Port Of Rijeka Research Articles

NOx Emissions Control Area (NECA) scenario for ports in the North Adriatic Sea

In response to global warming, the International Maritime Organisation (IMO) set rules of 50% Greenhouse Gas (GHG) reduction by 2050, from 2008 levels. Signatory countries to the IMO's regulation require frequent assessment of the contribution of GHG emissions from shipping calling at their ports or trading in their territorial waters to ensure their compliance with the regulations. This demands a rapid and accurate method to assess shipping's contribution to GHG emissions.Current methodologies for estimating emissions from ships can be described on a scale between bottom-up and top-down methods. Top-down methods provide rapid estimates – primarily based on fuel sales reports - without considering individual vessel details. Therefore, they are less accurate and do not provide a breakdown of emissions by ship types or in specific regions. Bottom-up methodologies are detailed vessel-based estimates; however, they are data and time-demanding.The Ship Emissions Assessment method (SEA) (Topic et al., 2021) fills the gap between bottom-up and top-down methods by providing an innovative hybrid solution for rapid but accurate ship emission estimation. It uses publicly available, cost-effective data sets for emission estimates. The SEA method is capable of estimating ships' emissions in designated areas to understand regulations' effectiveness and provide emission quantification evidence. This research objective was to apply the SEA method to quantify CO2, SOX and NOX exhaust emissions from containerships for the three crucial containership ports: Trieste, Rijeka and Venice, in the North of the Adriatic Sea.The SEA methodology was applied to assess emissions and forecast efficiency in scenarios of different regulatory measures. A reduction in NOx emissions was estimated for the event of the implementation of NECA in all three ports. Results showed that 447.13 tonnes of NOx could be reduced each year in the North Adriatic Sea area around the ports of Rijeka, Trieste and Venice in the event that NECA regulations are stipulated.

Model for port service quality and intermodality assessment applying fuzzy logic

Port terminals, as the starting and ending points of the technological process in the transport of goods, are also logistic centers for the provision of services of loading/unloading and storage of goods. Improving the process of transporting goods and achieving competitiveness is not possible without quality port service and customer satisfaction with the service provided, and reduction of traffic congestion and environmental pollution within the guards in which the ports are positioned. This scientific research aimed to analyze, using scientific methodology, the factors influencing the assessment of port service quality and intermodality in the Port of Rijeka and to develop a model for port service quality assessment by implementing fuzzy logic. The model was tested by simulation based on the evaluation of the criteria of influential parameters with inaccurate and indeterminate input data. The test results provide an assessment of the quality provided by port service and intermodality. The results of the research will be used to improve the transport service planning process to achieve greater competitiveness for the port.

Factors Affecting Container Seaport Competitiveness: Case Study on Port of Rijeka

In this research, the authors aimed to investigate the factors affecting the competitiveness of container seaports and apply the research results to the case study of the Port of Rijeka. The previous related research on the topic of the Port of Rijeka is valuable, however, the seaport competitiveness factors were not elaborated in detail, which also represents a research gap. As a first step, the authors identified the competitiveness factors influencing container seaports, using the literature review method. Further, the authors conducted the case study of the Port of Rijeka, using the following identified competitiveness factors: the port’s geographical location, feeder connection, and maritime connectivity, infrastructure and superstructure of the container terminal, berth length, depth of the port and port area characteristics, road and railway infrastructure, port reputation, costs, customs procedure efficiency, and ICT systems. Finally, the authors propose measures to improve the competitiveness of the Port of Rijeka. The presented case study could be used as a reference point for similar container seaports, which are aware of their limited resources, but need to increase their efficiency and competitiveness.

Importance of Condition Assessment Programme by Ultrasonic Measurement

Paper gathers information on Condition Assessment Programme (CAP), which is implemented by classification societies to thoroughly assess condition of tankers and bulk carriers by inspection of engine and hull. It is voluntary programme, mostly participated by tankers and bulk carriers which are fifteen and more years old and today less present on the market. Special focus will be on ultrasonic measurement of thickness of ship´s plates which is most significant indicator on condition of older vessels. After all measuring is done, data is compared with classification society rules and condition of hull and machinery will be assessed. This kind of inspection provides owners of older ships proof that despite age their ships are equally capable of conducting sea voyage. The authors analyse the number of ship arrivals in the port of Rijeka to gain a better insight into their age. Furthermore, the authors advocate ultrasonic thickness measurement for the purpose of reducing hazards.

Impacts of Atmospheric and Anthropogenic Factors on Microbiological Pollution of the Recreational Coastal Beaches Neighboring Shipping Ports.

A comparative study of the two northeastern ports of the Adriatic Sea indicated that the port of Rijeka is microbiologically more loaded than the port of Pula and posing a greater threat to other ports through a potential transfer of pathogens by ballast water. Fecal indicator bacteria, Escherichia coli and intestinal enterococci, were investigated seasonally in 2014–2015 in the ports and during the bathing season monitoring in the two bays where ports are located in 2009–2020. In addition, the indicators and pathogens related to human health were determined in the ports’ seawater and sediment. The determined factors contributing to microbiological pollution were higher number of tourists and locals, potential wastewater and ballast water discharge and enclosed port configuration, with high solar radiation and low precipitation reducing the negative effects. Our research points to the necessity of including Clostridium perfringens in monitoring beach sand during the bathing seasons and a wider list of pathogens in port monitoring due to a potential transfer by shipping ballast water.

Capacity utilization of the container terminal as multiphase service system

A container terminal can be defined as a mass service system in which a multiphase service processes takes place. The terminal consists of three subsystems: quayside, yard and gate. In this paper, queuing theory as one of the operational research method is been used, to determine indicators of functioning the service system on the example of the container terminal of the port of Rijeka. Applying the queueing theory, the service phases that represent a bottleneck can be determined, as well as the phases in which the largest capacity surpluses are located. Finally, based on the current capacities the optimal turnover of the terminal was provided, without congestions and with the highest degree of terminal utilization. The basic conclusion is that the capacity of the system is limited by the capacity of the subsystem that has the smallest capacity, and in this case it is gate/truck and train operation area.

Evaluation Of Cruiser Traffic Variables In Seaports Of The Republic Of Croatia

The paper analyses the data on ship and passenger availability in the busiest ports in the Republic of Croatia. In order to evaluate the variables related to cruiser traffic in seaports in the period from 2015 to 2023 in the Republic of Croatia, it was first necessary to determine the following most important variables of the proposed model: the port of Dubrovnik, the port of Split, the port of Zadar, the port of Rijeka and the port of Šibenik. The trends in passenger traffic from 2015 to 2023 for the five most important cruise ports in the Republic of Croatia were investigated. The values of the selected model variables were quantified on an index scale from zero to 100. This form of tourism is becoming more and more present on the international tourist market, offering numerous favourable opportunities, especially in the Mediterranean area. Due to its geo-traffic position, mild climate and rugged coastline, the Republic of Croatia is one of the most desirable cruising destinations in the world. The aim of this paper is to investigate and evaluate the cruise traffic variables of the busiest ports in the Republic of Croatia and to compare the observed ports with the port of Barcelona, as one of the most important ports for cruise ships in the Mediterranean. The conducted research indicates the constant growth of this form of tourism in the Republic of Croatia with the obligation to implement well-thought-out policies and strategies in order to achieve long-term sustainability.

Rijeka as a socialist port: Insights from Jugolinija's early years, 1947-1960.

To understand the distinctiveness of ports under state socialism, it is necessary to shift the focus from the built environment to flows of people, goods, knowledge and capital. In so doing, this article examines the operation of Yugoslavia's main shipping line, Jugolinija, from its inception in 1947 until 1960. This enterprise was based in the port of Rijeka, with both firm and port experiencing rapid growth during this period. The impact of state socialism can be seen in the primacy of the political over the profitability of the firm, with Jugolinija used to advance Yugoslavia's foreign trade and foreign policy, its interests being subordinated to the project of building self-managed socialism. It can also be seen in the unique challenges posed by having to operate at the intersection of the global market and a highly regulated economy – a situation that also created opportunities for the firm as a whole, as well as for its employees, who had access to foreign currency, travel and knowledge of the world. Jugolinija's privileged access to the world in what was still very much a closed society also created opportunities for ‘leaks’ of personnel and goods. Finally, socialist ideology left its imprint on Jugolinija's operations and shaped the ways in which its employees understood their work and the place of the firm within the Yugoslav economy. While it is tempting to see state socialism as ‘getting in the way’ of Jugolinija's business, in actuality the firm was remarkably successful both at operating within the Yugoslav socialist state framework, and capitalizing on the opportunities provided by access to the global market. Jugolinija's employees, in turn, profited from the mobility that came with working for the firm, sometimes at the expense of the enterprise and the state.

Emission Inventory of Marine Traffic for the Port of Rijeka

The paper estimates the exhaust emissions of marine traffic in the Port of Rijeka based on the ship’s data obtained from the pilot company. The Port of Rijeka is the largest port in Croatia that includes several berthing locations with different terminals. The estimation is made for each of them respecting carbon dioxide (CO2), nitrogen oxides (NOx), sulphur oxides (SOx) and particulate matter (PM) as well as for the amount of total emissions for the area. The aim is to prepare basic records for estimation and further monitoring with respect to changes in the ongoing environmental regulation and restrictions. This paper will contribute to the overall national strategy of preparing shipping emission inventories for the Republic of Croatia. The estimation method is based on the bottom–up approach widely used in such research that starts with ship characteristics and activities when approaching the port.

Grand Hotels Around the Kvarner Bay: Seaside Hospitality Between Austria and Hungary

The hotel architecture around the Kvarner bay represents a specific Austro-Hungarian response to the Riviera phenomenon, made possible by the railway connections to the continental capitals of the Empire with the port of Rijeka. Through a detailed comparison between different investments and realisations, the article explores the ways of dealing with the hotellerie in the coastal area administratively divided between Austria, Hungary and Croatia in the last decades of the 19th century and the years leading to WWI.

Grand Hotels Around the Kvarner Bay: Seaside Hospitality Between Austria and Hungary

The hotel architecture around the Kvarner bay represents a specific Austro-Hungarian response to the Riviera phenomenon, made possible by the railway connections to the continental capitals of the Empire with the port of Rijeka. Through a detailed comparison between different investments and realisations, the article explores the ways of dealing with the hotellerie in the coastal area administratively divided between Austria, Hungary and Croatia in the last decades of the 19th century and the years leading to WWI.

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.

Port of Rijeka as Cruise Destination

Cruise industry in Europe significantly contributes to the European tourism since many cruise ships visit various European destinations. Europe is the second most visited cruise destination, and the most significant part is the Mediterranean with its most popular ports – Dubrovnik and Venice. Even though the numbers of passengers in Dubrovnik and Venice decreased last year, they are still very attractive destinations for cruise tourists and have some advantages to which the port of Rijeka can look up. The aim of this paper is to analyse the importance of the port of Rijeka as cruise destination as well as to determine its condition and the necessary improvements. The results of the research show that the number of passengers in the port of Rijeka has been increasing over the past few years, which indicates that Rijeka is developing as a cruising destination. To determine the cruise passengers’ satisfaction with Rijeka as cruise destination, a survey was conducted among the passengers on cruise ships that visited Rijeka in 2018. The results of the survey show that the passengers were mostly satisfied with Rijeka as cruise destination although there are some aspects that need to be improved such as the offer of souvenirs and shopping in general. Cruise tourists in Rijeka mostly spent money on clothes and accessories, food and beverages, and organised sightseeing. The port of Rijeka has the potential of becoming an attractive cruise destination, but in order to improve, it constantly has to try to satisfy the cruise tourists’ demands.

Modelling Inland Terminal Locations Based on Transport Cost Optimization

The position of inland terminal in transportation network depends on several elements. Selection of these elements has significant influence on its final location. This paper presents the quantitative method to define the optimal location of inland terminal in a node of railway network, primarily based on transportation cost savings. The key condition of the model is that all containers that are currently transported by road are to be transported primarily by rail from the seaport to the proposed location of the inland terminal. Onward transport to the destination can occur by road, rail or inland waterway where possible. The model was validated on a real network, where the first point of entry is the Port of Rijeka (seaport) in Croatia, and the possible location of inland terminal is in the Port of Rijeka hinterland (inside the Croatian borders). The application of the model on a real network has proven its usefulness, especially in the case when there is need for additional criteria in the decision process of determining the inland terminal location.

The One Belt One Road (OBOR) initiative and seaport business in Europe – perspective of the Port of Rijeka

The OBOR-One Belt One Road initiative has potential to enable further development of the Port of Rijeka. The European seaports are important for China in the development of the OBOR initiative, especially the ports on the Maritime Silk Road (MSR) corridor of the OBOR. Chinese investors i.e. terminal operators in the past two decades have strategically invested in the European seaports to strengthen their position and obtain the OBOR goals. European seaports got the opportunity to improve their business through Chinese infrastructure investments and through China’s trade dominance which can bring more cargo to the European seaports. Thus, the OBOR i.e. Maritime Silk Road-MSR provide new possibilities for further development of the Port of Rijeka. The Chinese investors expressed their interest to invest in the Port of Rijeka, but concrete investments and collaboration regarding OBOR have not been realized. In this paper, the OBOR goals in Europe and the current status of OBOR in Europe will be identified. Strategic activities of China in the European seaports will be analyzed. The perspective the Port of Rijeka in the OBOR initiative i.e. MSR corridor will be elaborated according to the analyzed Chinese strategic activities in the European seaports and relevant aspects of the Port of Rijeka business: geo-traffic position, position on the OBOR corridors i.e. MSR corridor, membership in the NAPA – North Adriatic Port Association, shipping services and railway services, port infrastructure and investments.

Benchmarking Analysis of Factors Influencing Container Traffic in the Port of Rijeka

Traditionally, ports have been regarded as hubs responsible for the reception of ships and passengers, but nowadays they have a much wider economic function, being clusters of various activities directly or indirectly linked to maritime transportation and seaborne trade, among which container traffic is the most important segment. The Port of Rijeka as the largest Croatian cargo port, positioned in the North Adriatic Sea, has exceptional but not fully exploited opportunities for further economic development of importance not just for the port and the city but for the Republic of Croatia as well. In addition, its geostrategic position makes it an important international port for Central and South Eastern European countries. The aim of this paper is to investigate and identify the current position of the Port of Rijeka (hereinafter Rijeka) in relation to the container business and, using Benchmarking as the research method, to analyse the established five main factors that have to be taken into consideration where its efficiency is compared to the statistically proven “best container port” in the region – the Port of Koper (hereinafter Koper). The results show significant competitive advantages of the Port of Koper almost in any of the analysed factors. Therefore, recommendations are given for further actions and improvement according to the natural advantages that Rijeka has to utilize in order to enhance its competitiveness and overall performance.

Wave Energy Disbalance as Generator of Extreme Wave Occurrence in Semi-Enclosed Coastal Waters (Example of Rijeka Bay—Croatia)

The conditions for the occurrence of high waves in front of the Rijeka port in the Rijeka Bay were analyzed. The analysis was carried out on the basis of measured data on the wave rider station located in front of the main breakwater of the port of Rijeka and the results of numerical wave generation modelings for the wider sea area on the spatial scale of the Adriatic basin. The results of the conducted analysis show that the sudden transition in wind direction from the third to the second quadrant (and vice versa), with the simultaneous rapid increase in wind speed, creates the conditions for generating the largest waves in front of the port of Rijeka. The main reason for achieving the highest wave height in these conditions is the unbalanced wind power input with non-developed surface dissipation (white-capping) and quadruplet wave interaction. Situations with a slower increase in wind speed and approximately constant wind direction resulted in the occurrence of smaller wave heights. The direct application of anemometric data for the forcing wind field in the Adriatic basin within the wave generation model results in a more accurate simulation of wave height and wave period development than application of the wind field from the prediction atmospheric model Aladin-Hr. This is due to the fact that the site is located in a semi-enclosed sea area of restricted fetch, and the spatial/temporal resolution of atmospheric data (2 km and 3 h) is not sufficient to resolve the rapid transition in the wind field. In the case of direct application of anemometric data, the white-capping parameterization should be of a non-stationary character.

INCREASE OF WAVE HEIGHT DUE TO TRANSITION IN WIND DIRECTION – EXAMPLE: RIJEKA BAY

Surface wind wave dynamics were analyzed during wind transition from the third to the fourth quadrant, with the transition from Sirocco to Libeccio used as an example. This research is focused on the deepwater area in front of the Rijeka port. The analyses utilized a numerical model for wave generation, covering the entire Adriatic basin. Numerical simulations were conducted for relevant situations during the period 1998-2001. The numerical model was forced by the wind field obtained from the Aladin-HR atmospheric model. Numerical simulations were conducted in two steps, initially using hypothetical scenarios with homogenous and stationary wind fields, followed by simulations based on nonstationary wind fields from the Aladin-HR atmospheric model. The first step was used to confirm the hypothesis that significant wave heights rise during the transition of wind direction in the analyzed area. Model simulations in step two verified the assumption that the observed phenomenon can also occur in real atmospheric conditions.The results of the model simulations indicate the onset of a significant wave height increase during the transition of wind direction from the SSE to SW in a wider area that includes Kvarner and Rijeka bay. The increase in wind velocity results in a more noticeable significant wave height maximum.

Model of calculating a composite environmental index for assessing the impact of port processes on environment: a case study of container terminal

Environmental standards are not harmonized in ports and neither are the instruments used for the assessing the condition of environmental efficiency of a port system. The purpose of the research conducted in the framework of this paper is to propose the methodology for calculating the Port Environmental Index (IE) which synthesizes all environmental aspects of port operations into a single value. The goals of the paper were the following: (1) to integrate the relevant environmental aspects of port activities and evaluate the impact of port terminal processes on the environment by calculating the IE and (2) to validate the index by applying it to a container terminal in the north-western part of Croatia. IE was constructed using the compound index method where compilation and aggregation of individual indicators were used to form a compound index of the overall effect of port processes on the environment. The validation of IE by applying it to a container terminal (Port of Rijeka, north-western part of Croatia) showed that the IE can be easily applied and its application allows monitoring the overall changes in environmental performance of port areas. In addition, IE can be used to test different pollution abatement strategies including testing interventions in the port processes and determining their share in the overall impact on the environment. In addition, the potential constraints to using such an approach are discussed in the paper.

The Importance of Harmonizing Working Timetables in Seaport Clusters

Seaport clusters are complex commercial systems, consisting of a large number of heterogeneous stakeholders. Therefore, it is important to harmonize their business procedures to ensure effectiveness. Harmonization implies the adjustment of differences and inconsistencies among different measurements, methods, procedures, schedules, specifications, or systems to make them uniform or mutually compatible. This paper will particularly research the inconsistencies of working timetables of various seaport cluster stakeholders, which hampers their business flow and seaport effectiveness in general. In order to analyse the inconsistencies of working hours of seaport cluster stakeholders, it was necessary to collect and summarize the working hours of various statutory authorities (government institutions) and service providers (private concessionaires) in the port of Rijeka, Croatia. Data was collected from 14 different stakeholders, and it was evident that working hours’ discrepancies exist, manifested by different and uneven periods of daily shifts, daily breaks and periods of regular and overtime work. Service providers have different shifts, and differently defined overtime (and overtime compensation). For the simplicity and transparency of seaport cluster operations, the authors recommend harmonizing the shifts, periods of regular and overtime work, and overtime compensation of all stakeholders, with the ultimate goal to increase the competitiveness of the seaport cluster and the traffic corridor as a whole.