of managers and specialists is chosen was worth of attention. The main criteria are high qualification and a big many year experience in the port sphere.
Portfolio 
CV/Resume (ZIP)