ࡱ> &(#$%dec5@< bjbj22 2&XX. . . B 8"DB (V2"TTT_45$RP . >@_>> TT+HHH>T. TH>HH)I-( &. TJ |IAHT0(߿jBjB B j. QGHD_/>QQQ  B B FoH(B B FD.Sc. edomir Dundovi, full professor D.Sc. Svjetlana Hess, assistant Faculty of Maritime Studies in Rijeka Studentska 2, 51 000 RIJEKA COMPETITIVENESS OF THE NORTH ADRIATIC PORTS IN VARIOUS CARGO FLOWS ON SELECTED TRANSPORT ROUTES ABSTRACT The functioning of the entire cargo flow process within a transport system lies on the assumption that the operation of all the factors involved in the transport chain has been analysed with a view to bringing them in harmony and obtaining a competitive price and a high quality transportation service. Within the narrow catchment area, the ports of Trieste, Koper, and Rijeka have operated as competitors. All of them gravitate to the same natural hinterland, yet each of them operating on the market with quite a different approach. In assessing the competitiveness of a certain transportation route involving hub ports, land communications with the hinterland, and size of the catchment area, factors like port charges, inland transport charges, and time required are considered essential determinants for the selection of an optimum transportation route. With a view to assessing the overall competitiveness of a certain port with regard to various factors involved (port charges, railway transport charges, and time required), and comparing it with another port's competitiveness level, it has been proposed in this paper that a collective competitiveness index be introduced. The model is aimed at sorting out most competitive ports according to certain sorts of goods on selected transportation routes. KEY WORDS North Adriatic ports, competitiveness, transportation route, competitiveness index 1. INTRODUCTION Where the operation and development of a port are concerned, the national transport related with the foreign trade plays a very important role as the one to count upon with certainty and with comparatively precise quantity and structure planning possibilities. In general, however, the national substratum does not suffice either for an optimum exploitation of port capacities or for any significant development rate; therefore, a good standing on the international market is highly required as well as struggling for as many commodities as possible from the hinterland countries. These requirements have been also confirmed by the widely known statement that goods in transit represent the noncommodity export producing foreign currency income and attracting significant cargo quantities which make the essential prerequisite for a better port development and port capacity engagement. As the key link in the transportation chain, sea ports with their tariffs and transport service quality have either a stimulating or destimulating impact upon the acquisition of new cargoes. However, the functioning of the entire cargo flow process within a transport system lies on the assumption that the operation of all the factors involved in the transport chain has been analysed with a view to bringing them in harmony and obtaining a competitive price and a high quality transportation service. In advanced circumstances, according to basic logistical principles ruling on the international transportation market, in the selection of proper transportation routes for cargo destinations, the situation of the north Adriatic ports deeply indented in the European continent as well as their favourable geographic situation have been attached a secondary importance, as against the transport cost and speed. Two physically different distances may easily become equal in economical terms. It is important to point out that cargo movement and definitions as well as the creation of particular transportation routes have been nowadays determined to a great extent by multinational companies and large owners to suit their own interests. For instance, cargo carriage by sea on board two vessels of equal size and features would cost more on the route from Asia to Malta than from Asia to Hamburg, although the former distance is much shorter. Generally speaking, the through transport from Asia to Hungary results more or less the same either through the north Adriatic or the north-west European ports. Thus, the north Adriatic ports competitiveness is diminished and their choice depends in the first place on Asian large transport operators as well as on the EU and other countries' policies. 2. INTERRELATIONS OF THE NORTH ADRIATIC PORTS OF RIJEKA, KOPER, AND TRIESTE Within the narrow catchment area, the ports of Trieste, Koper, and Rijeka operate as competitors. All of them gravitate to the same natural hinterland, yet each of them operating on the market with quite a different approach. The ports of Koper and Rijeka have been primarily focused on the transit of goods, representing in both ports the portion of 70% of the total turnover, whereas the portion of transit cargoes in the port of Trieste only amounts to approx. 20% (3(. The most significant transit routes for the ports of Rijeka and Koper reach from Austria, Hungary, Czeck Republic, and Slovakia. The port of Rijeka has found a significant transit partner in Bosnia and Herzegovina. Both these ports have had nice prospects in the growth in transit for Serbia, Macedonia and Albania. The port of Trieste development plans have envisaged growths in transit, particularly where Austrian, Hungarian, Czeck, and German cargoes (Bavaria) are concerned. All three ports have been interested in Ukraine and south Poland as their potential transit partners. Within the wider catchment area, there are a number of transportation routes which have gone through fast development in the past decade, to become strongly involved in competition with the north Adriatic transportation route. The first to mention is the route accross the north-west Europe with the ports of Rotterdam, Hamburg and Bremen, followed by the eastern one across the Black Sea. These cargo flow routes have recorded a significant turnover growth in the past few years, particularly where the portion of Hungarian cargoes is involved. It is therefore necessary and indispensable for the ports of Trieste, Koper, and Rijeka to cooperate and join their efforts with a view to competing jointly with the north-west European and the Black Sea ports. However, it should be highlighted here that the ports of Koper and Trieste, unlike Rijeka, have been provided with informatical systems and communication networks linking them with their service users, in addition to their advanced technological process automation and computerization, and investments in updated informatical infrastructure in general. It is worth mentioning here the joint European project, presently under preparation, on electronic integration of transportation and trading systems of Slovenia, Hungary, Austria, and Italy, with the Republic of Croatia also invited. The present cooperation between the ports of Trieste, Koper, and Rijeka has been felt in their joint promotion as well as in the promotion of the north Adriatic transportation route on international trade markets, yet, there is a need for aggressive joint marketing activities on any actual as well as potential markets. In Table 1, traffic of the dry cargoes in the ports of Trieste, Koper and Rijeka is given. Table 1. Traffic of the dry cargoes in the ports of Trieste, Koper and Rijeka (in 000 tones) Port1993.1994.1995.1996.1997.1998.1999.2000.2001.2002.2003.TRIESTE9.1927.1108.86411.2159.66310.27510.44412.12412.37711.5998.716KOPER4.2484.0565.4295.0985.7317.0016.6197.3877.4567.5409.151RIJEKA4.3473.5553.7052.3092.5233.2892.5462.5642.9062.7273.557TOTAL17.78714.72117.99818.62217.91720.56519.60922.07522.73921.86621.424Source: (4, 7( Graph 1. Traffic of the dry cargoes in the ports of Trieste, Koper and Rijeka  EMBED MSGraph.Chart.8 \s  The port of Trieste and the port of Koper in particular, have made intensive investments in new facilities in the past two decades or more. According to facts, these undertakings have proven profitable and they are expected to generate positive results in the long run constantly. The port of Rijeka is facing a significant turn point presently: either to start an intensive investment cycle aimed at upgrading the existing facilities and building the new ones in a ten-year period, in order to be able, by using its technological solutions and fast service rendering, to fight the competition and to regain and/or attract new cargoes; or to develop just a small and self-sufficient port. 3. COMPETITIVENESS ASSESSMENT MODEL FOR PORTS AND THEIR APPROPRIATE TRANSPORTATION ROUTES In assessing the competitiveness of a certain transportation route involving hub ports, land communications with the hinterland, as well as the size of the catchment area, factors like port costs and expenses, and land transport costs and time required are considered essential determinants for the selection of an optimum transportation route. The distance between the port and the point of destination in the hinterland is an essential factor. However, in consideration of the fact that different distances may take different times in dependence on the land infrastructure quality rate, the number of border crossings, land transport means technical features, transport organization, and the like, the distance is often a poor indicator. For this reason, this paper has chosen the time required from/to the port to/from the point of destination in the hinterland as the factor relevant for the selection of a transportation route. 3.1. Competitiveness factor analysis for the ports of Rijeka, Koper, and Trieste The major objective of the competitiveness assessment model for ports and their appropriate transportation routes to the selected points of destination in the hinterland is to find out which one among the three north Adriatic ports: Rijeka, Koper, or Trieste, is the most competitive transit port for the selected points of destination in the hinterland, in consideration of: port charges for a certain type of vessel, railway transport charges to the selected point of destination in the hinterland, transport time taken from the port to the destination. The subject of the study comprises: three north Adriatic ports: Rijeka, Koper, and Trieste which operate as competitors, owing to the more or less the same catchment areas, various types of vessels calling the ports: general cargo, coal, and grain carriers, selected points of cargo destination: Vienna in Austria, Budapest in Hungary, and Brno in Czeck Republic. In laying down a model, it is necessary to carry out a number of various preliminary activities, among which an appropriate data collection is very important for as good analysis of the model as possible. Here are the data required: port charges by the category for the three ports observed, railway transport charges, and cargo transport charges to the destination in the hinterland, transport time required from particular ports to particular points of destination. The model has the objective to show which one of the ports is more competitive for certain types of cargo: general cargo, coal, and grain carriers. Liquid cargoes have not been considered here. Port charges comprise the following categories of charges: light dues, port dues, pilotage, mooring/unmooring, custom clearance, agency fee, garbage removal, licence fee, bunk guarantee, towage, and miscellaneous. In publicly open ports port tariffs are applied consisting of port fees and port dues. Port fees are adopted and publicly announced by Port Authorities and they comprise (6, 158/03, art.62(: port dues, demurrage and berthage. Port dues are charged upon vessels carrying out commercial operations, i.e. loading or discharging passengers, goods, and vehicles. Inoperative ship berthage is imposed upon vessels using the port for any purpose other than loading or discharging passengers, goods, and vehicles. Berthage fee is imposed upon fishing vessels, yachts, and fishing, sport and other types of small crafts and floating units. Port dues are charged upon port users in respect of services used in publicly open ports. It is within the Port Authoritys competence to determine the maximum amount applicable. Concessionaires carrying out their activities in publicly open ports are required to publicly announce their own port dues applicable for each particular activity or service rendered. With a view to maintaining competitiveness within the port, and on the basis of objective circumstances evaluated as indicative of the port noncompetitiveness, the Port Authority is entitled to reduce the tariffs either completely or selectively, with respect for the possibility to be left to concessionaires of adopting their business operation to such reduced tariffs. There are fees and dues displayed in Table 2 in respect of various services being rendered at the ports of Rijeka, Koper, and Trieste. By way of illustration, a computation of the total disbursements is presented in respect of a general cargo carrier. The data do not include cargo handling tariffs, and consequently the results obtained should be interpreted with a certain reserve. Formal tariffs are not completely reliable and it is necessary to point out that, according to the established custom, lower rates are usually negotiated with customers and particularly where long-term agreements are involved, with respect for the demand fluctuation on the port service market. Owing to its "very delicate" nature, this sort of information is practically unavailable. In Tables 3-6 there are port charges displayed (USD per ton, per net tonnage, and per vessels gross tonnage) in respect of the following categories of vessels: general cargo vessel discharging 3000 metric tons (MT) of a certain general cargo composition (paper, coils, and timber). Vessels features are: 3119 GT and 1548 NT; bulk carrier discharging 130 000 tons (MT) of coal; having the following features: 80 300 GT and 40 300 NT; bulk carrier discharging 27 000 tons (MT) of grain; having the following features 17 973 GT and 7 056 NT; and drive on/drive off ferry discharging vehicles weighing 1500 tons (MT); having the following features: 40 772 GT and 12 232 NT; the data relating to this type of vessels in the port of Trieste have not been available. Table 2. Port charges for general cargo vessel in the ports of Rijeka, Koper and Trieste Port Cost typeRIJEKAKOPERTRIESTEUSD%USD%USD%Light dues1 471 (0,95xNT)20,1542 (0,35xNT)7,81 161 (0,75xNT)19,7Port dues3 000 (1,00xMT)40,93 150 (1,05xMT)45,585 (har.due)1,4Pilotage176 (88x2)2,4240 (120x2)3,5348 (174x2)5,9Mooring/unmooring206 (0,033xGT)2,8237 (0,038xGT)3,4200 (100x2)3,4Custom clearance2002,73004,45439,2Agency fee1 10015,01 13516,42 08035,2Garbage removal124 (124x1)1,756 (56x1)0,842 (42x1)0,7Licence fee350,51051,5--Bank guarantee580,8550,8--Towage804 (1/1x402)11,0900 (300x3h)13,0900 (1/1x450)15,3Rest1502,12002,95439,2TOTAL7 3241006 9201005 902100Total without light dues5 8531006 3781004 741100Source: (3( Table 3. Port charges for general cargo carrier (in USD with and without light dues) in the ports of Rijeka, Koper and Trieste PortRIJEKAKOPERTRIESTELight dueswithwithoutwithwithoutwithwithoutUSD/MT2,441,952,312,131,971,97USD/GT2,351,882,212,041,811,89USD/NT4,733,784,474,123,813,81Source: (3( Table 4. Port charges for a coal vessel (in USD with and without light dues) in the ports of Rijeka, Koper and Trieste PortRIJEKAKOPERTRIESTELight dueswithwithoutwithwithoutwithwithoutUSD/MT0,880,580,710,600,430,43USD/GT1,420,951,140,970,690,69USD/NT2,831,882,281,931,371,37Source: (3( Table 5. Port charges for a wheat vessel (in USD with and without light dues) in the ports of Rijeka, Koper and Trieste PortRIJEKAKOPERTRIESTELight dueswithwithoutwithwithoutwithwithoutUSD/MT0,950,710,810,720,730,73USD/GT1,431,061,211,071,101,10USD/NT3,652,703,092,742,802,80Source: (3( Table 6. Port charges for a car carrier (in USD with and without light dues) in the ports of Rijeka and Koper PortRIJEKAKOPERLight dueswithwithoutwithwithoutUSD/MT15,557,709,498,06USD/GT0,570,280,350,30USD/NT1,890,941,160,99Source: (3( Table 2 displays a port charges breakdown by the charge category in respect of a general cargo carrier in the ports of Rijeka, Koper, and Trieste. On the basis of data presented in Tables 3-6, it is possible to make a computation, just like in Table 2, of port charges in respect of a bulk grain carrier and a coal carrier (their features including capacity, net, and gross tonnage are quoted above). However, where the competitiveness assessment model is concerned, all this will not be necessary, since the competitiveness rate is to be assessed with respect for port tariffs (from Tables 3-6). Prior to setting the model, it should be pointed out that it appears strikingly clear from the data presented in the Tables above, that the port of Rijeka is not competitive according to its actual light dues figures. The port charges figures are indicative of the seriously jeopardized competitiveness of the port of Rijeka in contrast to the ports of Koper and Trieste, due to the very high light dues level. For this reason, in setting the port of Rijeka competitiveness assessment model, the data are going to be used with this charge included/excluded with a view to possibly obtaining different results. In consideration of the inland (railway) transport charges, let us point out that transport operators, not being inclined to disrupt their reputation and to impair their development prospects, have consequently made every effort to obtain the freight rates assuring their maximum possible net-returns, whereas on the other hand, transport service users have demanded lower freight rates to be compatible with the transport terms and conditions offered. It can be therefore justifiably argued that the demand for the land transport services on the Rijeka transportation route as well as the size of the port of Rijeka catchment area and turnover will very much depend on the competitiveness of this transportation route as against any other transportation routes, in terms of the "inland through transport rates to be borne by the transport service user". Public railway tariffs often differ from the actually agreed railway tariffs due to various railway freight rebates granted by most railway authorities in different forms and amounts, the majority of them being considered confidential. Taking into account that these rebates cannot be precisely foreseen, being agreed on a case to case basis in dependence on cargo types, cargo quantities, transport user (permanent or temporary), and many other factors, the only possible and justifiable way to carry out the railway freight transport tariff component analysis is to use the public railway tariffs in determining the railway transport charge. In this accordance, the railway transport charge figures presented in Table 7 refer to the public railway tariffs applicable for iron ore, grain, and containers from the ports of Rijeka, Koper, and Trieste to the hinterland destinations in Vienna, Budapest, and Brno. Rates are expressed in EUR/ton, in addition to EUR/TEU for containers. Railway transport times from particular ports to the destination have been presented as well. Table 7. Railway transport rates and time for iron ore, grain, and containers from the ports of Rijeka, Koper, and Trieste to the hinterland destinations in Vienna, Budapest, and Brno PORTRIJEKAKOPERTRIESTEDestinationiron oregraincont.hiron oregraincont.hiron oregraincont.hVienna1.9971.53955,98261.0101.43952,343180987531,8318Budapest98098035,63321.3081.30847,54391.3371.44952,2948Brno1.5631.56356,81761.8901.89068,73481.9202.03273,8848Source: (1, pp.78-82; 2, pp.28 ( 3.2. Competitiveness model lay down Here are the requirements for the lay down of the port of Rijeka competitiveness assessment model: Step 1 comparison of port charges between Rijeka and Koper comparison of port charges between Rijeka and Koper for particular vessel types Step 2 comparison of railway transport charge from Rijeka and Koper to the three selected points of destination within the catchment area: Vienna, Budapest, and Brno comparison of railway transport charge from Rijeka and Trieste to the three selected points of destination within the catchment area: Vienna, Budapest, and Brno Step 3 comparison of railway transport times from Rijeka and Koper to the three selected points of destination comparison of railway transport times from Rijeka and Trieste to the three selected points of destination Step 4 with a view to achieving a better layout of the results following the preceding steps, an individual index table should be drawn up in order that this relative number may be used in making the above mentioned comparisons the port of Rijeka competitiveness index computation should be made with respect for various cargo types and various hinterland points of destination. An index is a type of relative number used in comparing two frequencies of the same statistic mass. It indicates the relative change in one frequency as against the frequency compared with. The relations between particular phenomena within a group of diversified phenomena can be monitored by individual indexes. Thus, it is the very index to be used in computing the relations between particular factors of one port as against the other. By applying this model, it is possible to make the computations of: the port charge index, railway transport charge index, and railway transport time index. Formulae for computing the index is following (5(:  EMBED Equation.DSMT4  where: f1 statistic mass frequency 1 f2 the same statistic mass frequency 2, used as the comparison basis. For illustration purposes, here are the port charge indexes computing methods including and/or excluding light dues for general cargo at the port of Rijeka as against the port of Koper. Data required for this index computation can be found in Table 3. The port charge index with light dues included can be obtained as follows:  EMBED Equation.DSMT4 , and without light dues:  EMBED Equation.DSMT4  . The results obtained have shown that, where general cargo is concerned and the port charges are inclusive of light dues, the port of Rijeka is by 6% behind the port of Koper, whereas with port charges excluding light dues in either of the ports, the Rijeka transport route appears to be by 8% more competitive. Other indexes contained in Table 8 can be obtained by analogy. Table 8. Indexes for the model of competitiveness RIJEKA-KOPERRIJEKA-TRIESTEPort chargeswith light dueswithout light dueswith light dueswithout light duesgeneral cargo1069212499coal12598206138grain1189913096vehicles16393- -Railway transport chargesViennaBudapestBrnoViennaBudapestBrnogeneral cargo10775831766877coal19873832477581grain10775831766877Railway transport time848215814467158 There can be additional rows and columns inserted in the Table, thus enabling more than the above three factors to be observed as influencing the selection of the transport route. In addition, apart from the three hinterland points of destination, any other point of destination can be selected for cargoes handled in a particular port. Likewise, it is possible to have the competitiveness index computed in respect of additional cargo types, although almost all of them have been comprised with the types already mentioned. However, no liquid cargoes have been considered, such as oil and oil products, where the port charge indexes can be realistically expected to differ considerably from one port to the other. The Table of individual indexes is to be used as the basic prerequisite for the competitiveness index computation. With a view to assessing the overall competitiveness level for a particular port with respect for various factors (port charges, railway transport charges, transport time), and comparing it to another ports competitiveness level or to a competitiveness level expressed in another time unit, the proposal made in this paper refers to the introduction of a competitiveness index. It represents a number expressing the relation between the values of factors observed in the port subject to competitiveness assessment and the port compared with within the time unit observed, for the selected route and cargo type. A competitiveness index is a collective index obtained as the arithmetic mean of individual indexes. Collective indexes are numbers used in the measurement of relative changes within a heterogenous group of phenomena. Typically, the sequence frequencies are expressed in different measurement units or at different value levels. A collective index should be used for a numerical description of a relative change for the whole, whereby the relations between the parts of the whole should be properly manifested. The arithmetic, geometric, and harmonic mean values should apply for the purpose. The choice depends on each particular case, yet the arithmetic mean has been most frequently used. The mentioned mean values can be either pondered or simple. A simple mean is a good representative of the group value only provided that all the phenomena within a group are equally valued, as in case of this model. Where some of individual indexes are to be particularly emphasized, i.e. attached more value as against the others (e.g. to emphasize the significance of the port charge index within the competitiveness index, as against any other indexes) then the correct relation between the parts and the whole is to be pursued by means of the pondered mean. Pondered values are used to emphasize the significance of a phenomenon within a group. Formulae for computing the collective index is as follow (5(:  EMBED Equation.DSMT4  where: Ik competitiveness index Ii individual index; i=1,...,n For illustration purposes, here is the computation procedure for the port of Rijeka competitiveness collective index as against the port of Koper for general cargo destinated to Budapest. The data required for this index computation can be found in Table 8. It follows that the competitiveness index with light dues is:  EMBED Equation.DSMT4 , and without light dues:  EMBED Equation.DSMT4 . In consequence of the above, it can be concluded in respect of the port of Rijeka, taking into account the port charges, railway transport charge, and railway transport time taken to the destination, that the port of Rijeka is by 12% more favourable than the port of Koper, whereas with port charges exclusive of light dues in both ports, the Rijeka transport route appears to be by 17% more favourable. Other indexes contained in Tables 9a) and 9b) can be obtained by analogy. Table 9. Competitiveness collective index of the port of Rijeka considering the cargo type and its destination: a) with light dues and b) without light dues a) with light dues Cargo typeRIJEKA KOPERRIJEKA TRIESTEViennaBudapestBrnoViennaBudapestBrnogeneral cargo998811614886120coal13693122199116148grain1039212015088122vehicles118107135---b) without light dues Cargo typeRIJEKA KOPERRIJEKA TRIESTEViennaBudapestBrnoViennaBudapestBrnogeneral cargo948311114078111coal1278411317693126grain978511313977110vehicles9583111--- The above described model may be extended with regard to: - other charges and some other factors affecting the selection of a particular transport route, - additional points of destination within the catchment area of the ports observed, and eventually applied to any other ports accordingly. It is easy to understand from Graphs 2 and 3 the advantages of the port of Rijeka as against the port of Koper where general cargo, coal, and vehicles are concerned with Budapest for destination, as well as against the port of Trieste where general cargo and grains destinated to Budapest are concerned. Graph 2. The port of Rijeka competitiveness collective index as against the port of Koper  SHAPE \* MERGEFORMAT  Graph 3. The port of Rijeka competitiveness collective index as against the port of Trieste  SHAPE \* MERGEFORMAT  Table 10 displays a general breakdown of competitiveness indexes for any port, various cargo types, and multiple points of inland cargo destination (D)/departure (Dp). Table 10. General table for a competitiveness index Port I Port iPort I Port II...Port I Port idestination/departureD/DpID/DpII...D/Dpn...D/DpID/DpII...D/DpnCargo type...cargo I...cargo II...cargo III.... . ....cargo k... 3.3. A review of the ports of Rijeka and Plo e competitiveness levels Whilst the port of Plo e does not fall within the category of the north Adriatic ports, it is for the purpose of comparison that the port of Plo e competitiveness index is going to be computed here by the same method as in case of the port of Rijeka, the port of Plo e being the second largest transit port in the Republic of Croatia, immediately following Rijeka. The task has required data collection in respect of the port of Plo e port charges applicable for general cargo carriers, coal carriers, grain carriers, and container carriers. The model setting has also required the collection and analysis of the railway transport charges for the cargo types involved, to their hinterland destinations in Vienna, Budapest, and Brno, as well as the transport times required. The data required are displayed in Table 11. Table 11. Railway transport charges and times for the cargo types involved from the port of Plo e to their destinations and charges of the port of Plo e FactorTransport charges (euro)TimePort charges (USD/MT)Destinationiron oregraincont.hoursgeneral cargocoalgrainVienna3.3032.54592,6432,701,552,08Budapest1.1941.1944339Brno2.3862.38686,71116 Table 12. Indexes for the model of competitiveness for the port of Plo e Port chargesPLO E-RIJEKAPLO E-KOPERPLO E-TRIESTEgeneral c.111117137coal176218361grain146172189Railway transport chargesViennaBudapestBrnoViennaBudapestBrnoViennaBudapestBrnogeneral c.1651211531779012629182117coal1651221533279112640889124grain1651221531779112629182117Railway transport time16512215313910024223981242 It can be concluded from the results plotted in Table 12 as follows: most individual indexes exceed 100, which does not favour the port of Plo e, the port is least of all in competition with the port of Trieste, the port is more competitive than the port of Koper and the port of Trieste where the railway transport charge to Budapest is concerned, by 10% and 20% respectively, it is out of competition with the other two ports where port charges are concerned, particularly in respect of coal, where the figures applied in the ports of Koper and Trieste are exceeded by 118% and even 260% respectively. Table 13. Competitiveness collective index of the port of Plo e considering the cargo type and its destination Cargo typePLO E  RIJEKAPLO E  KOPERPLO E  TRIESTEViennaBudapestBrnoViennaBudapestBrnoViennaBudapestBrnogeneral c.147118139144102162222100165coal169140161228136195336177242grain159130151163121180240117183 The competitiveness collective indexes for the port of Plo e do not exceed 100, which means that - generally speaking - the port of Plo e is not in competition with the ports of Rijeka, Koper, and Trieste, just like expected, yet they have been computed here for the sake of competitiveness level review. First of all, the port of Plo e has not been provided with satisfactory inland transport communications with the hinterland, apart from being more distant from the observed hinterland centres and more inadequately provided with port facilities, infrastructure and suprastructure than the ports of Rijeka, Koper, and Trieste. The port of Plo e major turnover rate has been owed to cargoes in transit for Bosnia and Herzegovina. Its significance is expected to grow considerably with the construction of the Vc transport corridor. 4. ANALYSIS OF THE COMPETITIVENESS MODEL RESULTS It can be concluded from the competitiveness model presented here in respect of the port of Rijeka as against the neighbouring ports of Koper and Trieste, attracted by almost the same catchment area, that the port of Rijeka competitiveness level would result much higher if the category of charges concerning light dues were not taken into account. With a view to making the port of Rijeka port charges competitive, there were some 30% (3( reductions introduced in the period 1996 - 2001 in respect of the categories collectable from various port participants, such as port dues (Port Authority), towage (private enterprise), pilot charge (private enterprise), garbage collection (municipal sanitation dept.), etc. There were no reductions in light dues, which are collected by the state-owned enterprise for the maintenance of navigation aids Plovput d.o.o., Split. Consequently, despite the 30% reduction in port charges, the Rijeka transport route has been still less competitive than the ports of Koper and Trieste, on account of light dues which exceed the figures applied in the ports of Koper and Trieste by 171% and 27% respectively. The calculation refers to light dues per vessels net tonnage (NT) amounting to 0.95 USD/NT for the port of Rijeka, 0.35 USD/NT for the port of Koper, and 0.75 USD/NT for the port of Trieste. Thus, a vessel carrying 130,000 t of bulk cargoes (coal or iron ore) on the Rijeka transport route will be charged light dues exceeding by 24,180 USD the ones applicable for the port of Koper. The difference appears to be even more striking where car ferries are concerned. Thus, a 40,772 GT / 12,232 NT vessel will be charged light dues in amount of 11,620 USD at the port of Rijeka (0.95 USD/NT) and 2,140 USD (0.175 USD/NT; official tariff amounts to 0.35 USD/NT) at Koper. In this case, light dues on the Croatian transport route exceed by 443% the figure applied at the port of Koper. As a result following the preceding data, there has been no vehicle handling at the port of Rijeka any more, whereas the port of Koper has recorded a yearly turnover of 300,000 units. Light dues are imposed upon any vessel navigating through the lanes along the coast of the Republic of Croatia. They are collected by Plovputs shipping agent. Plovput is a limited liability company, with the majority of shares owned by the state. Light dues are equally applied to all vessels calling at Croatian ports (Rijeka, Plo e, Split, and Dubrovnik), the rate being much lower in case of yachts and passenger ships. Early in 2001, the Port of Rijeka Authority made an attempt towards Plovput aimed at finding a solution to the problem, the light dues applied by the Republic of Croatia being extremely heavy as compared to the other countries. The letter was supported with documents submitted by Croatian Association of Shipping Brokers and Agents, the Port of Rijeka, and Transadrija (leading forwarders). There has been no response up to this day and no measures undertaken in respect of the problem. The total income collected by Plovput from vessels calling the port of Rijeka amounts approximately to USD 3 billion yearly. With the reduction of light dues, the port of Rijeka might be in competition with the neighbouring ports, thus stimulating the vessel and cargo turnover growth at the port, as well as an increasing income for Plovput d.o.o., and total turnover growth which would reflect upon higher profits for all the subjects involved in the transport of goods, insurance, and other activities on the Rijeka transport route. All this would significantly contribute to a faster revival of the port of Rijeka and prosperity of the complete trading industries in Croatia. The port of Rijeka covering more than 70% of Croatian ports total turnover, participates just with 6-15% in the total income of all the participants in the Rijeka transport route, the share of all the other participants in the transport (railway, ship owners, road transport operators, forwarders, shipping agents, shipchandlers, surveyors, insurance companies, banks, etc.) amounting to 85-94%. It is therefore indispensable for light dues to be brought to a competitive level as soon as possible, thus to enable the Rijeka transport route to compete with the other north Adriatic ports under the same conditions. This will open faster possibilities for the comeback of cargoes and shipping lines lost, as well as for the attraction of new ones. Provided a favourable solution to the problem concerning light dues, the port of Rijeka will be able to take advantage of the positive change. An analysis of the results displayed in Tables 9a) and 9b) brings us to the conclusion that the position of the port of Rijeka is not as bad as it may appear in comparison with the competition. The port of Rijeka is in competition with the port of Koper where general cargo is concerned, provided that either the point of destination or the departure of cargo is Vienna, and also where general cargo, coal, and grain are concerned, provided that Budapest is the point of destination/departure. As against the port of Trieste, the port of Rijeka is the better choice in respect of general cargo and grain destinated to Budapest. However, taking into account light dues, the port of Rijeka stands in competition with Koper where grain and vehicles are concerned, provided that the point of destination/departure is Vienna, as well as for vehicles destinated to Budapest, whereas where coal transport to Budapest is concerned, the port of Rijeka is more competitive than the port of Trieste and the Trieste transport route. Having in mind that practically the inland transport charge and quality, particularly where railway transport is involved, have considerable impact upon the canvassing of new cargoes, attention should be paid to the canvassing of cargoes in transit from Hungary, Czeck Republic, and Slovakia, where railway transport charges are more competitive than those from the neighbouring ports of Koper and Trieste. The port of Rijeka is competitive in respect of almost all cargo types destinated to Hungary, in particular for grain, iron ore, and container transport destinated to Czeck Republic and Slovakia. On the ground of the above said, and according to the analysis of the data collected, as well as an insight into the competitiveness model results, it can be concluded that the port of Rijeka and the Rijeka transport route catchment area cover the territories of the Czeck Republic, Slovakia, and Hungary, whereas in case of Austria the competitive ports of Trieste and Koper offer more significant advantages. For this very reason, it is necessary to establish a common administrative body (with the Ministry of Shipping, Transportation, and Communications) to be entrusted with the complete informatic integration and harmonization of all the transport service participants requirements and objectives. Particular attention should be paid to elimination of "bottle necks" and impermissibly high disbursements. The basic objective should comprise the determination of the transport service total expenses and quality level required to be competitive on the shipping market and to guarantee the acquisition of new cargoes on the Rijeka transport route. There is already some statistic evidence showing that the port of Rijeka has made certain steps in this direction, i.e. the port of Rijeka statistics 2003, recording a 31% turnover growth rate as compared to 2002. The 2003 turnover reached 3,557.206 tons of cargo (4(. The port of Rijeka turnover 2004 was 4,654.698 tons, which was the level the port of Rijeka had been achieving in late 80s. Beside the timber cargo, there was a 34% general and bulk cargo turnover growth rate recorded as well. The container turnover has been distinguished out of the general cargo group for the high growth rate reaching 81%, thus representing the fastest growing cargo turnover throughout 2002. There has been a favourable turnover and a 34% growth rate recorded in respect of the so-called other general cargoes, a 40% turnover growth rate in respect of ferrous metals in particular (pipes, plates, profiles, coils, wires, bars, rods, concrete reinforcing rods), a growth rate exceeding 80% in respect of paper and wood pulp, followed by a 15% growth rate in respect of rice, and considerable quantities of bagged sugar. In addition, there was also the fruit cargo turnover monitored separately within the general cargo group during 2003, with a 24% growth rate recorded. The 2003 bulk cargo turnover also recorded a 34% growth rate as compared to the 2003 figures. The Bakar terminal recorded a 42% turnover growth rate. There were particularly outstanding growth rates recorded in respect of the coal cargo turnover for Italian market and the iron ore turnover for Hungarian market. The Bakar terminal also recorded some significant turnover rates in respect of the cement and clay. The turnover growth rate in respect of the so-called other bulk cargoes nearly redoubled (92%), particularly in respect of the Istrian road gravel in export for Italy via the port of Brica, and soya in transit for Hungarian market, closely followed by salt and sugar in bulk. According to commercial plans, favourable announcements, and larger amount of new contracts, particularly in respect of the second semester 2004, further turnover growth has been guaranteed in 2005, which would bring the port of Rijeka back to the favourable position it had enjoyed in the early 90s. 5. CONCLUSION The principal objective of the competitiveness assessment model for particular ports and their appropriate transport routes to the selected points of destination in the hinterland is to find out which one among the three north Adriatic ports observed, i.e. Rijeka, Koper, or Trieste, is the most competitive transit port for the selected points of destination in the hinterland. The model is aimed at evaluating the port of Rijeka overall competitiveness level with respect for various factors involved (port charges, railway transport charges, transport time) and at comparing it with competitiveness levels of the ports of Trieste and Koper. To this purpose, this paper has proposed the competitiveness index to be introduced for use as the number expressing the relations between the values of particular factors of the port observed as against the port compared with, within the time unit observed, for the selected route and cargo type. In laying down a model, it is very important to carry out the appropriate data collection which would enable the performance of as good an analysis of the model as possible. The model imperfection refers to the large number of various data to be collected and unified for all the ports observed, but there is also a great advantage in obtaining the exact result, having in mind the determinist nature of the model. The advantage represents the exact result comprising a number of segments: what other ports the port of Rijeka is in competition with, considering cargo types and movement directions. 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6]mH sH hhd)imH sH hh; mH sH hCJmH sH hh; CJmH sH hhiCJmH sH .ln4+" $$Ifa$ $$Ifa$kd$$Ifl4\  K x  v (0-!4 laf4p([R $$Ifa$kd$$Ifl4\  K x  v 0-!4 laf4 $$Ifa$…΅օޅd[RRR $$Ifa$ $$Ifa$kd$$Ifl4\  K x  v 0-!4 laf4#*d[OFF: $$Ifa$gdo $$Ifa$ $$Ifa$gdi $$Ifa$kdI$$Ifl4\  K x  v 0-!4 laf4*38?HMNY]aeilptw{|Ff $$Ifa$ $$Ifa$gdoFf@ $$Ifa$gdoņȆ̆͆ $$Ifa$Ff3 $$Ifa$gdoFf $$Ifa$NҊӊjnތ $$Ifa$ $$Ifa$ G "^`"gdd)i & F Jgdd)i & F gdd)igdd)iFf ތ2,# $$Ifa$$Ifkd$$Ifl4X\t {     g      (0 4 laBf4p( ,6DV`bx̍ԍ܍Ff$IfFf $$Ifa$*6BJT`vʍ jlnz{~bcde$%&'ŷЛЍЛЍŷЋŀrhChC56mHsHhC56mHsHU j]hh]GmH sH  j[hh]GmH sH hhC5\mH sH hh; 5\mH sH hh0]mH sH hh]GmH sH hh; mH sH hh]GCJmH sH hh; CJmH sH ( "*2:BJRZbjlnz{ gd]G``gd]GFf$IfFf $$Ifa$.' vI$a$gdC`gd]G`gd]G`gd]G with their point of destination/departure in Budapest. As against the port of Trieste, the port of Rijeka makes the better choice in respect of general cargo and grain in transit for Budapest. It is possible to make the above described model extended with regard to other charges and some other factors affecting the selection of a particular transport route. It makes it possible for additional routes and port communications with different points of destination within their catchment areas to be considered as well. Finally, the model may apply to the competitiveness analysis in respect of any group of ports. KONKURENTNOST SJEVERNOJADRANSKIH LUKA ZA RAZLI ITE VRSTE ROBA NA ODABRANIM PROMETNIM PRAVCIMA Sa~etak Funkcioniranje cjelovitog procesa protoka tereta u prometnom sustavu pretpostavlja analizu funkcioniranja svih imbenika u prometnom lancu s ciljem usklaivanja i dobivanja konkurentne cijene i kvalitete prometne usluge. U u~em gravitacijskom podru ju luke Trst, Kopar i Rijeka djeluju kao meusobni konkurenti. Sve tri luke posjeduju ista prirodna gravitacijska podru ja, ali postoje stanovite razlike u opslu~ivanju tr~iata. U odreivanju konkurentnosti odreenog prometnog pravca, koji obuhvaa luke kao voriata, kopnenu povezanost luke sa zaleem, i veli inu gravitacijskog podru ja zna ajni imbenici su troakovi koji nastaju u luci, cijena i vrijeme kopnenog prijevoza, kao bitne odrednice u odabiru optimalnog prijevoznog puta. Da bi se utvrdila veli ina ukupne konkurentnosti odreene luke s obzirom na raznorodne imbenike (lu ke troakove, cijenu ~eljezni kog prijevoza, vrijeme prijevoza) te usporedila sa stupnjem konkurentnosti neke druge luke, u ovom se radu predla~e uvoenje skupnog indeksa konkurentnosti. Cilj modela je z|~ Lkd$$Ifl0 hQ!64 la$!$If^!`a$gd%$IfgdCgdCgdCpokazati koja je luka konkurentnija za odreene vrste tereta na odreenim prometnim pravcima. Klju ne rije i Sjevernojadranske luke, konkurentnost, prometni pravac, indeks konkurentnosti LITERATURE (1(Bari evi, H., Poletan, T., Tarifna komponenta ~eljezni kog prijevoza kao imbenik konkurentnosti rije koga prometnog pravca. Pomorstvo, god.15, Pomorski fakultet u Rijeci, Rijeka, 2001.(2(Poletan, T., Bari evi, H., Integralni pristup u analizi kopnene prometne povezanosti luke Rijeka sa zaleem. Pomorstvo, god.16, Pomorski fakultet u Rijeci, Rijeka, 2002.(3(Rehabilitation of the Port Function & Development Study Croatia  Rijeka Port Project, Rotterdam Maritime Group, 2002.(4(Statistika poduzea "Luka Rijeka"(5(`oai, I., Serdar, V., Uvod u statistiku. `kolska knjiga, Zagreb,1997.(6(Zakon o morskim lukama, Narodne novine 17/94, 108/95, 6/96, 31/96, 52/96, 97/00, 158/03(7( HYPERLINK "http://www.porto.trieste.it" www.porto.trieste.it,  HYPERLINK "http://www.luka-kp.si" www.luka-kp.si,  HYPERLINK "http://www.portnet.it" www.portnet.it , january 2005. 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