Suchergebnisse

The Marine Strategy Framework Directive adopted in 2008 aims to achieve Good Environmental Status (GES) of the EU's marine waters by 2020 and to protect the resource base upon which marinerelated economic and social activities depend. To that end each Member State is required to develop its Marine Strategy, keep it up-to-date and have it reviewed every 6 years. The Republic of Croatia has by mid-2019 not adopted its national strategic document. The paper analyses the chronology, content of EU official country reports on marine environment, possible obstacles in adoption procedure and presents proposal for more efficient approach to protecting the Adriatic Sea. Marine spatial planning is also considered key instrument for managing the conflicts resulting from the increasing utilization and industrialization of the world's seas and oceans. The process of national marine policy adoption should be made more clear and transparent to general public which is at the same time the public concerned, and to expert community. Strategic vision can only be built on knowledge, education and awareness of wider public.

The Marine Strategy Framework Directive adopted in 2008 aims to achieve Good Environmental Status (GES) of the EU's marine waters by 2020 and to protect the resource base upon which marinerelated economic and social activities depend. To that end each Member State is required to develop its Marine Strategy, keep it up-to-date and have it reviewed every 6 years. The Republic of Croatia has by mid-2019 not adopted its national strategic document. The paper analyses the chronology, content of EU official country reports on marine environment, possible obstacles in adoption procedure and presents proposal for more efficient approach to protecting the Adriatic Sea. Marine spatial planning is also considered key instrument for managing the conflicts resulting from the increasing utilization and industrialization of the world's seas and oceans. The process of national marine policy adoption should be made more clear and transparent to general public which is at the same time the public concerned, and to expert community. Strategic vision can only be built on knowledge, education and awareness of wider public.

Calculation of external costs in ports is often based on the estimation of necessary input values. Such approach leads to the large differences between results of different researchers and does not show exactly the share of the individual polluter. Internalization of external costs as a tool of current European Union transport policy requires accurate data in order to realize the principle "polluter pays". Authors emphasize three main guidelines: air pollutant emission as a source of pollution, fixed number of people as an exposure to pollution and a certain way of interpretation of results. The calculation is based on values of emissions from ships rather than on values measured in air. Parameters for calculation are previously known from the ship registers, spreadsheets, and public documents, and only the fuel consumption measurement is desirable. The concept avoids the uncertainties in research as much as possible, enables identification of polluter and its share in total pollution, and could make valuation procedure more precise and fair.

Calculation of external costs in ports is often based on the estimation of necessary input values. Such approach leads to the large differences between results of different researchers and does not show exactly the share of the individual polluter. Internalization of external costs as a tool of current European Union transport policy requires accurate data in order to realize the principle "polluter pays". Authors emphasize three main guidelines: air pollutant emission as a source of pollution, fixed number of people as an exposure to pollution and a certain way of interpretation of results. The calculation is based on values of emissions from ships rather than on values measured in air. Parameters for calculation are previously known from the ship registers, spreadsheets, and public documents, and only the fuel consumption measurement is desirable. The concept avoids the uncertainties in research as much as possible, enables identification of polluter and its share in total pollution, and could make valuation procedure more precise and fair.

Considering the constant growth of maritime transport and the role of the European Union in the international seaborne trade, it is important to determine the readiness of the EU in case of marine pollution. This paper summarizes the data regarding the number of the vessels ready for the response, and immediate and long-term storage facilities for the oily waste collected after an operation on the European Union territory. The aim of the study is to show the current available operational capacities in each Member State, as well as to determine the strength and capacity of five European regions for a prompt and efficient response to an oil spill. This paper seeks to highlight the importance of practical details that should be accessible and well prepared when an oil spill occurs. Based on the analysis of secondary data, it was found out that the Mediterranean area has the largest number of vessels ready for response in case of oil pollution, while the largest storage capacity for oily waste on shore is in the Baltic region. Particular reference is given to the Republic of Croatia which currently has nine available response vessels with the total storage capacity on board of 49.7 m3

External cost of road traffic, identified as the highest among traffic modes, is an important indicator of the European Union's transport policy to shift traffic off the road to a more environmentally acceptable mode. Ferry traffic generates benefits to each port of call in localities having invested in port infrastructure, and there is an interest of the local community to have their own ferry line, especially on islands. Two alternative ferry lines have been created combining maritime and road traffic on the specific route from the town of Vis to the town of Komiža and compared from the external costs standpoint. The first alternative ferry line comprises one port of call in the town of Vis, combining it with a road modality to and from the town of Komiža. In the second alternative, the road traffic has been excluded and two ferry ports of call have been introduced, one towards the town of Vis and the other by extending the ferry voyage to the town of Komiža. The results show the model of one port of call with the integration of more road traffic on the specific route as a better solution. Despite the use of ultra-low sulphur diesel fuel on ferries, the absence of congestion in road traffic on the island of Vis and generally slow implementation of modern emission standards in maritime traffic, road traffic seems to provide a better solution as an environmentally more acceptable mode on this route.

External cost of road traffic, identified as the highest among traffic modes, is an important indicator of the European Union's transport policy to shift traffic off the road to a more environmentally acceptable mode. Ferry traffic generates benefits to each port of call in localities having invested in port infrastructure, and there is an interest of the local community to have their own ferry line, especially on islands. Two alternative ferry lines have been created combining maritime and road traffic on the specific route from the town of Vis to the town of Komiža and compared from the external costs standpoint. The first alternative ferry line comprises one port of call in the town of Vis, combining it with a road modality to and from the town of Komiža. In the second alternative, the road traffic has been excluded and two ferry ports of call have been introduced, one towards the town of Vis and the other by extending the ferry voyage to the town of Komiža. The results show the model of one port of call with the integration of more road traffic on the specific route as a better solution. Despite the use of ultra-low sulphur diesel fuel on ferries, the absence of congestion in road traffic on the island of Vis and generally slow implementation of modern emission standards in maritime traffic, road traffic seems to provide a better solution as an environmentally more acceptable mode on this route.

The description of sound as a form of energetic pollutant is very complex as is also its impact on aquatic life. Human activities causing continuous and implosive underwater noise, such as marine traffic, maintenance of ships, coastal tourism, marine research, military, offshore energy platforms, generation of ocean energies and construction operations are expected to increase. The paper analyses current approach to minimise the impact of underwater noise and limit its emissions, examines regulatory approach and discusses the possibilities to control this type of pollution in order to ensure the preservation of natural underwater soundscape. The timely implementation and further development of the European Marine Strategy Framework Directive and its provisions related to underwater noise is of exceptional importance for the Adriatic Sea, which is facing increasing pressure from various industries generating underwater noise.

The description of sound as a form of energetic pollutant is very complex as is also its impact on aquatic life. Human activities causing continuous and implosive underwater noise, such as marine traffic, maintenance of ships, coastal tourism, marine research, military, offshore energy platforms, generation of ocean energies and construction operations are expected to increase. The paper analyses current approach to minimise the impact of underwater noise and limit its emissions, examines regulatory approach and discusses the possibilities to control this type of pollution in order to ensure the preservation of natural underwater soundscape. The timely implementation and further development of the European Marine Strategy Framework Directive and its provisions related to underwater noise is of exceptional importance for the Adriatic Sea, which is facing increasing pressure from various industries generating underwater noise.

The UN agenda for Sustainable Development underlines the importance of balanced and integrated environmental, economic and social development through 17 goals. The role of the shipping industry in achieving the sustainable goals is recognized and highlighted by UN. As shipping companies are one of the most important stakeholders in the global economy and maritime transport, sustainable goals must be integrated into their continued operations and development. This paper aims to analyze the commitment of the largest shipping companies to the Sustainable Development Goals (SDG). From their annual reports for 2019 and 2020, an analysis of the commitment to SDG was conducted. The analysis shows that the majority of the companies comply with the SDG and embed them in their daily business processes.