Suchergebnisse

Maritime transport logistics outgrows the competence of classic freight forwarders deleting the boundaries among forwarders, brokers, and carriers and creates a new profession, logistics operator. They are now faced with the need for careful planning and coordination among multiple parties for shifting the freight logistics industry towards more sustainable goals. Significant need for political and operational respect of principles of sustainable development, and also external costs in this context, undertakes logistics operators to review their solutions in accordance with adequate knowledge, skills, and competencies. It is particularly important in forecasting the external costs which are not a central business interest. The above mentioned competencies are described focusing on subjects (issues and knowledges) through whom logistics operators should be trained. Moreover, logistics operators have a greater responsibility towards carriers but also an opportunity to reduce not only the cost of transportation but also the external costs within the logistic supply chain. In this paper calculation of external costs is, practically, shown in the example of towing in the port. The old education programs were compared with the new demands of the market. The substantial difference was evident in the subject of Marine Ecology whose content is becoming the central issue of sustainability of transport modalities. New competencies of logistics operators will become the relevant factor of sustainable development and competitiveness on the freight logistics market. That confirm the analysed current projects about present trends in the transport sector in which the green logistics including external costs become the important and binding element of cargo flow planning.

Branch Xa of Pan-European Transport Corridor X has a strategic importance for Croatia since this corridor (Corridor branch) enables linking of Croatia with Slovenia and Austria, which, according to the current data on the structure of trade in goods from countries, is counted among five most important Croatian trading partners. Therefore, the valorization of the branch of Corridor X has unquestionable importance for the Croatian economy and the associated surroundings that gravitate in the transport route. Conditional on the numerous geo-transport and socioeconomic factors, the valorization of transport corridor on the transport market is determined also by the value of transport (traffic) services that are determined by the costs incurred in its production. Accordingly, the underlying problem of the present study is to analyze the external costs of the branch of Corridor X which, although, belong to the category of social costs borne by society, have the intention to become, over various regulatory measures (excise), an integral part of the costs of the conveyor. With the aim of the research in this study, which, generally, supports the need for internalization of the external costs, as the essential factors of valorization of the transport corridors, a comparative analysis of external costs of the branch of Corridor X between the road and rail transport was performed. As input data, the results of in-depth analysis were used, resulting from the studies of the European Commission for the European Union, specifically Studies for Corridor X and Studies on East-Mediterranean transport routes. The research results show that the mean values of external costs of freight rail transport on the branch Xa are almost five times fewer than the average value of external costs of road transport and that, in accordance with the purpose of these investigations, the internalization of external costs is unquestionably required for planning the traffic flows and valorization of the route.

Maritime transport logistics outgrows the competence of classic freight forwarders deleting the boundaries among forwarders, brokers, and carriers and creates a new profession, logistics operator. They are now faced with the need for careful planning and coordination among multiple parties for shifting the freight logistics industry towards more sustainable goals. Significant need for political and operational respect of principles of sustainable development, and also external costs in this context, undertakes logistics operators to review their solutions in accordance with adequate knowledge, skills, and competencies. It is particularly important in forecasting the external costs which are not a central business interest. The above mentioned competencies are described focusing on subjects (issues and knowledges) through whom logistics operators should be trained. Moreover, logistics operators have a greater responsibility towards carriers but also an opportunity to reduce not only the cost of transportation but also the external costs within the logistic supply chain. In this paper calculation of external costs is, practically, shown in the example of towing in the port. The old education programs were compared with the new demands of the market. The substantial difference was evident in the subject of Marine Ecology whose content is becoming the central issue of sustainability of transport modalities. New competencies of logistics operators will become the relevant factor of sustainable development and competitiveness on the freight logistics market. That confirm the analysed current projects about present trends in the transport sector in which the green logistics including external costs become the important and binding element of cargo flow planning.

Maritime transport logistics outgrows the competence of classic freight forwarders deleting the boundaries among forwarders, brokers, and carriers and creates a new profession, logistics operator. They are now faced with the need for careful planning and coordination among multiple parties for shifting the freight logistics industry towards more sustainable goals. Significant need for political and operational respect of principles of sustainable development, and also external costs in this context, undertakes logistics operators to review their solutions in accordance with adequate knowledge, skills, and competencies. It is particularly important in forecasting the external costs which are not a central business interest. The above mentioned competencies are described focusing on subjects (issues and knowledges) through whom logistics operators should be trained. Moreover, logistics operators have a greater responsibility towards carriers but also an opportunity to reduce not only the cost of transportation but also the external costs within the logistic supply chain. In this paper calculation of external costs is, practically, shown in the example of towing in the port. The old education programs were compared with the new demands of the market. The substantial difference was evident in the subject of Marine Ecology whose content is becoming the central issue of sustainability of transport modalities. New competencies of logistics operators will become the relevant factor of sustainable development and competitiveness on the freight logistics market. That confirm the analysed current projects about present trends in the transport sector in which the green logistics including external costs become the important and binding element of cargo flow planning.

The aim of this paper was to determine the economic impact of the transportation sector on the Croatian economy by using input-output analysis. According to the input-output tables for the Croatian economy for 2004, 2010, 2013, and 2015, output and gross value-added multipliers were calculated. The results of the conducted analysis indicated that the multiplicative effects of the transportation sector in Croatia were significant in the observed period, especially for the air transport sector. Furthermore, comparative multiplier analysis with selected European Union countries was performed to assess the Croatian transportation industry position from an international perspective. Lower output and gross value-added multipliers for the Croatian transportation sector imply that old European Union member states capitalized the transportation sector more for growth and development. The Croatian transportation sector recorded lower imported intermediate inputs, average domestic inputs, and higher value-added multipliers similar to new European Union members. Simulations based on multiplicative effects show that restrictions on movements and human contacts, imposed due to the COVID-19 pandemic, could induce a strong reduction in the economic activity of transport and other sectors that are included in the value-added chain of the transport industry.

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.

In accordance with the European Union transport policy, external costs have become a new and important factor in cargo flows formation. Shifting the freight from road to railway in order to decrease the external costs is one of the consequences of implementing such a policy. By incorporating the Port of Rijeka into the Adriatic Baltic Transport Corridor, the railway section of the Rijeka-Pivka corridor has gained first-rate significance. Considering external costs, shifting a part of cargo from the corridor section Koper-Divača onto the Rijeka-Pivka section, and modernization the railway of the latter one, has become the common interest of Slovenia and the Republic of Croatia. The increase of cargo flows intensity on this railway route, based on the principles of green logistics, would inevitably lead to the same effects at the Koper-Pivka railway route. Such development would not jeopardize the competitiveness of the Port of Koper, on the contrary, the cargo flows through Slovenia would increase in a short-term period. This approach means a practical realization of the interests for the EU members countries on the Baltic-Adriatic corridor and efforts of the European transport policy, which takes into account the external costs as an innovative approach to the creation of the "green corridors".

In accordance with the European Union transport policy, external costs have become a new and important factor in cargo flows formation. Shifting the freight from road to railway in order to decrease the external costs is one of the consequences of implementing such a policy. By incorporating the Port of Rijeka into the Adriatic Baltic Transport Corridor, the railway section of the Rijeka-Pivka corridor has gained first-rate significance. Considering external costs, shifting a part of cargo from the corridor section Koper-Divača onto the Rijeka-Pivka section, and modernization the railway of the latter one, has become the common interest of Slovenia and the Republic of Croatia. The increase of cargo flows intensity on this railway route, based on the principles of green logistics, would inevitably lead to the same effects at the Koper-Pivka railway route. Such development would not jeopardize the competitiveness of the Port of Koper, on the contrary, the cargo flows through Slovenia would increase in a short-term period. This approach means a practical realization of the interests for the EU members countries on the Baltic-Adriatic corridor and efforts of the European transport policy, which takes into account the external costs as an innovative approach to the creation of the "green corridors".

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.

Until recently marginalized, noise pollution has become a significant source of external transportation costs. Noise costs have currently reached a respectable share of 7%, an increase of 3.5 times in the last five years. No other item of external transport costs shows even close to such growth, and the total increased by only 8% in the same period. Raising awareness of the harmfulness of this kind of contamination has contributed to better perception and detection of noise. Stricter and more thorough valorization of traffic noise has led to an increase in the share of external noise costs. Using or installing expensive noise protection equipment and new knowledge about the noise harmful effects on health contribute to the same trend. Noise pollution should be considered as an obligatory item in the assessment of sustainability in modern transport today.