Abstract
This paper proposes a model for optimizing the ferry traffic and the traffic demand at the macroscopic level by using information technology (IT) and the existing tourist amenities as a key element for achieving harmonization of supply and demand, i.e. optimization of the assessed system. Proposed approach differs from the other/present models because it includes the application of the macroscopic, instead of the microscopic (local) approach, i.e. harmonization of the ferry infrastructure demand from the place of its origin (road border crossings) to the place of its operation, i.e. the ferry infrastructure, and not solely in particular segments of the ferry infrastructure.
Highlights
The ferry traffic in the Republic of Croatia represents the only link that allows the transport of vehicles and passengers between the mainland and the Croatian islands
The analysis of the existing system [17] has clearly shown that the complexity of the ferry traffic optimization in the Republic of Croatia is primarily defined by three elements – indented coastline, tourist season/seasonality and discrepancy in the current infrastructure and market demands
This paper proposes a model for optimizing the ferry traffic and the traffic demand at the macroscopic level by using information technology (IT) and the existing tourist infrastructure as a key element for achieving harmonization of supply and demand, i.e. optimization of the assessed system
Summary
The ferry traffic in the Republic of Croatia represents the only link that allows the transport of vehicles and passengers between the mainland and the Croatian islands. The analysis of the existing system [17] has clearly shown that the complexity of the ferry traffic optimization in the Republic of Croatia is primarily defined by three elements – indented coastline (the geographical impact), tourist season/seasonality (the traffic impact) and discrepancy in the current infrastructure (ferry ports infrastructure) and market demands (road vehicles – traffic influence, i.e. traffic infrastructure). Due to their specific properties, each of the elements imposes significant, often mutually exclusive, limits in the process of the optimisation. This approach differs from the present models because it includes the application of the macroscopic, instead of the microscopic (local) approach, i.e. harmonization of the ferry infrastructure demand from the place of its origin (road border crossings) to the place of its operation, i.e. the ferry infrastructure, and not solely in particular segments of the ferry infrastructure
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