The Prognostic model of evaluation the dependence of technological-market indicators in container traffic

Pružanje usluge kontejnerskog prijevoza je iznimno složen proces, koji zahtijeva visoka kapitalna ulaganja u osnovnu opremu i kontejnerske brodove. Nalazi se pod stalnim utjecajem čestih promjena koje nastaju na tržištu ponude i potražnje za brodskim prostorom, što ima za posljedicu veliku poslovnu nesigurnost i visoki stupanj poslovnog rizika. Zbog toga je uspješnost poslovanja kontejnerskih brodara u direktnoj ovisnosti o različitim tehnološko-tržišnim pokazateljima, a posebice politike formiranja kontejnerskih vozarina i njezine pravovremene provedivosti. Kontejnerske vozarine čine osnovni izvor prihoda kontejnerskim brodarima i predstavljaju novčanu naknadu koju korisnici prijevoza plaćaju po kontejnerskoj jedinici za izvršenu uslugu prijevoza na određenoj relaciji. Ukupnost svih naplaćenih vozarina na pojedinom putovanju trebala bi pokriti sve troškove tog linijskog servisa. Međutim, nepostojanost u stabilnosti kontejnerskih vozarina koje se pojavljuju u proteklih nekoliko godina negativno utječu na uspješnost poslovanja kontejnerskih brodara. Stoga se pojavila osnovna potreba za pronalaženjem novih modela formiranja kontejnerskih vozarina s kojima bi se ublažili ti negativni trendovi i izbjegle ekonomske krize koje pogađaju pomorsku industriju. Iz toga proizlazi osnovna svrha i cilj provedenog istraživanja, a sastoji se u pronalaženju optimalnog modela za ocjenu ovisnosti te određivanje one razine tehnološko-tržišnih pokazatelja s kojima bi se osigurala dugoročna stabilnost poslovanja svih sudionika u kontejnerskom prometu. Za potrebe definiranja i postavljanja prognostičkog modela korišteni su najvažniji čimbenici koji utječu na tržište kontejnerskog prometa u svijetu. Provjera i dokazivanje uspješnosti postavljenog modela provest će se na primjeru luke Rijeka koja se nalazi na sjevernojadranskom prometnom pravcu.Providing container transport services is an extremely complex process, which requires high capital investments in basic equipment and container vessels. It is under the constant influence of the frequent changes arising from the offer and demand market for shipping area and that results in a great business uncertainty and a high degree of the business risk. Therefore, the performance of the container shipping companies' business directly depends on different technology-market indicators and, in particular, on the formation policy of container freight rate and its timely enforceability. Container freight rates constitute the main source of the container shippers' income and represent a fee that transport customers pay by a container unit for provided transportation service on the specified route. Total amount of all the collected freight rates on each trip should cover all the costs of that line service. However, transiency in the stability of the container freight rates that appears in recent years affects adversely the performance of container shipping business. Therefore, the basic need for finding new models of forming the containers' freight rates arose, with which these negative trends would be alleviated and the economic crisis that affect the maritime industry would be avoided. From that results the main purpose and objective of the conducted research, and it consists in finding the optimal model for the dependence evaluation and determination of those levels of the technological-market indicators with which a long-term business stability of all participants in container transport would be ensured. For the purposes of defining and setting up a prognostic model, the most important factors affecting the market of container transport in the world were used. Verification and proving of the success of the set model is performed on the example of the Port of Rijeka which is on the Northern Adriatic traffic route

The Prognostic model of evaluation the dependence of technological-market indicators in container traffic

Pružanje usluge kontejnerskog prijevoza je iznimno složen proces, koji zahtijeva visoka kapitalna ulaganja u osnovnu opremu i kontejnerske brodove. Nalazi se pod stalnim utjecajem čestih promjena koje nastaju na tržištu ponude i potražnje za brodskim prostorom, što ima za posljedicu veliku poslovnu nesigurnost i visoki stupanj poslovnog rizika. Zbog toga je uspješnost poslovanja kontejnerskih brodara u direktnoj ovisnosti o različitim tehnološko-tržišnim pokazateljima, a posebice politike formiranja kontejnerskih vozarina i njezine pravovremene provedivosti. Kontejnerske vozarine čine osnovni izvor prihoda kontejnerskim brodarima i predstavljaju novčanu naknadu koju korisnici prijevoza plaćaju po kontejnerskoj jedinici za izvršenu uslugu prijevoza na određenoj relaciji. Ukupnost svih naplaćenih vozarina na pojedinom putovanju trebala bi pokriti sve troškove tog linijskog servisa. Međutim, nepostojanost u stabilnosti kontejnerskih vozarina koje se pojavljuju u proteklih nekoliko godina negativno utječu na uspješnost poslovanja kontejnerskih brodara. Stoga se pojavila osnovna potreba za pronalaženjem novih modela formiranja kontejnerskih vozarina s kojima bi se ublažili ti negativni trendovi i izbjegle ekonomske krize koje pogađaju pomorsku industriju. Iz toga proizlazi osnovna svrha i cilj provedenog istraživanja, a sastoji se u pronalaženju optimalnog modela za ocjenu ovisnosti te određivanje one razine tehnološko-tržišnih pokazatelja s kojima bi se osigurala dugoročna stabilnost poslovanja svih sudionika u kontejnerskom prometu. Za potrebe definiranja i postavljanja prognostičkog modela korišteni su najvažniji čimbenici koji utječu na tržište kontejnerskog prometa u svijetu. Provjera i dokazivanje uspješnosti postavljenog modela provest će se na primjeru luke Rijeka koja se nalazi na sjevernojadranskom prometnom pravcu.Providing container transport services is an extremely complex process, which requires high capital investments in basic equipment and container vessels. It is under the constant influence of the frequent changes arising from the offer and demand market for shipping area and that results in a great business uncertainty and a high degree of the business risk. Therefore, the performance of the container shipping companies' business directly depends on different technology-market indicators and, in particular, on the formation policy of container freight rate and its timely enforceability. Container freight rates constitute the main source of the container shippers' income and represent a fee that transport customers pay by a container unit for provided transportation service on the specified route. Total amount of all the collected freight rates on each trip should cover all the costs of that line service. However, transiency in the stability of the container freight rates that appears in recent years affects adversely the performance of container shipping business. Therefore, the basic need for finding new models of forming the containers' freight rates arose, with which these negative trends would be alleviated and the economic crisis that affect the maritime industry would be avoided. From that results the main purpose and objective of the conducted research, and it consists in finding the optimal model for the dependence evaluation and determination of those levels of the technological-market indicators with which a long-term business stability of all participants in container transport would be ensured. For the purposes of defining and setting up a prognostic model, the most important factors affecting the market of container transport in the world were used. Verification and proving of the success of the set model is performed on the example of the Port of Rijeka which is on the Northern Adriatic traffic route

The Prognostic model of evaluation the dependence of technological-market indicators in container traffic

Pružanje usluge kontejnerskog prijevoza je iznimno složen proces, koji zahtijeva visoka kapitalna ulaganja u osnovnu opremu i kontejnerske brodove. Nalazi se pod stalnim utjecajem čestih promjena koje nastaju na tržištu ponude i potražnje za brodskim prostorom, što ima za posljedicu veliku poslovnu nesigurnost i visoki stupanj poslovnog rizika. Zbog toga je uspješnost poslovanja kontejnerskih brodara u direktnoj ovisnosti o različitim tehnološko-tržišnim pokazateljima, a posebice politike formiranja kontejnerskih vozarina i njezine pravovremene provedivosti. Kontejnerske vozarine čine osnovni izvor prihoda kontejnerskim brodarima i predstavljaju novčanu naknadu koju korisnici prijevoza plaćaju po kontejnerskoj jedinici za izvršenu uslugu prijevoza na određenoj relaciji. Ukupnost svih naplaćenih vozarina na pojedinom putovanju trebala bi pokriti sve troškove tog linijskog servisa. Međutim, nepostojanost u stabilnosti kontejnerskih vozarina koje se pojavljuju u proteklih nekoliko godina negativno utječu na uspješnost poslovanja kontejnerskih brodara. Stoga se pojavila osnovna potreba za pronalaženjem novih modela formiranja kontejnerskih vozarina s kojima bi se ublažili ti negativni trendovi i izbjegle ekonomske krize koje pogađaju pomorsku industriju. Iz toga proizlazi osnovna svrha i cilj provedenog istraživanja, a sastoji se u pronalaženju optimalnog modela za ocjenu ovisnosti te određivanje one razine tehnološko-tržišnih pokazatelja s kojima bi se osigurala dugoročna stabilnost poslovanja svih sudionika u kontejnerskom prometu. Za potrebe definiranja i postavljanja prognostičkog modela korišteni su najvažniji čimbenici koji utječu na tržište kontejnerskog prometa u svijetu. Provjera i dokazivanje uspješnosti postavljenog modela provest će se na primjeru luke Rijeka koja se nalazi na sjevernojadranskom prometnom pravcu.Providing container transport services is an extremely complex process, which requires high capital investments in basic equipment and container vessels. It is under the constant influence of the frequent changes arising from the offer and demand market for shipping area and that results in a great business uncertainty and a high degree of the business risk. Therefore, the performance of the container shipping companies' business directly depends on different technology-market indicators and, in particular, on the formation policy of container freight rate and its timely enforceability. Container freight rates constitute the main source of the container shippers' income and represent a fee that transport customers pay by a container unit for provided transportation service on the specified route. Total amount of all the collected freight rates on each trip should cover all the costs of that line service. However, transiency in the stability of the container freight rates that appears in recent years affects adversely the performance of container shipping business. Therefore, the basic need for finding new models of forming the containers' freight rates arose, with which these negative trends would be alleviated and the economic crisis that affect the maritime industry would be avoided. From that results the main purpose and objective of the conducted research, and it consists in finding the optimal model for the dependence evaluation and determination of those levels of the technological-market indicators with which a long-term business stability of all participants in container transport would be ensured. For the purposes of defining and setting up a prognostic model, the most important factors affecting the market of container transport in the world were used. Verification and proving of the success of the set model is performed on the example of the Port of Rijeka which is on the Northern Adriatic traffic route

Inland Container Terminals in the Function of the Northern Adriatic Ports Enhanced Operation

Continuous growth in the Northern Adriatic ports container traffic has caused a high utilization rate of the existing loading/unloading and storage capacities. In order to relieve pressure in ports and avoid traffic congestion and overcrowding which are already occurring, a possible solution is imposed by the construction of a new inland container terminal in their catchment background. This would meet the need for additional storage areas, speed up the flow of containers and ensure sustainable development of the Northern Adriatic container ports. In this paper, a proposition is presented for development of an inland container terminal in Kotoriba as a transit logistics centre for the ports of Rijeka, Trieste and Koper. Using the concept of their transport interlinkage and business policy pursuing their common appearance on the market, unlimited possibilities will be provided for the development of the Northern Adriatic supply chain toward the markets of the Central and Eastern Europe

Defining freight rates as a contribution to the successful operation of container shipping companies

The globalization of the world market and the flexibility of containerization to adjust to the constant changes in supply and demand of the international goods market, has led to a continuous increase in the portion of the container transport within the international maritime cargo transport. By the increase of the container transport level, the impact and importance of container freight rates have been growing, the variability of which directly reflects on the world economy. The aim of this paper is to analyze the efficiency of actual methods in establishing the container freight rates according to the problems which appear in the container shipping operation and refer to large differences in the weights of the actual transported cargo and the declared cargo in containers. The consequence of is lower freight rates and higher costs of the vessels exploitation, concerning the increase of the bunker oil consumption. The conducted research is based on actual data that have been collected and analyzed from particular container vessel liner services within period of 90 days and casting off from 16 container ports. The proposed measures could increase the level of usability of the transporting ships capacities and enable a more accurate and correct account of sea freight rates. The results of the research have shown that by increasing the control of accuracy of the cargo weight in containers and by improving the model of accounting, the freight rates can increase the incomes of shipping companies maintaining the same level of container traffic, which can have a direct influence on the efficiency of their successful operation

Assessing the Possibilities of Integrating Ports into the Circular Economy

Ports are very important international hubs within transport networks where various industrial and logistical activities are performed. However, by use of the closed-loop mechanism the circular economy would reduce the need for imported primary raw materials because it would treat waste as a secondary raw material. This would greatly affect the way in which ports operate because primary raw materials make up most of their cargo volume. Therefore, it is essential to evaluate the possibilities of integrating ports into the circular economy. This paper aims to use the descriptive research method to assess ports on their role in the circular economy, and based on the SWOT analysis has highlighted the key elements of circular analysis of waste streams to objectively evaluate the closed - loop mechanism. The conclusion is that due to the decline in primary raw material volumes within the circular economy, ports would therefore become centers of innovation in order to attract as many new industries as possible within their sector. The circular business model of ports would also require renewed cooperation from key actors within the port sector, the most important being the port authority, industrial clusters and academic institutions

Analysis of Port Community System Introduction in Croatian Seaports - Case Study Split

The introduction of a Port Community System (PCS) is identified as one of the key elements facilitating seaport development. In this paper, the analysis of seaport stakeholders and Maritime Single Window systems in Croatia is performed, including NSW (National Single Window), MNSW (Maritime National Single Window: CIMIS - Croatian Integrated Maritime Information System), their interaction and development of the national model for a PCS, ongoing in the form of a pilot project in the Port of Rijeka. This development is selected as a precedent for creation of the nation-wide PCS to be used also in other cargo ports of national interest, including Split. Further building on this newly gained knowledge and taking into consideration the development of the national PCS model, we explain the inherent characteristics of the Port of Split in terms of traffic evaluation in various port basins. We also provide a comprehensive set of operative guidelines for adjustment of the functional PCS module architecture to be deployed in the Port of Split and serving specific business needs of all identified port cluster’s stakeholders after the initial development in the Port of Rijeka is completed

Influence of the ship arrival process on the load of container yards at the container terminal

Kontejnerske luke omogućavaju kontejnerskim brodovima obavljanje ukrcaja i iskrcaja kontejnera. Izgradnja lučkih kapaciteta je skupa, a tokom obavljanja djelatnosti prekrcaja brodova dešavaju se izvjesni zastoji. Ona se manifestiraju u određenom vremenu čekanja lučkih kapaciteta uzrokovanih ili neravnomjernim dolascima brodova ili čekanjem na započinjanje ukrcajno-iskrcajnih manipulacija. Međutim, čekanje broda na početak rada je također skupo, stoga je zajednički interes luke i brodara da se minimizira broj brodova i duljina vremena čekanja brodova. U ovome se radu istražuje utjecaj toka dolazaka brodova na opterećenje slagališta kontejnerskog terminala u Rijeci s obzirom da su ti kapaciteti ograničeni prostorom, ali i kapacitetima lučke pretovarne mehanizacije. Moguća su tri toka dolazaka u kojima kontejnerski brodovi pristižu na pristan i to: skladišno kontrolirani, ravnomjerni i nekontrolirani dolasci. Prikazani su realni podaci dobiveni evidencijom kontejnerskog prometa i stanjem opterećenja slagališta. Predlaže se način postavke modela za praćenje opterećenja kapaciteta terminala.Container ports allow container ships to carry out the loading and unloading of containers. The construction of port facilities is expensive, and during the performance of the transshipment vessels occur with certain delays. This is manifested in a certain time mode of the port facilities caused or with irregular arrivals of the ships or with waiting for the cargo loading/unloading procedure to start. However, waiting for the ship to start the transshipment processes is also expensive hence the common interest of the port and the shipping companies to minimize the number and length of time waiting for ships. This paper explores the impact of the ship arrivals to the loading of container terminal yards in Rijeka, with respect that these capacities have a limited space, as well as limited port facilities and reloading equipment. There are three possible arrival processes in which container ships can arrive at the berth: warehouse controlled, uniform and uncontrolled arrivals. The paper deals with the real data obtained from the records of the container transport and of the loading conditions of container yards in the port of Rijeka. Tenets models are proposed for monitoring the load capacity of the terminal

Influence of the ship arrival process on the load of container yards at the container terminal

Kontejnerske luke omogućavaju kontejnerskim brodovima obavljanje ukrcaja i iskrcaja kontejnera. Izgradnja lučkih kapaciteta je skupa, a tokom obavljanja djelatnosti prekrcaja brodova dešavaju se izvjesni zastoji. Ona se manifestiraju u određenom vremenu čekanja lučkih kapaciteta uzrokovanih ili neravnomjernim dolascima brodova ili čekanjem na započinjanje ukrcajno-iskrcajnih manipulacija. Međutim, čekanje broda na početak rada je također skupo, stoga je zajednički interes luke i brodara da se minimizira broj brodova i duljina vremena čekanja brodova. U ovome se radu istražuje utjecaj toka dolazaka brodova na opterećenje slagališta kontejnerskog terminala u Rijeci s obzirom da su ti kapaciteti ograničeni prostorom, ali i kapacitetima lučke pretovarne mehanizacije. Moguća su tri toka dolazaka u kojima kontejnerski brodovi pristižu na pristan i to: skladišno kontrolirani, ravnomjerni i nekontrolirani dolasci. Prikazani su realni podaci dobiveni evidencijom kontejnerskog prometa i stanjem opterećenja slagališta. Predlaže se način postavke modela za praćenje opterećenja kapaciteta terminala.Container ports allow container ships to carry out the loading and unloading of containers. The construction of port facilities is expensive, and during the performance of the transshipment vessels occur with certain delays. This is manifested in a certain time mode of the port facilities caused or with irregular arrivals of the ships or with waiting for the cargo loading/unloading procedure to start. However, waiting for the ship to start the transshipment processes is also expensive hence the common interest of the port and the shipping companies to minimize the number and length of time waiting for ships. This paper explores the impact of the ship arrivals to the loading of container terminal yards in Rijeka, with respect that these capacities have a limited space, as well as limited port facilities and reloading equipment. There are three possible arrival processes in which container ships can arrive at the berth: warehouse controlled, uniform and uncontrolled arrivals. The paper deals with the real data obtained from the records of the container transport and of the loading conditions of container yards in the port of Rijeka. Tenets models are proposed for monitoring the load capacity of the terminal

Comparison of External Costs of Diesel, LNG, and Electric Drive on a Ro-Ro Ferry Route

Following the sustainable transport policy, environmental criteria are becoming a competitive factor within the maritime shipping industry. The use of greener fuels in internal combustion engines, including electric drive, is a measure that can reduce external costs of transport. Alternative fuels in maritime transport, benefits, and potential attainable savings have been examined on the Kamenari–Lepatane ro-ro ferry route in the Bay of Kotor located in Montenegro. The results indicate higher total fuel cost savings by switching to LNG compared with electric power. However, the external costs of the latter are considerably lower, especially using renewable energy sources rather than fossil ones in the production process. The results obtained, relative to the magnitude and assumed complete internalization of external costs, justify the incentive to use the renewable sources as energy providers on the examined ro-ro ferry route. Environmental criteria should play a decisive role in assessing the overall benefit value, under the current trends and regulations of emissions reduction in maritime transport