Page 97 - Sjæklen2003

travellers have shown a preference for quick flights, and the
growth of low-price air travel in the past few years has put
ferry traffic’s longer routes under increased pressure. In ad-
dition to this improved landward infrastructure has increased
the choice of ferry routes for motor tourists, in relation to
factors such as price and journey time. Finally, the abolish-
ment of duty-free shopping on routes between EU countries
has had a negative effect on excursion and conference trips,
thus further deteriorating the competitiveness of long ferry
routes.
A port’s significance for goods and ferry traffic consists
primarily in providing optimal conditions for the smooth
flow of goods and passengers, but with the exploitation of
resources, such as fishing and oil extraction, additional de-
mands are put on the capabilities of port infrastructure. First-
ly, proximity to the resource is an essential parameter, if the
port is to attract activities in these areas. Next, as far as
fishing is concerned, there is a need of slipway facilities and
firms that specialise in servicing fishing vessels. For the
operators of offshore hydrocarbon extraction units, there is
a corresponding demand that the base port has a specialised
and flexible service industry. Furthermore, this also requi-
res spacious storage areas at the port, close proximity to the
town centre with diverse accommodation choices and faci-
lities, as well as an airport with at least one heliport. More-
over, generally speaking for this type of enterprise, de-
mands are made on the port and its service companies for
quality and speed rather than low prices. The offshore sec-
tor is especially capital-intensive and also, in the high sea-
sons, fishing is dependent on fast and effective servicing,
from quick unloading to preparing the vessel for the next
trip to sea.
The demands of the various maritime sectors on port
infrastructure hold an innate liability of mutual conflict
between port-related industries with regard to utilisation
and development as well as pricing of the infrastructural
services and facilities. In the latest years outside players
have showed increasing interest in using the port areas
for activities not directly port-related thus giving rise to
potentially more conflicts regarding the usage of ports.
At least four sets of conflicting interests can be identified:
· Between port stake holders mutually.
· Between the traditional usage of port areas and non-port-
related usage.
· Between the port’s freedom to act and considerations to-
wards the environment, i.e. natural surroundings.
· Between local, regional and national political levels with
regard to prioritizing the development of the infrastructure.
Ports constitute a formidable resource for key economic
functions in society. This resource can be utilised in many
ways, from waterfront accommodation and recreation and
other non-maritime port activities - to different forms of
specialised port activities. In the end, the utilisation of the
port is a question of economy and politics, but all possible
choices involve consequences for other port interests with
regard to the potential usage of the same resource. That is
why it is of crucial importance that the decision-making
authorities are completely aware of the sets of problems and
issues caused by »the infrastructural complexity of ports«.
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