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The maritime domain is the common domain of special interest, so it has special protection of the state and certain rules of use. One of the models of the maritime domains management in the territory of the Republic of Croatia is the concessioning system, and it is based on various legislation and by-laws that determine the type of concessions, the method of determining the concession fee and the methods and criteria for awarding the concession. The concessions’ management is primarily related to the economic use of maritime domains. The aim of this article is to carry out a comparative analysis of the concessioning model of maritime domains in the territory of the Republic of Croatia and the European Union with a focus on the seaports. For the purpose of economic use, today’s models of the maritime domains’ concessioning in the territory of the European Union are not unambiguous, as they depend on the tradition and historical development of the system even though they are subject to constant changes. The carried out research points to the need of developing the system in the Republic of Croatia with the obligation to harmonising legislation, strengthening criteria within the system and increasing the degree of openness of the market in accordance with the European acquis.

The maritime transport system in the Adriatic region has been developed thanks to the individual activities of ports, as well as specific strategies for the development of the countries that gravitate towards that region. Regarding its potential, this system is not sufficiently developed and there are no clear criteria for evaluating the potential for success of the future Motorways of the Sea systems and services. The solution to this problem is in the scientific point of view that should contribute to the development of the Motorways of the Sea with its systematic approach and clearly defined criteria of implementation of specific models and common activities. With this scientific article and conducted research, we tried to cover the greater part of the whole transport chain (from the departure point to the destination) which is present in the Adriatic region. It is crucial that we take into consideration the fact that it wasn’t possible to gather and analyze the data for every land direction (highways and railways) because we analyzed the infrastructure of the whole region. Thus, the research in this article is directed to the ports and their entries, where the success factor of the port is determined by the success of the direction and the Motorways of the Sea service. In order to accurately determine each of the defined success factors, it was necessary to identify all the subelements which comprise them. The research results point out the complexity of developing new or improving the existing MoS services at higher levels (administrative, infrastructural, organizational, etc.).

Continuous growth in the Northern Adriatic ports container traffic has caused a high utilization rate of the existing loading/unloading and storage capacities. In order to relieve pressure in ports and avoid traffic congestion and overcrowding which are already occurring, a possible solution is imposed by the construction of a new inland container terminal in their catchment background. This would meet the need for additional storage areas, speed up the flow of containers and ensure sustainable development of the Northern Adriatic container ports. In this paper, a proposition is presented for development of an inland container terminal in Kotoriba as a transit logistics centre for the ports of Rijeka, Trieste and Koper. Using the concept of their transport interlinkage and business policy pursuing their common appearance on the market, unlimited possibilities will be provided for the development of the Northern Adriatic supply chain toward the markets of the Central and Eastern Europe.

The subject of this research paper is to analyze the possible models of using public-private partnerships in the management of sea ports in the Republic of Croatia. Public-private partnership, as a modern form of cooperation between the public and private sector, enables port systems to increase their efficiency and to base their port services on a commercial arm’s length basis despite the limitations of public funding. The introduction of the private sector in port operations directly affects their management models. The aim of the paper is to point out, through the presentation of different management models of ports and possible forms of public-private partnerships, the differences in the approach of solving the problem of modernization of Croatian ports and achieving their sustainable developments goals. The research results indicate that the timely analysis of the port environment and basic port performance indicators precondition a strategic planning of some Croatian port systems both at regional and national level. In this way, a better implementation of investment projects will be achieved that will contribute to further growth and development of the Croatian port system.

Kontejnerske luke omogućavaju kontejnerskim brodovima obavljanje ukrcaja i iskrcaja kontejnera. Izgradnja lučkih kapaciteta je skupa, a tokom obavljanja djelatnosti prekrcaja brodova dešavaju se izvjesni zastoji. Ona se manifestiraju u određenom vremenu čekanja lučkih kapaciteta uzrokovanih ili neravnomjernim dolascima brodova ili čekanjem na započinjanje ukrcajno-iskrcajnih manipulacija. Međutim, čekanje broda na početak rada je također skupo, stoga je zajednički interes luke i brodara da se minimizira broj brodova i duljina vremena čekanja brodova. U ovome se radu istražuje utjecaj toka dolazaka brodova na opterećenje slagališta kontejnerskog terminala u Rijeci s obzirom da su ti kapaciteti ograničeni prostorom, ali i kapacitetima lučke pretovarne mehanizacije. Moguća su tri toka dolazaka u kojima kontejnerski brodovi pristižu na pristan i to: skladišno kontrolirani, ravnomjerni i nekontrolirani dolasci. Prikazani su realni podaci dobiveni evidencijom kontejnerskog prometa i stanjem opterećenja slagališta. Predlaže se način postavke modela za praćenje opterećenja kapaciteta terminala., Container ports allow container ships to carry out the loading and unloading of containers. The construction of port facilities is expensive, and during the performance of the transshipment vessels occur with certain delays. This is manifested in a certain time mode of the port facilities caused or with irregular arrivals of the ships or with waiting for the cargo loading/unloading procedure to start. However, waiting for the ship to start the transshipment processes is also expensive hence the common interest of the port and the shipping companies to minimize the number and length of time waiting for ships. This paper explores the impact of the ship arrivals to the loading of container terminal yards in Rijeka, with respect that these capacities have a limited space, as well as limited port facilities and reloading equipment. There are three possible arrival processes in which container ships can arrive at the berth: warehouse controlled, uniform and uncontrolled arrivals. The paper deals with the real data obtained from the records of the container transport and of the loading conditions of container yards in the port of Rijeka. Tenets models are proposed for monitoring the load capacity of the terminal.