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The subject of this paper is use of Technological-Organisational-External (TOE) framework during implementation of the Croatian national Port Community System between 2018. and 2022. Main research hypothesis is that TOE framework is a suitable, yet generally unrecognized abstract model for project risk mitigation during development of complex maritime cargo single windows systems. Formal development requirements along with the main stakeholders and their internal systems are identified. Project risk is mapped to the framework’s criteria, its execution and main milestones are identified and discussed, including risk occurrences during project execution, leading to confirmation of the work hypothesis. As a conclusion, improvements to the methodology are proposed, along with possibilities of the future research.

The aim of this paper is to evaluate development partnership scenarios of the seaports in the Republic of Croatia using the Multi-Actor Multi-Criteria Analysis (MAMCA). Previous author’s research indicated a number of effects and criteria that PPPs need to achieve in order to ensure sustainable port development. However, implementation of partnership models in seaports in the Republic of Croatia has not reached its full potential although there has been significant progress over the last ten years. For that reason, the evaluation of the partnership models in Croatian seaports is a poorly researched issue. The author has defined three models of port development according to the degree of private investors’ involvement in Croatian ports (status quo, minimal participation and maximal participation of private sector). The author uses MAMCA as a tool to evaluate the PPP model, using relevant criteria for the evaluation of public-private partnerships (economical-financial, organizational, technical-technological, social criteria and the criteria aiming at harmonization with the policies of the European Union), from relevant stakeholders’ point of view (public interest, private interest and the interest of the wider community). The research results show that the best-evaluated model is maximal participation of private sector. It has positive influence on port development from economic and technological side, it directly contributes to different stakeholder’s interests, and in the long term, it contributes to the local community development.

Razvojem i primjenom informacijsko komunikacijskih tehnologija u današnjem digitalnom društvu, pred visoko obrazovanje postavljeni su novi izazovi u modernizaciji nastavnog procesa. Radi podizanja učinkovitosti obrazovanja nužno je razviti i primjenjivati nove nastavne alate, istražiti njihove koristi i učinkovitost te ih integrirati u postojeće strategije učenja. U sklopu mjera za provedbu Strategije obrazovanja, znanosti i tehnologije, Ministarstvo znanosti i obrazovanja potiče stjecanje znanja i vještina učenjem kroz rad (eng. Work-based learning, WBL) i učenjem kroz iskustvo (eng. Experiential learning, ExL). Upravo uporaba virtualne stvarnosti (eng. Virtual Reality, VR), odnosno prividne simulacije okoline i svih popratnih interaktivnosti uz pomoć računala u obrazovanju, doprinosi iskustvenom učenju, produbljivanju i proširivanju stručnih znanja stečenih drugim oblicima nastave. Testiranje tih znanja u virtualnom okruženju, doprinosi razvoju mekih vještina studenata kao što su: razvoj kreativnosti, sposobnost rješavanja problema ili donošenje odluka bez straha od potencijalnih posljedica. U digitalnom okruženju brže se i učinkovitije uči i uz manje rizika, međutim cijena razvoja VR sustava nije zanemariva što je ujedno i najveća prepreka većoj implementaciji VR sustava u obrazovanje. Iz tog razloga, u ovom radu će se teorijski razmatrati osnovne postavke analize troškova i koristi (eng. Cost Benefit Analysis, CBA) uvođenja VR sustava što može poslužiti kao teoretska podloga prilikom uvođenja takvih sustava kao nastavnih alata u visoko obrazovanje

Students interested in pursuing doctoral degree can usually choose between studying full-time and part-time with latter option generally chosen by working professionals. However, their drop-out rate from such programs is considerable. The problem is even more specific in maritime higher education sector where professionals working at seas are separated from universities for prolonged periods and therefore cannot often cope with demands of studying at doctoral level. This is why universities must find a way to retain these students at doctoral programs. A possible solution is to provide a professional doctorate over classical research doctorate. This paper elaborates the need for professional doctorate in maritime sector putting emphasize on foundations such program needs in order to be successful: career focus, research type and focus, learning outcomes, mode of study, blending of work and study and distant learning.

Professional practice in higher education has a threefold function: it enables students to gain practical knowledge and skills needed to enter the job market, it provides employers with access to human resources, and universities offer better study programs. Professional practice at the Faculty of Maritime Studies in Rijeka (Croatia) is conducted as part of five undergraduate and five graduate study programs and is organized through activities that enable the acquisition of practical knowledge, such as laboratory exercises, simulators, polygons, practicums, practice grounds, study visits, training ship and in maritime shipping companies. The paper presents the results of research conducted within the Pandora project, funded by the European Social Fund, Operational Programme Efficient Human Resources 2014-2020. The Pandora project aimed to explore existing forms of professional practice at the Faculty of Maritime Studies Rijeka-Croatia, evaluate and make recommendations for improving existing forms of professional practice. Interview and survey methods were used for data collection. The research was conducted on 100 respondents, of which 50 respondents were students, 17 respondents were professors, and 33 respondents were maritime companies. Constructive recommendations are provided to contribute to the higher quality of different forms of professional practice. The results show that the organization of professional practice has no logistical-administrative support and is often individualized, mechanisms for the evaluation of professional practice are not established, an insufficient connection of the tripartite student-teacher employer relationship leads to an underdeveloped mentoring system, and there is a lack of bachelor’s and master’s theses written in collaboration with the maritime shipping industry.

Strengthening and unification of professional and technical capacities, together with the standardization of qualifications and competitive courses of study will lead to a higher level of quality in maritime education. Only qualified and well-educated seafarers can contribute to the sustainable development of maritime transport. The aim of this paper is to present the current situation regarding the standardization of qualifications and educational programs in the field of maritime higher education in Croatia. External evaluation of the quality system in maritime higher education institutions is periodically carried out by several organizations. The most frequent evaluation is performed by accredited evaluators according to the standards of ISO. Every five years, maritime higher education institutions are also evaluated by European Maritime Safety Agency and the Agency for Science and Higher Education. This paper aims to provide an overview of the second element of the project MEDUSA entitled - Enhancing Quality Assurance of Higher Education. The overall project objectives are to enhance the performance and international attractiveness of maritime higher education, to increase the quality of higher education in maritime affairs and to promote the principles of smart, sustainable, and inclusive development. Special reference is made to the results of the recent procedures for the accreditation of maritime faculties in Croatia by the Agency for Science and Higher Education. The re-accreditation procedure was carried out in accordance with the requirements of the "Standards and Guidelines for Quality Assurance in European Higher Education", considering international practice in the field of quality assurance in science and higher education. The essential and generally accepted standards in higher education are assessed. The recommendations and assessments of the re-accreditation can serve as input for quality improvement.

U radu su prikazani rezultati istraživanja provedenog u okviru projekta Pandora financiranog od strane Europskog socijalnog Fonda gdje su identificirani i analizirani postojeći oblici provedbe stručne prakse na Pomorskom fakultetu, analizirano je zadovoljstvo studenta trenutnim oblicima provođenja stručne prakse, analizirana je dokumentiranost provedbe stručne prakse, prepoznati su nedostatci i ograničenja u provedbi stručne prakse te su predloženi načini unaprjeđenja. Predloženi načini unapređenja stručne prakse dobiveni su intervjuiranjem studenata i anketiranjem poslodavaca. Također, na institucionalnoj razini zabilježeni su određeni nedostaci i ograničenja poput činjenice da organizacija stručne prakse nema logističko- administrativnu podršku i često je individualizirana, nisu uspostavljeni mehanizmi vrednovanja različitih oblika stručne prakse te je prepoznata nedovoljna povezanost tripartitnog odnosa student – nastavnik – poslodavac koja rezultira nerazvijenim sustavom mentorstava.

The great recession of 2008 hit the entrepreneurial sector all over the world. Understanding the pattern of firms’ reactions in a time of global crisis is essential for developing an adequate crisis and post-crisis policy. Using a sample of 7, 563 surviving Croatian firms in the manufacturing and hospitality industries over the six-year period of economic recession (2008-2013) and total assets as a measurement of firm size and growth, this study seeks to examine whether the law of proportionate effect can be confirmed in times of economic recession. The results of a two- step dynamic panel indicate the rejection of the law in both industries since asset growth is positively associated with the size of the firms. However, firms’ total assets dynamics differ across size classes and industries suggesting potentially different strategic decisions on asset utilization and/or investments.

This scientific paper aims to investigate the effects of renewable and non-renewable energy consumption on economic growth. The research covers 11 post-transition EU member states from Central and Eastern Europe (CEE) over the period 1995 to 2018. Authors used Pooled Mean-Group and Mean-Group panel data models which capture causal relationships in a short and long run. The empirical results show that consumption of both energy sources has an impact on economic growth in the long run. However, non-renewables are still the dominant source of energy but the changes in the consumption of non-renewable energy have a negative effect on economic growth. The aforementioned results can be explained by the change in the structure of total energy consumption in the post-transition EU countries where during last 15 years energy intensity of the economy and consumption of non-renewable energy sources had been reduced, while consumption of renewable energy has been increased by four times. The economic policies of individual post-transition EU countries must provide incentives to implement energy- efficient industries and increase investment in new energy capacities while diversifying energy sources in order to reduce energy dependence. Although the renewable energy could assist in expanding energy access in the post-transition EU countries, the results indicate that the effects of renewable energy consumption have small effect on real GDP in the long run while in the short term there is no impact. By introducing common energy rules and standards, the EU has achieved good results in developing energy policy, but the formulation process has not yet been completed. The results of the paper show that post-transition EU countries are gradually adapting to EU energy policies and the energy market, but this process is to last much longer than in developed EU countries.

In this paper, the role of seaports in the transport system was explained, as the hubs which connect various transport modes (road rail, sea) for both cargo and passengers. The Pan-European Corridor V was analyzed, as a part of the Pan European Transport Network, consisting of seaports, roads and railroads, established in order to facilitate the European and Pan European traffic. The statistical data for port of Rijeka, the largest Croatian cargo seaport was compiled, emphasizing the importance within the Croatian seaport system, and within the Pan-European Corridor V. The Port of Rijeka was compared with the Ports of Venice, Trieste and Koper, which also lie at the Pan-European Corridor V. Finally, the analysis of the Corridor V branches B (Port of Rijeka) and C (Port of Ploče) was conducted.

This paper presents an analysis of selected information management technologies (Big Data/data management, data standardization and Port/vessel traffic management) in electronic Transportation Management Systems, with an emphasis on maritime transport. The theoretical frameworks and economic aspects of transportation and Transportation Management Systems are provided. SWOT Analysis of the Big Data/data management, data standardization and Port/vessel traffic management (from an internal and external perspective) is conducted. The research has shown that information management technologies may be beneficial in improving e-TMS performance.

For a knowledge-based society and economy, it is important to ensure the process of developing, applying and disseminating knowledge in the cycle of creating new values. For the development, application and dissemination of knowledge, an efficient education system is needed at all levels. The education system needs to address the need for new knowledge, to provide support for employers in developing their own competitiveness and to deliver results in the development and application of knowledge in the economy. The paper aims to describe the methodological procedure based on HKO principles, for the development of qualification standard and study program in area of Maritime Logistics and Management. Croatian Qualification Framework is a reform instrument, adopted by Croatian government in 2013, which regulates the system of qualifications in the Republic of Croatia. It aims to increase the transparency and quality of the entire educational system, to establish a link between educational programs and labor market and to facilitate the mobility of the European Higher Education Area and the European labor market. The research was a part of KIKLOP project - Development of Qualification and Innovative Methods of Competence Acquisition in Logistics and Maritime Transport, financed by European Social Fund (2015-2016). The real needs of the labor market in the area of maritime transport and logistics have been studied, and key occupations and the necessary competences to perform key tasks within these professions have been identified. Based on the trends that influence the future development of transport market, the needs of labor market and the development of occupational standards, it is possible to develop the qualification standards that define the SMART learning outcomes that need to be included in the specific education program. In this paper, the improvement of undergraduate study program of Logistics and Management in Maritime Transport will be researched.

Doctoral programmes are usually offered in full- time and part-time form, with latter mainly chosen by working professionals whose drop-out rate is significant. In order to keep these part- time doctoral students at doctoral programmes, universities must reach out to them and help them overcome the obstacles in their path to postgraduate diploma. This paper discusses two possible approaches in handling this problem, which can quite easily be incorporated together. One possible solution, rarely used in maritime sector, is offering a professional doctorate (EngD) over classical research doctorate (PhD). Another possible solution would be addressing the needs of working professionals in maritime sector by composing adequate online curriculum of postgraduate programme. Principles to be considered in order to successfully produce professional and online doctorate are given in the paper and applicability of the concept in the maritime sector is discussed.

Overall development of technology in recent years had a great impact on the business itself, including logistics and management as one of the leading business sectors which extensively uses information and communications technologies (ICT). Therefore, it is logical that teaching methods have been changing during this period to keep track with the real business sector and their demand for seeking and employing more skilled workforce. This paper will sum up some of the software and applications used in teaching and learning logistics, but also will give a brief comparison of students' desires and current state of the methodology used at University of Rijeka, Faculty of Maritime Studies . E-learning is commonly used in higher level education, combining traditional methods with modern methods. On the other hand, game-based learning and m-learning are newer approaches and have a large potential in learning logistics.

Cruise tourism is a type of tourism that is rapidly evolving around the world and makes one of the bases of development for many countries, including the Republic of Croatia. In this scientific paper, the activities of cruising tourists and their consumption in the destination Rovinj will be analyzed. At the same time the aim of the paper is to determine the overall impact of cruise tourism on the economic aspects of each destination and to show the dynamics of this form of tourism. The research was based on collecting primary data through a personal interview with tourists in the surroundings of Rovinj destination. The socio-demographic profile of the passengers was interrogated, as well as the basic information about the passengers, their activity and consumption in the destinations, and the degree of satisfaction with the elements of the offer. One of the objectives of the research was to determine the correlation between individual segments of consumption in the destination. The results of the research carried out in this scientific paper indicate the overall satisfaction of tourists in certain segments such as maintaining the city and its surroundings, hospitality and providing tourist information. However, at the same time, the results point to the need for improvement and additional investment in the destination, in all segments, from the port area to city sights and communal infrastructure. Furthermore, the research results enable the segmentation of the markets of cruising tourists in the country, determining the main advantages and disadvantages of the tourist offer of Rovinj and determining the characteristics of the cruise tourism.

It has been almost 50 years since the 1972 International Regulations for Preventing Collisions at Sea (known as the COLREGs) were introduced with only some minor amendments added since their introduction. Many studies and accident reports indicate that these incidents were primarily caused by either human error or, are associated with human error as a result of inappropriate human responses. Collisions commonly represent many of these incidents and they often happen in multi-ship encounters. The COLREGs were primarily written for ship-on-ship encounters yet they remain valid in their application in multi-ship encounters. However, teachers report that many students (and also senior officers) appear to have serious problems in applying the COLREGs in multi-ship encounters. This paper discusses the “Divida et Impera” approach of “ACTs plus” Erasmus+ project team to facilitate the application of COLREGs in multi-ship encounters. The “Divida et Impera” approach is based on splitting the multi-ship encounters into several ship-on-ship encounters. Then, usually contrary obligations of a single ship identified in several ship-on-ship encounters are interpreted to finally find the give-way vessel(s) and the most appropriate collision avoiding actions. This paper discusses the “Divida et Impera” approach in one example multi-ship encounter scenario. Many other multi-ship encounter scenarios, enriched with graphics, videos and quiz may be found at ACTs Plus online platform (advanced.ecolregs.com).

Morske su luke i lučko okruženje ključni podsustavi pomorskoga i prometnoga sustava države te sudjeluju u razvoju lučkih i brojnih pratećih gospodarskih djelatnosti, čime utječu na razvoj lokalnoga, regionalnoga i nacionalnoga gospodarstva. U uvjetima procesa globalizacije, liberalizacije, privatizacije, restrukturiranja, informatizacije te, zbog monopolnoga položaja u prijevozu masovnih tereta, morske se luke kontinuirano moraju prilagođavati suvremenim uvjetima poslovanja da bi ostale konkurentne na svjetskome globalnom tržištu. Danas su najveće i najefikasnije luke u svijetu i dalje javne luke, ali samo nekolicinom upravlja javni sektor. Upravo u nemogućnosti ostvarivanja svojih razvojnih ciljeva, luke su se okrenule privatnome sektoru kao partneru u financiranju i upravljanju iz nekoliko razloga: kontinuirane potrebe za unapređenjem operativne efikasnosti, povećanja uslužnoga kapaciteta, modernizacije i unaprjeđenja nivoa pružanja lučkih usluga, te zahtjeva investiranja koji se nalaze izvan financijskih i upravljačkih mogućnosti javnih lučkih vlasti. Aktualno se stanje u morskim lukama Republike Hrvatske može ocijeniti nezadovoljavajućim. Ograničeni pristup izvorima dugoročnoga financiranja, uz vlastita sredstva nedostatna za financiranje većih kapitalnih ulaganja, rezultira zastojem u razvoju pojedinih luka. Pravni okvir ne rješava složena pitanja ulaganja kapitala na pomorskome dobru te i dalje nije uspostavljen cjeloviti, jasan i transparentan integralni model upravljanja pomorskim dobrom. Neodržive državne subvencije te netransparentnost u utvrđivanju prioriteta razvoja pojedinih luka rezultiraju stihijskim upravljanjem, bez teorijske i znanstvene potpore, kao i praktične primjene relevantnih čimbenika rasta i razvoja. Održivost pristupa financiranja javno-privatnoga partnerstva u sustavu morskih luka, nije samome sebi svrha. Potreba za boljim poslovanjem, nužno traži partnera koji će moći ispuniti tri ključna uvjeta: postizanje efikasnosti (ekonomičnost, profitabilnost) lučkih operacija na svjetskome nivou, konkurentnost cijena spram sjevernojadranskih i mediteranskih luka te kvalitetu lučkih usluga na svjetskoj razini. Iz navedenih se razloga nužno javlja potreba promišljanja o razvoju lučkih sustava Republike Hrvatske prema načelu javno – privatnoga partnerstva. Takav je opći model razvoja temeljen na sustavnome pristupu, generiranju mogućih scenarija razvoja, ovisno o stupnju uključenosti privatnoga partnera (status quo, minimalna i maksimalna participacija privatnoga partnera), odabiru onih kriterija evaluacije koji doprinose razvoju te vrjednovanju pojedinih interesnih skupina: državnoga sektora, privatnoga sektora i civilnoga društva. U doktorskoj je disertaciji primijenjena višeučesničko-višekriterijska analize na primjeru Riječke luke temeljena na optimizaciji i rangiranju scenarija sukladno zadanome cilju, problemu istraživanja, kriterijima i mišljenjima interesnih skupina. Odabir primjerenoga scenarija razvoja i implementacije javno-privatnoga partnerstva je temeljen na određenim pretpostavkama, a obuhvaća brojne aktivnosti vezane za pripremu, provedbu i kontrolu modela. Uspješnost provedbe javno – privatnoga partnerstva se može mjeriti ostvarenim ekonomskim učincima, primjerice stvaranjem boljih preduvjeta razvoja lučke djelatnosti, većom dostupnosti dugoročnih izvora financiranja, rasterećenjem proračuna javnih (lokalnih) institucija, razvojem lokalnoga, regionalnoga i nacionalnoga gospodarstva i slično., Sea ports and the port environment are a key subsystem of the maritime and state transport system. They participate in the development of the port activities and in the other supporting economic activities that affect on the development of local, regional and national economy. In terms of globalization, liberalization, privatization, restructuring, information technology, and the port`s monopolist position in the mass transport of cargo, seaports need to adapt to the modern business conditions to remain competitive in the global market. Today, the largest and the most efficient seaports in the world are still a public, but only a few of them are still managed by public sector. In inability to achieve the higher stage of development process ports are turned to the private sector as partners in financing and management for several reasons; need to improve operational efficiency and increase service capacity, to modernize and improve the level of port services, and finally to insure investment requirements that are outside financial and managerial capabilities of public port authorities. The current situation in the Croatian seaports is unsatisfactory. The limited accesses to sources of long-term financing and insufficient own resources for finance major capital investments are resulting in delayed development of certain Croatian ports. The legal framework still does not resolve the complex issues of the capital investment in the public maritime domain and still has not established a comprehensive, clear and transparent governance integrated model for managing issues in the public maritime domain. Government subsidies, that are unsustainable and lack of transparency in setting priorities for the seaports development, results in impulsive control without the theoretical and scientific support, as well as practical application of the relevant factors of growth and the development. The sustainability of access to finance public-private partnership in the system of seaports is not purpose by itself. The need for better business operation requires a partner who will be able to meet three key conditions: the achievement of port operations efficiency at the world level, price competition against the Northern and Mediterranean ports and the quality of port services on the global level. For these reasons, need for deliberation on the development of the Croatian seaport system on the principals of public - private partnerships is neccesery. General model of development is based on systematic approach, generation of possible scenarios depending on the degree of private partner involvement (the status quo, minimal and maximum participation), the selection criteria for evaluating those who contribute to the development and evaluation of certain stakeholders: government sector, private sector and civil society. In doctoral dissertation The Multi-Act Multi-Criteria Analysis (MAMCA) in the case of the port of Rijeka was applied, that is based on the optimization and ranking of scenarios according to specific goals, research problem, criteria and opinions of stakeholders. Select the appropriate scenario development and implementation of the public-private partnership is based on certain assumptions and includes numerous activities related to the preparation, implementation and control models. The success of the implementation of public - private partnerships can be measured by the actual economic effects, such as creating better conditions for development of port activities, greater availability of long-term sources of finance, budget relieving the public (local) institutions, development of local, regional and national economy.

This paper analyzes the external environmental costs and revenues of cruise traffic in the port of Split in 2015. In order to explore the perspectives of increasing the current mode of cruise traffic in the future, results were compared with those previously known for the port of Venice. The use of the same research methodology was an important condition for this comparison. The cruise tourism business has a negative balance sheet when comparing the costs and revenues in both cities: the external costs are higher than the revenues. Growing cruise traffic leads to further growth of the external costs, deepening the negative cost-benefit ratio. Valorization of damage is a sensitive topic which conflicts with the interests of various parties but is also an important factor in the apparent unsustainability of the current mode of cruise tourism. The authors want to highlight the similar problems of the two cities and encourage the authorities to implement the necessary controls to limit such damage.

Croatian Qualifications Framework (HKO) is a reform instrument that regulates the system of qualifications in the Republic of Croatia. It aims to increase the transparency and quality of the entire educational system, to establish a link between educational programmes and labour market and to facilitate the mobility of the European Higher Education Area and European labour market. Within the KIKLOP project, the real needs of the labour market in the area of maritime transport and logistics have been studied and key occupations and the necessary competences to perform key tasks within these professions have been identified. The research has been carried out by analysing databases from different sources, analysing the demand for the labour market, surveying entrepreneurs engaged in different sectors of maritime transport and logistics, tracking the number and structure of the advertisements available over the internet sources and social networks, and by interviewing several key experts in the targeted areas. Based on this information, the organization of the maritime sector has been mapped. The organization specifies and groups particular business services and occupations. Based on the criteria developed, 23 occupations have been selected and allocated to these professions for which the standards of competences and a matrix have been created. The paper aims at describing the methodological procedure for the creation of occupational standards and a matrix of competences. Examples of these standards have been presented with an emphasis on new professions which appeared on the market, arising from changes in the maritime industry and in the increasing specialization of maritime activities.

In this scientific paper the authors explore the issue of selecting a site for a nautical tourism port using the methodology of multi-criteria analysis (MCA). Given the huge importance of tourism, in particular, nautical tourism in most maritime countries, including the Republic of Croatia and its coastal counties, any help in resolving that issue would be of immense significance. In Croatia, the existing distribution of nautical tourism ports (NTPs), their capacities and the quality of their services are not fully suited to the spatial features. Often these ports fail to blend with their environment and provide no effective protection to natural assets. The distribution of capacities does not match actual spatial potential, while the quality and level of facilities and services varies greatly and is generally inadequate. Hence, the aim of this paper is to identify criteria for the location and development of NTPs in coastal areas. The paper applies the multi-criteria approach to selecting a site for NTPs in Split-Dalmatia County (SDC). Potential micro locations (35) in that region have been studied and criteria and sub-criteria for selecting sites for NTPs, identified.

Brodograđevna industrija od iznimne je važnosti za Republiku Hrvatsku jer je riječ o tradicionalnoj djelatnosti visoke kapitalne i tehnološke intenzivnosti te pokretaču razvoja raznih pratećih proizvodnih i uslužnih djelatnosti. Time je brodogradnja snažan generator zaposlenosti te razvoja lokalnog, regionalnog i nacionalnoga gospodarstva. Trenutno stanje razvijenosti hrvatske brodogradnje može se opisati kao tehnološko zaostajanje, mala razina produktivnosti, nepovoljna kvalifikacijsku struktura radnika, višak radne snage te nizak financijski potencijal. Zbog toga hrvatska brodogradilišta, koja su u većinskom državnom vlasništvu, moraju naći održivo rješenje za restrukturiranje s ciljem da im se omogućiti da posluju na međunarodnom tržištu učinkovito i po tržišnim načelima, a sve u skladu s postojećim pravilima i propisima Europske unije. Stoga je cilj ovog rada sustavno prezentirati dosadašnje rezultate restrukturiranja brodogradnje i privatizacije u Republici Hrvatskoj te daljnje izazove koji su stavljeni pred hrvatsku brodogradnju ulaskom u Europsku uniju. Dosadašnji pokušaji restrukturiranja nisu ostvarili pozitivne rezultate (osim brodogradilišta Uljanik), a punopravnim članstvom u Europskoj uniji, Republika Hrvatska se obvezala dovršiti proces restrukturiranja i privatizacije brodogradilišta. Stoga se u radu sustavno analizira položaj hrvatske brodogradnje u odnosu na europsko i svjetsko tržište, dosadašnji pokušaji procesa restrukturiranja i privatizacije s posebnim osvrtom na državne potpore brodogradnji te buduće smjernice restrukturiranja.

Motorways of the sea represent the concept of the new European maritime multimodal connections and still have huge untapped potential of maritime transport in the European Union countries and in the Republic of Croatia. Diverting freight flows to the sea, increasing the cohesion of traffic, reducing road congestion by redistributing the cargo flows on the maritime and rail transport, and perhaps most importantly, implementation of the environmentally friendly transport are just some of the reasons for promoting the idea of a motorways of the sea. Achieving a clean, safe and efficient transportation system as an alternative to land transport is reflected in numerous policy documents of the European Union and generally aims to introduce new multimodal logistics chains that will contribute to the creation of structural changes in transport. Also, this concept contributes to the political initiatives of the European Union for the European maritime space without boundaries, and promotes environmentally sustainable transportation. In additional, Ecobonus initiative was launched by the Italian government and it seeks to promote the use of motorways of the sea networks and divert freight traffic from inland to maritime transportation. The aim of this paper is to systematically explore and elaborate the possibilities of the application and implementation “Ecobonus” initiative in the Republic of Croatia. It was necessary to define the major determinant of motorways of the sea and “Ecobonus” initiative. Using the methodological approach of the cost-benefit analysis of Ecobonus’s in Italy proven the importance of implementation of this initiative and possible application and implementation of “Ecobonus” initiative in the Republic of Croatia.

Morske su luke i lučko okruženje ključni podsustavi pomorskoga i prometnoga sustava države te sudjeluju u razvoju lučkih i brojnih pratećih gospodarskih djelatnosti, čime utječu na razvoj lokalnoga, regionalnoga i nacionalnoga gospodarstva. U uvjetima procesa globalizacije, liberalizacije, privatizacije, restrukturiranja, informatizacije te, zbog monopolnoga položaja u prijevozu masovnih tereta, morske se luke kontinuirano moraju prilagođavati suvremenim uvjetima poslovanja da bi ostale konkurentne na svjetskome globalnom tržištu. Danas su najveće i najefikasnije luke u svijetu i dalje javne luke, ali samo nekolicinom upravlja javni sektor. Upravo u nemogućnosti ostvarivanja svojih razvojnih ciljeva, luke su se okrenule privatnome sektoru kao partneru u financiranju i upravljanju iz nekoliko razloga: kontinuirane potrebe za unapređenjem operativne efikasnosti, povećanja uslužnoga kapaciteta, modernizacije i unaprjeđenja nivoa pružanja lučkih usluga, te zahtjeva investiranja koji se nalaze izvan financijskih i upravljačkih mogućnosti javnih lučkih vlasti. Aktualno se stanje u morskim lukama Republike Hrvatske može ocijeniti nezadovoljavajućim. Ograničeni pristup izvorima dugoročnoga financiranja, uz vlastita sredstva nedostatna za financiranje većih kapitalnih ulaganja, rezultira zastojem u razvoju pojedinih luka. Pravni okvir ne rješava složena pitanja ulaganja kapitala na pomorskome dobru te i dalje nije uspostavljen cjeloviti, jasan i transparentan integralni model upravljanja pomorskim dobrom. Neodržive državne subvencije te netransparentnost u utvrđivanju prioriteta razvoja pojedinih luka rezultiraju stihijskim upravljanjem, bez teorijske i znanstvene potpore, kao i praktične primjene relevantnih čimbenika rasta i razvoja. Održivost pristupa financiranja javno-privatnoga partnerstva u sustavu morskih luka, nije samome sebi svrha. Potreba za boljim poslovanjem, nužno traži partnera koji će moći ispuniti tri ključna uvjeta: postizanje efikasnosti (ekonomičnost, profitabilnost) lučkih operacija na svjetskome nivou, konkurentnost cijena spram sjevernojadranskih i mediteranskih luka te kvalitetu lučkih usluga na svjetskoj razini. Iz navedenih se razloga nužno javlja potreba promišljanja o razvoju lučkih sustava Republike Hrvatske prema načelu javno – privatnoga partnerstva. Takav je opći model razvoja temeljen na sustavnome pristupu, generiranju mogućih scenarija razvoja, ovisno o stupnju uključenosti privatnoga partnera (status quo, minimalna i maksimalna participacija privatnoga partnera), odabiru onih kriterija evaluacije koji doprinose razvoju te vrjednovanju pojedinih interesnih skupina: državnoga sektora, privatnoga sektora i civilnoga društva. U doktorskoj je disertaciji primijenjena višeučesničko-višekriterijska analize na primjeru Riječke luke temeljena na optimizaciji i rangiranju scenarija sukladno zadanome cilju, problemu istraživanja, kriterijima i mišljenjima interesnih skupina. Odabir primjerenoga scenarija razvoja i implementacije javno-privatnoga partnerstva je temeljen na određenim pretpostavkama, a obuhvaća brojne aktivnosti vezane za pripremu, provedbu i kontrolu modela. Uspješnost provedbe javno – privatnoga partnerstva se može mjeriti ostvarenim ekonomskim učincima, primjerice stvaranjem boljih preduvjeta razvoja lučke djelatnosti, većom dostupnosti dugoročnih izvora financiranja, rasterećenjem proračuna javnih (lokalnih) institucija, razvojem lokalnoga, regionalnoga i nacionalnoga gospodarstva i slično. Sea ports and the port environment are a key subsystem of the maritime and state transport system. They participate in the development of the port activities and in the other supporting economic activities that affect on the development of local, regional and national economy. In terms of globalization, liberalization, privatization, restructuring, information technology, and the port`s monopolist position in the mass transport of cargo, seaports need to adapt to the modern business conditions to remain competitive in the global market. Today, the largest and the most efficient seaports in the world are still a public, but only a few of them are still managed by public sector. In inability to achieve the higher stage of development process ports are turned to the private sector as partners in financing and management for several reasons; need to improve operational efficiency and increase service capacity, to modernize and improve the level of port services, and finally to insure investment requirements that are outside financial and managerial capabilities of public port authorities. The current situation in the Croatian seaports is unsatisfactory. The limited accesses to sources of long-term financing and insufficient own resources for finance major capital investments are resulting in delayed development of certain Croatian ports. The legal framework still does not resolve the complex issues of the capital investment in the public maritime domain and still has not established a comprehensive, clear and transparent governance integrated model for managing issues in the public maritime domain. Government subsidies, that are unsustainable and lack of transparency in setting priorities for the seaports development, results in impulsive control without the theoretical and scientific support, as well as practical application of the relevant factors of growth and the development. The sustainability of access to finance public-private partnership in the system of seaports is not purpose by itself. The need for better business operation requires a partner who will be able to meet three key conditions: the achievement of port operations efficiency at the world level, price competition against the Northern and Mediterranean ports and the quality of port services on the global level. For these reasons, need for deliberation on the development of the Croatian seaport system on the principals of public - private partnerships is neccesery. General model of development is based on systematic approach, generation of possible scenarios depending on the degree of private partner involvement (the status quo, minimal and maximum participation), the selection criteria for evaluating those who contribute to the development and evaluation of certain stakeholders: government sector, private sector and civil society. In doctoral dissertation The Multi-Act Multi-Criteria Analysis (MAMCA) in the case of the port of Rijeka was applied, that is based on the optimization and ranking of scenarios according to specific goals, research problem, criteria and opinions of stakeholders. Select the appropriate scenario development and implementation of the public-private partnership is based on certain assumptions and includes numerous activities related to the preparation, implementation and control models. The success of the implementation of public - private partnerships can be measured by the actual economic effects, such as creating better conditions for development of port activities, greater availability of long-term sources of finance, budget relieving the public (local) institutions, development of local, regional and national economy.

The competitive advantage of the European Union in the maritime industry sector has to be sustained and depends mainly on the sector's performance, its flexibility and continuation of competitiveness. In this regard, shipbuilding is an important and strategic industry in a number of European Union member states and for the European Community as a whole. Research and development investment for boosting the sector is needed and has to focus on the development of critical and dynamic technologies both for products and production processes, helping the maritime industry compete successfully in global markets and benefit from the exploitation of the so called "motorways of the sea". The STARNETregio (FP7) project has been conceived to increase the overall capacity of regional players in the regions Friuli Venezia Giulia (Italy), Slovenia and the County of Rijeka (Croatia) to invest in research and development and carry out research activities concerning the marine industry, in specific the shipbuilding and port equipments, intended to strengthen and develop the sector's scientific and technological basis and ultimately the economic growth of the regions. This paper researches the results of the first phase of the project: establishment of the cluster framework, mapping of regional development plans and R&D key actors.

This deliverable is a Report on Consultation procedure. This deliverable is associated with the work conducted within the Task 2.1. (Creating a network of stakeholders), Task 2.2 (Expert Consultation Procedure) and Task 2.3 (Open Consultation Procedure of the REACT project). Two procedures were used in the REACT project in order to achieve the main goals of WP2, namely promotion of the research potential of international partners among EU Member States scientific community, stimulation of the EU scientific community to cooperate with researchers from associated countries for the mutual benefit, expanding the footprint of the European companies in climate friendly transport/mobility, by cultivating the relations with stakeholders from new markets, knowledge transfer from EC research community to associated countries and vice versa, to provide insight in future evolution of climate friendly transport/mobility research themes, to produce the roadmaps for the future research in climate friendly transport/mobility and to validate the roadmaps with the stakeholders of climate friendly transport/mobility.

Meeting management and conduction of successful business meetings are some of key skills of modern management in all business sectors. In maritime business organisations, as shipping companies, stevedores, port concessioners, …, maritime agents and port authorities are regarding their characteristics that converge them as a multidisciplinary business organisations with significant proportion of Multilinguality and Multiculturality, different personnel structure and interaction between public and private subjects, importance of business meeting is especially high. In this scientific work analysis of relevant management factors of business meetings in maritime affairs business units is conducted targeting achievement of their higher success rates. Methodology of the scientific work encompasses analysis and comparison of miscellaneous meetings types and definition of key success factors and guidance, where particular attention is dedicated to specificities of maritime affairs business organisations. The purpose of this scientific work is to establish methodology and model for determination of probability of systematic communication success of business meetings in maritime business organizations, which could be used by all business subjects involved in maritime affairs activities, thru conducted research, analyse and comparison of relevant factors that affect meeting management success and meeting results. Research results indicate that even very tiny details in behaviour with employees or clients can be of significant importance for final meeting effect and this element is even more important when Multilinguality and Multiculturality are involved. Withal conducted research indicates that it is necessary to plan meetings closely and fully detailed, note and analyse so they can be optimally managed.

The goal of Open Consultation procedure, as a part of REACT project, is to define future research priorities in friendly climate transport, which includes activities related to development of roadmaps, to validate priorities with the stakeholders, and to suggest applications that can be realized in practice In this paper, authors present preliminary results of Open Consultation procedure.

This deliverable is a Report on Questionnaires. Questionnaires were used in both the Expert Consultation Procedure and Open Consultation Procedure, in regard to work in WP2 named Elaboration of the Strategic Research Agenda. This deliverable is associated with the work conducted within the Task 2.1. (Creating a network of stakeholders), Task 2.2 (Expert Consultation Procedure) and Task 2.3 (Open Consultation Procedure of the REACT project). Simplified, the goals of these tasks can be defined as follows: to define future research priorities in friendly climate transport, which includes activities related to development of roadmaps, to validate priorities with the stakeholders, and to suggest applications that can be realized in practice (e.g., the tactics to select the most effective initial actions). Based on the forementioned goals, for the Deliverable 2.1. the questionnaires were devised addressing several points and answering several questions: 1. What is the purpose of questionnaires? 2. What type of questionnaire can be used? 3. What were the criteria for the selection of questionnaires? 4. Who are the relevant stakeholders? 5. How to determine the timing of the questionnaire or time scheduling? 6. Why and what was the difference between the questionnaires for Expert and Open consultation procedure? 7. How to measure the results? 8. What are the appropriate methods and methodology for data analysis?

Previous research highlights some of the challenges in ensuring that sustainability and climate change policies are supported by robust, coordinated, policy-relevant research. Less is known about how funding decisions are made, including what research areas are prioritised, and how projects are evaluated and monitored. The aim of this paper is to examine funding processes and procedures across Europe, focussing on the area of low-carbon transport research. We conducted a major review of European funding schemes, utilising a mixed-methods approach. Analysis of funding scheme priorities showed a slight preference for technological over social research, but our primary research found both transport experts and citizens consider the most important priorities for sustainable transport to be modal shift and reduced demand measures. Analysis of European, MS and AS research agendas suggests there are broadly consistent priorities in transport funding, namely reducing environmental impact, fostering economic growth and competitiveness, and improving safety. Environment, including carbon emissions, is a relatively important concern for most countries, being prioritised by around 30% of schemes. Nevertheless, despite notable examples of coordination at EU-level to coordinate research, further efforts are needed to ensure policy is joined-up to achieve energy and climate targets. We conclude with a proposal for six indicative guidelines in developing and managing low-carbon transport schemes in Europe.

Each territory, i.e the Region Friuli Venezia Giulia (Italy), the County of Rijeka (Croatia) and the Slovenia country, have provided input to the forum structure and its contents. Furthermore, each region selected sector relevant associations and further organisations of the regions in order to involve them as stakeholders/members of the forum. The forum consists of a public and a private area, in order to allow project partners and the further selected members to access confidential information and documents in the private section.

Deliverable 3.2 is a report on Guidelines for Best Practice Funding Procedure. This deliverable is primarily associated with work conducted within Task 3.1 of the REACT project, namely ‘Benchmarking funding procedures among EC-MS-AS’. The benchmarking procedure involved identification and description of national funding schemes and processes in each Member and Associated State ; analysis on how the priority Agenda of RTD is formulated ; analysis of bottlenecks in structured funded RTD and of the impact of synergies among MS, AS and EC Strategic RTD Agenda ; and ultimately benchmarking and identification of best practice procedures for funding low-carbon transport (REACT, 2008). Based on this stated aim for Deliverable 3.2, we identify the following guiding questions as useful in focussing the work conducted: 1. What funding schemes exist in the area of low-carbon transport at EC, MS and AS levels? 2. What are the key features of these funding schemes? 3. How are research agendas in this field developed, and by whom? 4. What bottlenecks, synergies and gaps exist in relation to these national and European-level research agendas? 5. What criteria can be used to compare and evaluate (i.e., benchmark) funding schemes? 6. What guidelines can be developed in order to support best practice in funding low-carbon transport research?

Zbog povecanja ucinkovitosti, kvalitete i konkurentnosti prometno-lucke usluge, vece fleksibilnosti i efikasnosti funkcioniranja luckog sustava te ukljucenja u globalna gospodarska kretanja, primjena elektronickog poslovanja postaje pretpostavka postizanja rasta i razvoja luckog sustava. Upravljanje morskim lukama u Republici Hrvatskoj je stihijsko, ne uvažavaju se metodološka pravila i nacela sustavnog pristupa, cesto je bez teorijske i znanstvene potpore, kao i prakticne primjene relevantnih cimbenika rasta i razvoja koji utjecu na razvoj hrvatskoga luckog sustava, pomorskog sustava, ali i na razvoj cjelokupnoga nacionalnog gospodarstva. Svrha ovog rada je istražiti i analizirati u okviru ekonomskih znanosti utjecaje primjene elektronickog poslovanja u morskim lukama na sve aktivne sudionike u procesu stvaranja lucke usluge te istražiti indirektne ucinke na razvoj okoline i gospodarstva. Rezultati istraživanja i dobiveni zakljucci u ovom radu ukazuju da predloženi novi organizacijski pristup u povezivanju svih subjekata putem elektronickog poslovanja u e-lucku zajednicu osigurava racionalno upravljanje luckim sustavom te omogucava rast i razvoj luckog sustava.

StarnetREGIO countries (Italy, Slovenia and Croatia) and regions do not have identical overview of the main strategical development directions concerning maritime affairs as a whole. For that reason, the Web forum can be offered to local and regional policy makers as a tool for obtaining valuable ideas, proposals and guidelines for generation of maritime guiding principles for national, regional and local development. The purpose of such "International maritime dissemination forum" is to create common “ virtual” tool for gathering of the maritime industry companies and to create a virtual cluster as a prerequisite for creation of the real regional maritime cluster. The first task in creating the International maritime dissemination forum was to identify relevant key actors who can be involved in the development and the design of the International maritime dissemination forum (http://www.forum-maritime.eu/forum/). The forum is located on a separate server and is accessible through a link on the project website. The forum is guided by the Technical Steering Committee under the management of Italian research firm AREA and the University of Rijeka, specifically in coordination with TIA and LUKA KOPER (Slovenia) due to their broad experience in this field. Each region ; Friuli Venezia Giulia (Italy), Slovenia and the County of Rijeka (Croatia) have provided input to the forum structure and its contents. Furthermore, each region selected sector relevant associations and further organisations of the regions in order to involve them as stakeholders/members of the forum. The forum consists of a public and a private area, in order to allow project partners and the further selected members to access confidential information and documents in the private section.

U području logističke špedicije zahtjevi za dostupnošću sve detaljnijih informacija, samo jednim pritiskom na programsku tipku, postaju sve značajniji. Pristup i raspolaganje informacijama od bitnog su značaja za sve subjekte koji sudjeluju u proizvodnji transportno-logističke usluge uključujući logističko-špediterskog operatora koji za svog komitenta, tj. korisnika usluge planira, organizira i integrira sve aktivnosti transportno-logističke usluge. U suvremenim uvjetima razvoja informacijskih tehnologija te sve većih zahtjeva korisnika, kvaliteta usluge i uspješnost poslovanja logističko-špediterskog operatora, uvelike je uvjetovana elektroničkom razmjenom podataka (dokumenata i isprava). Sukladno tomu, u ovome se znanstvenom istraživanju navode aktualne spoznaje o zastupljenosti, mogućnostima i učincima primjene informacijskih tehnologija i elektroničke razmjene podataka u djelatnosti logističke špedicije, analiziraju se i sistematiziraju klasični (pisani) dokumenti koji su sastavni dio brojnih korespondencija u poslovanju logističko-špediterskog operatora te se navode primjeri i osnovna obilježja elektroničkih dokumenata u prijevozu i trgovini. Posebno se analiziraju i definiraju pozitivni učinci primjene elektroničkih dokumenata u funkciji konkurentnog poslovanja logističko-špediterskog operatora., In the area of logistics forwarding the needs for the ''one click away'' information availability is becoming more and more significant. Fast access and information disposability are important to all subjects who take part in the production of transport-logistics services, including forwarding operator who plans, organizes and integrates all transport and logistics activities for his client. In the modern development of the information technologies and greater demand from the clients, quality of the service and the efficiency of the forwarding operator depend greatly on the electronic data exchange (regarding documents and papers). Therefore, this scientific research brings forth the notion of the representation, possibilities and effects of the information technologies and electronic data exchange in the logistics forwarding services, its usefulness in the analysis and systematization of all classical (written) documents that are a part of correspondence of any forwarding operator, and therefore gives examples and the basic characteristic of the electronic documents in transport and trade. Positive effects of electronic documentation being used in the function of competition in the logistics-forwarder business activities are particularly analyzed and defined.

Eksplozivan rast Interneta sa svim svojim funkcijama, povezivanje ljudi i poslovanja u mreže, dovelo je razvoja informacijskog društva kao jasne odrednice budućih razvojnih kretanja. Primjena informacijsko-komunikacijskih tehnologija i elektroničkog poslovanja postaje imperativ trenutka za uspješno uključivanje u globalna kretanja u društvu. Ne poslovati elektroničkim načinom, danas znači ne poslovati uopće. Elektroničko poslovanje ispunjava temeljnu potrebu tržišnoga gospodarstva za informatizacijom poslovanja s dobavljačima i kupcima na suvremen i standardiziran način, uz upotrebu internetski zasnovanih tehnologija i suvremenih razvojnih alata. Naravno, uvođenje elektroničkoga poslovanja ne smije i ne može biti nametnuto nekom gospodarskom subjektu, već se može ostvarivati u suradnji, horizontalno ili vertikalno s članicama koje su zainteresirane i spremne za njegovu primjenu. Važnost prijelaza na elektronički oblik poslovanja posebno dolazi do izražaja u sustavu morske luke gdje se javlja velik broj različitih poslovnih subjekata koji sudjeluju u realizaciji prometne usluge. Zbog povećanja učinkovitosti, kvalitete i konkurentnosti prometne usluge, veće fleksibilnosti i efikasnosti funkcioniranja lučkog sustava kao vitalne prometne karike, implementacije informacijsko-komunikacijske tehnologije, izgradnje primjerenog proizvodnog, poslovnog, uslužnog i upravnog informacijskog sustava te uključenja u globalna gospodarska kretanja, upotreba elektroničkog poslovanja u funkciji racionalizacije upravljanja lukom osnovna je pretpostavka postizanja rasta i razvoja lučkog sustava. Elektronička je potpora takvog poslovanja pretpostavka uspješnog i racionalnog upravljanja uslužnim dobavnim lancem. Znanstveno utemeljenim spoznajama o funkcioniranju sustava morske luke te uvažavanjem suvremenih trendova lučkog razvoja gdje se nužnost prijelaza na elektronički oblik poslovanja javlja kao izravna posljedica razvoja informacijsko – komunikacijske tehnologije, u znanstvenom magistarskom radu s naslovom Elektroničko poslovanje u funkciji racionalizacije upravljanja sustavima morskih luka predložen je univerzalni model elektroničkog poslovanja za upravljanje sustavom morske luke koji vodi racionalnom upravljanju te osigurava dugoročan rast i razvoj morskog lučkog sustava. Taj novi organizacijski pristup u osmišljavanju i povezivanju svih subjekata kroz razvoj modela elektroničkog poslovanja, u e-lučku zajednicu osigurava racionalno upravljanje lučkim sustavom, a posebno je učinkovit u cilju racionalizacije troškova poslovanja i transakcijskih troškova, unapređenja prometno-tehnoloških i administrativnih procesa, ubrzanja procesa koordinacije između sudionika te poboljšanja pokazatelja uspješnosti poslovanja. Povećanje konkurentne sposobnosti lučkih sustava, razvoj lokalnog, regionalnog i nacionalnog gospodarstva te veća integriranost u globalno gospodarstvo neki su od širih makroekonomskih učinaka prijelaza lučkog poslovanja na elektroničko poslovanje. Također, povećanje dostupnosti i točnosti informacija, bolja razina zadovoljstva korisnika, veća kooperativnost i partnerstvo među sudionicima u lučkom sustavu, razvoj informacijskog društva i nove organizacije rada nezaobilazni su sociokulturni učinci koje ostvaruje lučki sustav prijelazom na elektroničko poslovanje.