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DaHar – Inland Harbour Development Status Quo – Port of

This project is co-funded by the A project implemented by the European Union DaHar partnership

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 Vladica Culafic Sad Nenad Davidovic University of Milosav Georgijevic Novi Sad, Sanja Bojic

Faculty of Technical Sciences

This project is co-funded by the European Union Status Quo – Port of Novi Sad

Document History:

Version Comments Date Authorized by 1 05.09.2012. Milosav Georgijevic 2 02.11.2012. 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.

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Table of content

1 General data ...... 6 1.1 Brief history ...... 6 1.2 Location ...... 6 1.3 Hinterland connections ...... 7 1.4 DTD Canal network ...... 10 1.5 Proprietary status ...... 14 1.6 Infrastructure and equipment ...... 14 2 Port operations ...... 15 2.1 Cargo handling in the port ...... 15 2.2 Containers handling ...... 17 2.3 Passenger services ...... 17 2.4 Port tariffs ...... 19 2.5 Port surrounding ...... 20 2.6 Structure of export and import cargoes in the region of APV ...... 21 3 Port of Novi Sad and RIS ...... 24 4 Port development plans ...... 24 5 Legislation...... 26 6 Port and environment ...... 28 7 SWOT analysis of the Port of Novi Sad ...... 28

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Abbreviations DaHar Danube Inland Harbour Development IWT Inland Waterway Transport DTD Danube – Tisa – Danube canal APV Autonomous Province of Vojvodina SC Supply Chain

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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 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 1974. The Port is operating under current name since 1982. According to the results of the latest census in , conducted in October 2011, the urban area of Novi Sad has a population of 221.854, while its municipal area has a population of 335.701.

1.2 Location

The Port of Novi Sad is situated at 45°20′N and 19°51′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 0.4 - 1.2. 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.

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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.

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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

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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

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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 network1

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 600.6 km, about 355.5 km are in Bačka and 245.1 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 200 - 1000 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

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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 200 - 1000 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.

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Status Quo – Port of Novi Sad

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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 2005. 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 1 000 kg), • Pump for oil products with a storage capacity of 270.000 m3.

The Port of Novi Sad disposes of 44 000 m² of closed and 100 000 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.

Status Quo – Port of Novi Sad

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.

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Table 1. Cargo handled in thousands of tons between 2007 and 2012 2007 2008 2009 2010 2011 2012(jan - jun) Bulk cargo* 507.5 393.5 584.8 610.9 563.3 580.8 General cargo 245.1 195.3 30.4 12.4 42.0 44.9 Liquid cargo 4.5 6.9 9.9 12.0 3.5 1.2 Total 757.1 595.7 625.1 635.3 608.8 626.9 *without gravel and sand

800.0

700.0

600.0

500.0 Liquid cargo 400.0 General cargo 300.0 Bulk cargo

200.0

Thousands of tons 100.0

0.0 2007 2008 2009 2010 2011 2012.(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 2012 2007 2008 2009 2010 2011 2012(jan - jun) Import 323 216 119.3 126.8 147.9 115.1 Export 434.1 379.7 505.8 508.5 460.9 511.8 Total 757.1 595.7 625.1 635.3 608.8 626.9

600

500

400

300 Import

200 Export

100 Thousands oftons 0 2007 2008 2009 2010 2011 2012.(I-VI) Year

Figure 9. Import and export of cargoes in thousands of tons between 2007 and 2012

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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 2005 2006 2007 2008 2009 2010 2011 Number of 464 1.406 2.550 2.340 1.780 850 650 containers

3000

2500

2000

1500

1000 Number of containers 500

0 2005 2006 2007 2008 2009 2010 2011 Year

Figure 10. Container line Constanta - Belgrade between 2007 and 2011

2.3 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.

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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 2011 2007 2008 2009 2010 2011 Number of ships 157 164 174 135 143 Number of passengers 12 576 13 113 13 880 10 804 11 429

200 180 160 140 120 100 80 60 Number of ships 40 20 0 2007 2008 2009 2010 2011 Year

Figure 12. Number of handled ships at the passenger terminal between 2007 and 2011

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16000

14000

12000

10000

8000

6000

4000

Number of passengers 2000

0 2007 2008 2009 2010 2011 Year

Figure 13. Number of passengers at the passenger terminal between 2007 and 2011

2.4 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 30.00 b) over 24 hours 15.00 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 10.00 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 11.45 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

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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

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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 2012. Table 6: The most important export cargo types in the region of APV Nr. Cargo / Products 2007. 2008. 2009. 2010. Value Share Value Share Value Share Value Share USD % USD % USD % USD % 1. Sugar 151 5,5 150 4,4 130 4,6 179 5,2 2. Floor coverings and coverings 121 4,4 147 4,3 88 3,1 100 2,9 impregnated substrate 3. Polyethylene having a specific gravity of 93 3,4 102 3,0 46 1,6 75 2,2 0.94 and higher, other 4. Parts for the 83 3,0 194 5,7 122 4,3 0 0 machines 5. Drugs, others for 65 2,4 90 2,6 81 2,9 15 0,4 retailers 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 1,6 0 0 30 0,9 9. Beer made from 47 1,7 58 1,7 15 0,5 49 1,4 malt, in bottles 10. Corn, yellow 46 1,7 59 1,7 183 6,4 159 4,6 11. Methanol (methyl 44 1,6 50 1,5 0 0 26 0,8 alcohol) 12. Cast aluminum 42 1,5 16 0,5 0 0 0 0 products, other 13. 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 0,9 0 0 0 0 16. Flour of common 33 1,2 40 1,2 28 1,0 30 0,9 wheat and spelled 17. Devices or laboratory equipment, other 32 1,2 23 0,7 0 0 0 0 machinery 18. Sunflower oil, and 32 1,2 31 0,9 32 1,1 57 1,6 other factions, edible 19. Benzol (benzene) 31 1,1 35 1,0 0 0 0 0 20. Tires, pneumatics, new, with a pattern, 30 1,1 37 1,1 21 0,7 28 0,8 tractor TOTAL 1.120 40,8 1.287 37,7 837 29,4 908 26,5

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Table 7: The most important import cargo types in the region of APV Nr. Cargo / Products 2007. 2008. 2009. 2010. Value Share Value Share Value Share Value Share USD % USD % USD % USD % 1. Oil, crude, other of the market. no. 852 18,0 1.474 24,0 888 20,0 1.085 22,2 8501 and 8502, other 2. Natural gas in gaseous 635 13,4 948 15,5 628 14,1 740 15,2 condition 3. Light oils 103 2,2 94 1,5 92 2,1 140 2,9 4. Parts for the machines 77 1,6 119 1,9 81 1,8 0 0 5. Butane, liquefied, other 55 1,2 83 1,4 27 0,6 29 0,6 6. Diesel fuel 54 1,1 109 1,8 31 0,7 66 1,3 7. Cars, 1500-2500 cm3, 39 0,8 34 0,6 49 1,1 28 0,6 diesel, second hand 8. Drugs, others 38 0,8 52 0,8 43 1,0 0 0 9. Fertilizers containing N, P and K with a nitrogen content 32 0,7 20 0,3 31 0,7 21 0,4 exceeding 10% by weight on the dry anhydrous product 10. Polyethylene terephthalate, a 31 0,7 35 0,6 10 0,2 26 0,5 viscosity number of 78 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, 22 0,5 42 0,7 37 0,8 0 0 other 13. Wood, processed, > 19 0,4 24 0,4 14 0,3 12 0,2 6mm, other 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 18 0,4 25 0,4 11 0,2 0 0 carbon content by weight more than 0.06% 17. 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 2.098 44,4 3.196 52,2 2.088 46,9 2.268 2.098

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Table 8: 20 the most important countries for export of the APV in million USD Nr. Country of 2007. 2008. 2009. 2010. export Value Share Value Share Value Share Value Share USD % USD % USD % USD % 1. Romania 95 3,4 150 4,4 266 9,4 386 11,2 2. Germany 313 11,4 424 12,5 398 14,0 298 8,6 3. Italy 281 10,2 281 8,3 232 8,2 303 8,8 4. B&H 367 13,4 421 12,4 361 12,7 402 11,6 5. Russia 238 8,7 298 8,8 173 6,1 259 7,5 6. Slovenia 130 4,7 184 5,4 155 5,5 176 5,1 7. Ukraine 113 4,1174 5,1 162 5,7 181 5,2 8. Montenegro 189 6,9 245 7,2 173 6,1 166 4,8 9. Hungary 120 4,4 186 5,5 126 4,4 135 3,9 10. Austria 83 3,0 129 3,8 58 2,0 121 3,5 11. Croatia 135 4,9 170 5,0 111 3,9 135 3,9 12. Greece 89 3,2 76 2,2 54 1,9 110 3,2 13. FYR Macedonia 104 3,8 122 3,6 124 4,4 151 4,4 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 2.465 89,7 3.089 91 2.607 91,9 3.169 91,6 Table 9: 20 the most important import countries for the region of APV in million UDS Nr. Country of 2007. 2008. 2009. 2010. import Value Share Value Share Value Share Value Share USD % USD % USD % USD % 1. Russia 1.616 34,2 2.464 39,0 1.575 35,5 1.742 35,7 2. Germany 571 12,1 632 10,0 477 10,7 396 8,1 3. Italy 351 7,4 408 6,5 295 6,6 295 6,0 4. Romania 83 1,8 76 1,2 117 2,6 159 3,3 5. China 239 5,1 314 5,0 227 5,1 250 5,1 6. Hungary 224 4,7 256 4,1 149 3,4 234 4,8 7. Libya 1,1 0,02 209 3,3 117 2,6 150 3,1 8. Croatia 217 4,6 198 3,1 139 3,1 135 2,8 9. Austria 1,5 0,03 137 2,2 94 2,1 138 2,8 10. B&H 77 1,6 110 1,7 91 2.1 109 2,2 11. France 118 2,5 152 2,4 100 2,3 88 1,8 12. Slovenia 146 3,1 158 2,5 110 2,5 103 2,1 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 3.967 83,85 5.583 88,3 3.869 87,9 4.225 86,7

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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 2007. 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 20 000 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 40 000 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

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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.

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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.

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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 1998. • 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. 174- 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).

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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 , 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

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• 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.

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