INTEGRATED PUBLIC PASSENGER TRANSPORT MODEL IN THE CITY OF RIJEKA

Analiziranje kvalitete života urbanih sredina u kontekstu opsluživanja prometnim kapacitetima je univerzalni i višeslojni problem. Čest je slučaj da javni prometni sustavi ili njihovi dijelovi nisu optimalno iskorišteni. U vrijeme vršnih opterećenja gužve smanjuju komfor dok prazne vožnje čine mnoge usluge financijski neisplativima. Promet generira gubitak javnih prostora jer rast prometne potražnje smanjuje socijalnu aktivnost i prohodnost prometne mreže. Isto tako, zagađenje i buka imaju ozbiljan utjecaj na kvalitetu zdravlja i življenja uz apostrofiranu političku i medijsku kampanju. S ciljem smanjenja cijene prijevoza putnika i optimizacije prometno – tehnoloških parametara tendencija je aktiviranje alternativnih modaliteta javnih putničkih servisa. Grad Rijeka s gravitirajućim prigradskim naseljima primjer je prezagušene urbane strukture s gotovo permanentnim vršnim opterećenjem. Odabir oblika javnoga gradskog prijevoza temeljno je pitanje u planiranju dogradnje postojećeg ili izgradnje novog oblika sustava javnoga gradskog prijevoza. Prijevozni modusi ne determiniraju samo tehnološke, operacijske i mrežne značajke sustava. Oni profiliraju ulogu koju sustav javnog prijevoza ima ili će imati u životu grada, gospodarskim aktivnostima, kulturološkim, sociološkim, ekološkim i drugim paradigmama. Postojeće prometne poteškoće u užem gradskom području proizlaze iz neprimjerenog odnosa između kapaciteta postojećih prometnica i količine prometa (individualnog i javnog). Postojeći autobusni prijevozni modalitet rezultat je prethodnog, višegodišnjeg opredjeljenja iako svjetski i europski trendovi ukazuju na potrebu za tehnološkim inovacijama. Željeznica u riječkom prometnom čvoru još nije uključena u gradski i prigradski putnički promet Rijeke. Željeznički podsustav u funkciji alternativnog modaliteta javnog prijevoza grada Rijeke ima perspektivno značenje. Njegove tehnološke nedostatke treba temeljito proanalizirati i dimenzionirati realne potrebe prema budućim zahtjevima korisnika. Kod uvođenja novih linija treba poštivati načelo učinkovitosti tj. uvažavati osnovne logističke i ekonomske prednosti svakog prometnog entiteta (npr. relativno veća brzina vlaka i veća udaljenost između stajališta i stoga veća prednost u prigradskome prijevozu putnika u usporedbi s autobusom). Postizanje višeg stupnja korištenja masovnog javnog prijevoza može potaknuti izgradnja intermodalnih terminala (autobus – vlak –automobil). Različiti javni prijevozni sustavi na taj bi način bili dostupniji i privlačniji širem krugu potencijalnih korisnika kao što je to razvidno u svim razvijenim gradovima i državama. Osim gradske željeznice, kao alternativne modalitete javnog prijevoza putnika treba uključiti uspinjaču, biciklistički podsustav i pomorski prijevoz. Predlaže se algoritam/model integracije svih oblika javnog putničkog servisa s jedinstvenom organizacijom, objedinjenom naplatom, integriranim voznim redom i sve to ukomponirano u jedinstveni informacijski sustav. Integracija javnog prijevoza putnika u prvom koraku predmnijeva osnivanje regionalne prometne uprave. Financijsku potporu alimentiraju jedinice lokalne i regionalne samouprave, a cijeli projekt se vodi od strane glavnog nositelja cjelovite prijevozne usluge svojevrsnog „transportnog saveza“. Budući jedinstveni prometni centar u konstelaciji kombinacije svih modaliteta predstavlja središnje mjesto integriranog javnog prijevoza putnika kroz optimizaciju rada linija, vozila i vozača. U konačnici integralni javni prijevoz treba rezultirati povećanjem atraktivnosti te biti u potpunosti usklađen s prijevoznim potrebama, uključujući prodaju, upravljanje i kontinuirano podizanje razine usluge. Revidirani koncept novog organizacijskog modela gradskih tvrtki predmnijeva interakciju komunalnih i trgovačkih društava koja utječe na gradsku politiku transformacije svih javnih servisa u službi korisnika. Ekonomska opravdanost ovog projekta glede možebitno nedovoljnog obujma transportnog supstrata može se kompenzirati sredstvima EU fondova na tragu promicanja tzv. urbane mobilnosti.Analysing the quality of life in urban environment in the context of providing traffic capacities, presents a universal and a multi layered problem. It is often the case that the public transport systems or parts thereof are not used optimally. During peak loads, crowds decrease comfort, while empty rides make many services financially unprofitable. Traffic generates loss of public areas, since the increase of the traffic demand decreases social activity and obstructs traffic networks. Moreover, pollution and noise have a serious impact on the quality of life and health, with pronounced political and media campaign. With the goal of reducing the price of passenger transport, and optimizing traffic and technological parameters, there is a tendency to activate alternate modalities of public passenger services. The Town of Rijeka, with gravitating settlements in the suburbs, is an example of overpopulated urban structure with almost permanent peak load. A selection of the form of a public urban transport is a basic issue in planning the extension to the existing urban public transport, or the construction of a new form thereof. Forms of transport not only determine technological, operational and network–like properties of the system, they also profile the role that the public transport system has or will have in the life of a town, its economic activities, as well as cultural, sociological, ecological and other paradigms. The existing traffic difficulties in the inner town area arise from the inappropriate ratio between the capacities of the existing roads, and the amount of traffic (both individual and public). The existing bus transport modality is the result of the selection made years ago, although the world and European trends point out to the need for technological innovations. Railway in the transportation knot in Rijeka has not yet been included into the urban and suburban passenger transport. A railway subsystem has perspective in the function of an alternative modality of urban public transport in Rijeka. Its technological flaws must be analysed in detail and it must be dimensioned in accordance with realistic needs of future passenger demands. When introducing new lines, the efficiency principle must be adhered to, i.e. the basic logistic and economic advantages of each traffic entity (e.g. relatively greater speed of the train and greater distance between stops, and, therefore, greater advantage in suburban transport of passengers when compared to buses). Achieving a higher level of using mass public transport may encourage the construction of inter-modal terminals (bus – train – car). Different public transportation systems would in that manner be more accessible and attractive to a wider range of potential users, as is the case in all developed towns and countries. Apart from the urban railway, alternative public transport modalities should be included as well: funicular, bicycle subsystem and maritime transport. The algorithm/model of integration of all forms of public passenger service is suggested, with a unique organisation, unified charge, integrated timetable, all included into a unique information system. Integration of the public passenger transport in the first step implies founding by regional transport administration. The financial support is provided by local and regional self- ix government units, and the entire project is lead by the main developer of the integral transportation service as a kind of „transport alliance“. The future unique transportation centre in constellation of combining all modalities represents the central point of an integrated public passenger transport through optimisation in operation of the lines, drivers and vehicles. Finally, the integral public transport should result in increased attractiveness, completely in compliance with transportation needs, including the sales, management and continuous increase of the service level. The revised concept of the new organisation model of urban companies implies interaction of public utility companies and commercial companies, influencing the urban policy of transforming all public services serving the users. Economic justification of this project concerning possibly insufficient scope of transport substrate may be compensated by EU funds, for promotion of the so–called urban mobility

INTEGRATED PUBLIC PASSENGER TRANSPORT MODEL IN THE CITY OF RIJEKA

Analiziranje kvalitete života urbanih sredina u kontekstu opsluživanja prometnim kapacitetima je univerzalni i višeslojni problem. Čest je slučaj da javni prometni sustavi ili njihovi dijelovi nisu optimalno iskorišteni. U vrijeme vršnih opterećenja gužve smanjuju komfor dok prazne vožnje čine mnoge usluge financijski neisplativima. Promet generira gubitak javnih prostora jer rast prometne potražnje smanjuje socijalnu aktivnost i prohodnost prometne mreže. Isto tako, zagađenje i buka imaju ozbiljan utjecaj na kvalitetu zdravlja i življenja uz apostrofiranu političku i medijsku kampanju. S ciljem smanjenja cijene prijevoza putnika i optimizacije prometno – tehnoloških parametara tendencija je aktiviranje alternativnih modaliteta javnih putničkih servisa. Grad Rijeka s gravitirajućim prigradskim naseljima primjer je prezagušene urbane strukture s gotovo permanentnim vršnim opterećenjem. Odabir oblika javnoga gradskog prijevoza temeljno je pitanje u planiranju dogradnje postojećeg ili izgradnje novog oblika sustava javnoga gradskog prijevoza. Prijevozni modusi ne determiniraju samo tehnološke, operacijske i mrežne značajke sustava. Oni profiliraju ulogu koju sustav javnog prijevoza ima ili će imati u životu grada, gospodarskim aktivnostima, kulturološkim, sociološkim, ekološkim i drugim paradigmama. Postojeće prometne poteškoće u užem gradskom području proizlaze iz neprimjerenog odnosa između kapaciteta postojećih prometnica i količine prometa (individualnog i javnog). Postojeći autobusni prijevozni modalitet rezultat je prethodnog, višegodišnjeg opredjeljenja iako svjetski i europski trendovi ukazuju na potrebu za tehnološkim inovacijama. Željeznica u riječkom prometnom čvoru još nije uključena u gradski i prigradski putnički promet Rijeke. Željeznički podsustav u funkciji alternativnog modaliteta javnog prijevoza grada Rijeke ima perspektivno značenje. Njegove tehnološke nedostatke treba temeljito proanalizirati i dimenzionirati realne potrebe prema budućim zahtjevima korisnika. Kod uvođenja novih linija treba poštivati načelo učinkovitosti tj. uvažavati osnovne logističke i ekonomske prednosti svakog prometnog entiteta (npr. relativno veća brzina vlaka i veća udaljenost između stajališta i stoga veća prednost u prigradskome prijevozu putnika u usporedbi s autobusom). Postizanje višeg stupnja korištenja masovnog javnog prijevoza može potaknuti izgradnja intermodalnih terminala (autobus – vlak –automobil). Različiti javni prijevozni sustavi na taj bi način bili dostupniji i privlačniji širem krugu potencijalnih korisnika kao što je to razvidno u svim razvijenim gradovima i državama. Osim gradske željeznice, kao alternativne modalitete javnog prijevoza putnika treba uključiti uspinjaču, biciklistički podsustav i pomorski prijevoz. Predlaže se algoritam/model integracije svih oblika javnog putničkog servisa s jedinstvenom organizacijom, objedinjenom naplatom, integriranim voznim redom i sve to ukomponirano u jedinstveni informacijski sustav. Integracija javnog prijevoza putnika u prvom koraku predmnijeva osnivanje regionalne prometne uprave. Financijsku potporu alimentiraju jedinice lokalne i regionalne samouprave, a cijeli projekt se vodi od strane glavnog nositelja cjelovite prijevozne usluge svojevrsnog „transportnog saveza“. Budući jedinstveni prometni centar u konstelaciji kombinacije svih modaliteta predstavlja središnje mjesto integriranog javnog prijevoza putnika kroz optimizaciju rada linija, vozila i vozača. U konačnici integralni javni prijevoz treba rezultirati povećanjem atraktivnosti te biti u potpunosti usklađen s prijevoznim potrebama, uključujući prodaju, upravljanje i kontinuirano podizanje razine usluge. Revidirani koncept novog organizacijskog modela gradskih tvrtki predmnijeva interakciju komunalnih i trgovačkih društava koja utječe na gradsku politiku transformacije svih javnih servisa u službi korisnika. Ekonomska opravdanost ovog projekta glede možebitno nedovoljnog obujma transportnog supstrata može se kompenzirati sredstvima EU fondova na tragu promicanja tzv. urbane mobilnosti.Analysing the quality of life in urban environment in the context of providing traffic capacities, presents a universal and a multi layered problem. It is often the case that the public transport systems or parts thereof are not used optimally. During peak loads, crowds decrease comfort, while empty rides make many services financially unprofitable. Traffic generates loss of public areas, since the increase of the traffic demand decreases social activity and obstructs traffic networks. Moreover, pollution and noise have a serious impact on the quality of life and health, with pronounced political and media campaign. With the goal of reducing the price of passenger transport, and optimizing traffic and technological parameters, there is a tendency to activate alternate modalities of public passenger services. The Town of Rijeka, with gravitating settlements in the suburbs, is an example of overpopulated urban structure with almost permanent peak load. A selection of the form of a public urban transport is a basic issue in planning the extension to the existing urban public transport, or the construction of a new form thereof. Forms of transport not only determine technological, operational and network–like properties of the system, they also profile the role that the public transport system has or will have in the life of a town, its economic activities, as well as cultural, sociological, ecological and other paradigms. The existing traffic difficulties in the inner town area arise from the inappropriate ratio between the capacities of the existing roads, and the amount of traffic (both individual and public). The existing bus transport modality is the result of the selection made years ago, although the world and European trends point out to the need for technological innovations. Railway in the transportation knot in Rijeka has not yet been included into the urban and suburban passenger transport. A railway subsystem has perspective in the function of an alternative modality of urban public transport in Rijeka. Its technological flaws must be analysed in detail and it must be dimensioned in accordance with realistic needs of future passenger demands. When introducing new lines, the efficiency principle must be adhered to, i.e. the basic logistic and economic advantages of each traffic entity (e.g. relatively greater speed of the train and greater distance between stops, and, therefore, greater advantage in suburban transport of passengers when compared to buses). Achieving a higher level of using mass public transport may encourage the construction of inter-modal terminals (bus – train – car). Different public transportation systems would in that manner be more accessible and attractive to a wider range of potential users, as is the case in all developed towns and countries. Apart from the urban railway, alternative public transport modalities should be included as well: funicular, bicycle subsystem and maritime transport. The algorithm/model of integration of all forms of public passenger service is suggested, with a unique organisation, unified charge, integrated timetable, all included into a unique information system. Integration of the public passenger transport in the first step implies founding by regional transport administration. The financial support is provided by local and regional self- ix government units, and the entire project is lead by the main developer of the integral transportation service as a kind of „transport alliance“. The future unique transportation centre in constellation of combining all modalities represents the central point of an integrated public passenger transport through optimisation in operation of the lines, drivers and vehicles. Finally, the integral public transport should result in increased attractiveness, completely in compliance with transportation needs, including the sales, management and continuous increase of the service level. The revised concept of the new organisation model of urban companies implies interaction of public utility companies and commercial companies, influencing the urban policy of transforming all public services serving the users. Economic justification of this project concerning possibly insufficient scope of transport substrate may be compensated by EU funds, for promotion of the so–called urban mobility

Application of Multi-Criteria Analysis of Determining Sea Port Development Models in the Spatial Concept of a Town, Based on the Example of the Town of Rovinj

A significant problem in port and port area development is the awareness that port development plans for county and local ports brought by port authorities in the capacity of a body managing the port and its port area, are often not covered by town and county physical planning solutions, and vice versa. The above said indicates that relevant parties in port area planning (port management and towns/countries) are not always active participants in the procedure of planning the ports and port areas in physical planning documents. County spatial plans do not pay necessary attention to the role, significance and development of the ports of county and local relevance. Drafting the spatial plans related to the ports of county and local relevance demands high level of expertise and multidisciplinary approach, as well as knowledge on the problem of physical planning, port operation and marine and coastal biology, maritime traffic technology and maritime environment protection. The purpose and the goal of this paper is to find the optimum model and measures for developing county and local ports in relation to the complementarity of spatial concept of the port and the town. For the purpose of defining and setting up the model, we used the most important indicators and measures that influence the level of physical planning of the port and the town. The example of Town of Rovinj will serve for checking and proving efficiency of the set-up model

Reorganization of the public utility companies

This scientific paper includes an analysis of the provision of public city transport services and explores a new organizational model regarding the city companies, i.e. public utility companies and companies operating within a local self-government unit. The model includes separate groups of utility activities and commercial activities and centralizes the supporting functions into a new company, which will be in charge of joint affairs, thus creating a synergy. Such model ultimately generates higher revenues, higher service quality, higher operations efficiency and lower operating costs. The purpose of this scientific paper was to determine the compatibility of the public utility companies’ operations within a local self-government unit and to identify areas for improvement, which would ensure more efficient business operations. Under the assumption that the existing, general organizational structure has no conditions for a more optimal functioning, it is necessary to observe the subsystems, i.e. the elements or components and to repeat the procedure until reaching a solution which improves the functioning of the system at the level of observing it as a separate whole. An analysis of the public utility system’s productivity was carried out and the existence of compatibility among services, which would lead to synergies and business optimization, was examined. The research results indicate a fact that the introduction of the model for separate grouping of supporting activities and commercial activities creates a uniform quality, avoids data doubling, allows for a better workload organization and a more efficient planning leading to a higher level of productivity

Comparative Analysis of the Related Interests of Relevant Stakeholders in the Development of Seaports in Relation to the Spatial Concept of the City

The seaport, as a link of the transport chain, is oriented towards the development of the maritime system of the country and the summit place of traffic slope from all transport routes and means of transport. While the city, as a community of residents, is oriented towards promoting the well-being of citizens and the quality of their lives, so it strives to ecological, cultural and visual values. This relation of interest is merely one of the numerous relations of interest of the relevant stakeholders in the planning and development of the seeports in relation to the spatial concept of cities deriving from a constrained coexistence in a restricted area – as two separate entities whose interests and objectives appear to be different at first sight. In this paper, the relations of interest of the relevant stakeholders have been analyzed, quantitative and qualitative variables have been evaluated that influence the development of the seaports in relation to the spatial concept of the city. The research has highlighted the need to look at and analyze all relevant stakeholders interests, of which the most important are: state – local community, state – managing body of the port, state – economy, local community – managing body of the port, local community – economy and economy – managing body of the port

Ekonomski aspekti energetske djelotvornosti prometa u Republici Hrvatskoj

Porast potrošnje energije u prometu i mala učinkovitost negativno utječu na efikasnost hrvatskog gospodarstva. Projekcije porasta potrošnje energije u sektoru prometa, uz sadašnju gospodarsku strukturu i rast cijena energije, upućuju na opasnost rasta inozemnog duga i pogoršanje eksterne i interne ravnoteže. Potrebno je uskladiti nacionalne strategije razvoja prometa i razvoja energetskog sektora

Analysis of River Cruising with the main focus on Croatia

The topic of this paper concerns the analysis of river cruising in Europe and Croatia in order to explain problems affecting this kind of tourist product. There are a lot of possibilities to use rivers to complete the whole tourist experience, which is a top priority for the Croatian budget. This paper analyzes the current state of river cruising in Croatia, the types of ships used, the different types of users, the main reason for the poor state of river cruising in Croatia, and possible solutions Croatia can introduce in order to revitalize river cruising

Institutional Modelling of Integrated PPT System in Urban Agglomerations

Urban agglomerations (centres with gravitating settlements in the suburbs) are examples of overpopulated urban structure with almost permanent peak load. Selection of public transport is the fundamental issue in planning the expansion of the existing one, or in constructing a new form of urban public transport system. Achieving a higher level of using mass public transport can also be inspired by building intermodal terminals (e.g. bus-train/urban railways/-car). However, apart from the urban railway, funicular, bicycle subsystem and maritime transport should be included as alternative public transport modalities as well. According to the problem described in this scientific paper, the suggested model is that of integration of all forms of public passenger service with a unique organisation, unified payment collection, integrated timetable, all included into a unique information system. The results of research in this paper indicate that the first step of integration of the public passenger transportation implies founding regional transport administration

IMPLEMENTATION OF “ECOBONUS” PROJECT IN THE REPUBLIC OF CROATIA

“Morske autoceste” predstavljaju koncept nove multimodalne europske pomorske povezanosti te su još uvijek ogroman neiskorišteni potencijal pomorskog prometa u državama Europske unije, ali i Republike Hrvatske. Preusmjeravanje tokova tereta na more, povećanje prometne kohezije, smanjenje cestovnih zakrčenja preras-podjelom tereta na pomorski i željeznički promet, te možda najznačajnije, primjena ekološki prihvatljivog transporta, samo su neki od razloga promicanja ideje o “morskim autocestama”. Postizanje čistog, sigurnog i učinkovitog transportnog sustava kao alternativa kopnenog prijevoza očituje se u mnogobrojnim strateškim dokumentima Europske unije te za cilj ima uvođenje novih multimodalnih logističkih lanaca koji će pridonijeti stvaranju strukturalnih promjena u prijevozu. Također, ovaj koncept doprinosi političkim inicijativama Europske unije za europskim pomorskim prostorom bez granica te promicanju ekološki održivog transporta. Na tragu navedenog, Ecobonus je inicijativa predstavljena od strane talijanske Vlade kojoj je cilj promocija korištenja mreža linija “morskih autocesta” te preusmjeravanje teretnog kopnenog prometa na pomorski prijevoz. Stoga je cilj ovoga rada sustavno istražiti i elaborirati mogućnost primjene i implementacije Ecobonus inici-jative u Republici Hrvatskoj. Pritom nužnim se pokazalo definiranje glavnih odrednica “morskih autocesta” te primjena Ecobonus inicijative. Metodološkim instrumentarijem odnosa troškova i koristi Ecobonusa u Italiji dokazana je važnost realizacije ovakve inicijative kao i mogućnosti primjene i implementacije Ecobonus inicijative u Republici Hrvatskoj.Motorways of the sea represent the concept of the new European maritime multimodal connections and still have huge untapped potential of maritime transport in the European Union countries and in the Republic of Croatia. Diverting freight flows to the sea, increasing the cohesion of traffic, reducing road congestion by redistributing the cargo flows on the maritime and rail transport, and perhaps most importantly, implementation of the environmentally friendly transport are just some of the reasons for promoting the idea of a motorways of the sea. Achieving a clean, safe and efficient transportation system as an alternative to land transport is reflected in numerous policy documents of the European Union and generally aims to introduce new multimodal logistics chains that will contribute to the creation of structural changes in transport. Also, this concept contributes to the political initiatives of the European Union for the European maritime space without boundaries, and promotes environmentally sustainable transportation. In additional, Ecobonus initiative was launched by the Italian government and it seeks to promote the use of motorways of the sea networks and divert freight traffic from inland to maritime transportation. The aim of this paper is to systematically explore and elaborate the possibilities of the application and implementation “Ecobonus” initiative in the Republic of Croatia. It was necessary to define the major determinant of motorways of the sea and “Ecobonus” initiative. Using the methodological approach of the cost-benefit analysis of Ecobonus’s in Italy proven the importance of implementation of this initiative and possible application and implementation of “Ecobonus” initiative in the Republic of Croatia

Port of Rijeka – the reference point of the Danube basin – Adriatic Sea transport corridor

Jedan od glavnih ciljeva europske prometne politike, čije glavno načelo obuhvaća uspostavljanje ravnoteže između različitih prometnih grana kao ključnog čimbenika strategije održivog prometnog razvitka, je uspostavljanje konkurentnosti željeznice i unutarnje plovidbe na transportnom tržištu, naročito u odnosu na sve jači cestovni prijevoz. Cilj ovog rada je istaknuti značaj prometnog koridora Podunavlje – Jadran za razvoj luke Rijeka. Uspostava koridora obuhvaća izgradnju nove željezničke pruge visoke učinkovitosti Zagreb-Rijeka, izgradnju višenamjesnkog kanala Dunav - Sava i uređenje vodnog puta rijeke Save za dostizanje IV. klase plovnosti. Ovakvim prometnim povezivanjem realizirao bi se riječno – željeznički prometni pravac između luka Vukovar i Rijeke te bi se ostvarila poveznica VII. Dunavskog prometnog koridora, X. i Vb. Paneuropskog prometnog koridora. Dovršetkom tih projekata riječka luka postala bi referentna čvorišna točka između podunavskih i mediteranskih zemalja što bi znatno utjecalo na njen daljnji razvoj