MODELLING OF NATIONAL MULTIMODAL TRANSPORT … Kos.pdf · MODELLING OF NATIONAL MULTIMODAL TRANSPORT NETWORK IN CONTAINER TRAFFIC 4 legislation and policy (management, government,

Renato Oblak, SerĎo Kos

MODELLING OF NATIONAL MULTIMODAL TRANSPORT NETWORK IN CONTAINER TRAFFIC

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MODELLING OF NATIONAL MULTIMODAL TRANSPORT

NETWORK IN CONTAINER TRAFFIC

Renato Oblak

Forwarding agency Likar d.o.o.

1. Maja 10a, HR - 51000 Rijeka, Croatia

[email protected]

Serđo Kos

University of Rijeka

Faculty of Maritime Studies

Studentska 2, HR - 51000 Rijeka, Croatia

[email protected]

ABSTRACT

This paper aims at analyzing the structure of container traffic in Croatian container ports, which will be

based on import and export flows of movement of full containers, and on using certain types of transport within

the national and international transport networks. By determining the gravitational field of container ports on the

basis of turnover in recent years with some countries in the region, it will determine the current utilization of

existing resources and future development opportunities towards which the development policies pursued by the

Croatian menagement container ports should be directed. Given the existing European supply chains and

European transport corridors we will propose a plan for upgrading and improving the Croatian-modal

transportation network, and its full inclusion and integration into international trade and transport chains.

Keywords: multimodal transport, transport networks, container terminal, container flows

1 INTRODUCTION

The globalization of world economy and the constant need for speeding up the process

of transport in international trade has led to a major expansion in the development of transport

systems. The largest contribution to the development of new technology went to transport, of

which the most important place belongs to containerization and its high efficiency with which

it contributes to the rapid development of multimodal transport [8].

Generally, multimodal transport is determined by the transport of specific cargo using

two or more vehicles in one trip, from which it is necessary to execute and its transshipment

[13]. Given this definition, a port container terminal consists of a central position in the

overall transport chain on the territory of which manifest the main features of multimodal

transport. At the port container terminal the various transport sectors (road, rail, maritime) [1]

are connecting and there is reloading from one form to another means of transport (ship-truck,

ship-wagon, ...). Therefore, port container terminals represent a starting point in designing and

modeling the transport network.

However, for proper planning of transport networks is necessary to determine the end

points of interest with which they can place the exchange of goods across the observed

terminal. For such a model approach it is necessary to make a detailed analysis of the

structure of the supply, look at the national and international flows of goods and examine the

possibilities of expanding the potential market interest.

In this paper it will be analyzed the structure of the transport container of the largest

Croatian port of Rijeka and Ploče in relation to the use of a particular form of land transport

and the representation of individual countries in total, with an emphasis on import / export

mailto:[email protected]

mailto:[email protected]



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routes of movement of full containers. It will be evaluated the compatibility and

complementarity of the Croatian infrastructure and superstructure in relation to Pan-European

transport corridors V and X. Based on published data and conclusions will be proposed

programs that will aim to modernize and better integration of the Croatian transport

infrastructure to European transport networks. In this way, it will ensure better links with the

Croatian container ports in the neighboring countries and areas of interest which they

gravitate. This will undoubtedly have positive effects on increasing container traffic in the

Croatian ports that must be the foundation for the development of our society, both at regional

and at national level.

2 ANALYTICAL REVIEW OF SELECTED WORKS RELATED THE SUBJECT

MATTER DESCRIBED IN THIS PAPER

Through a brief review of relevant literature concerning the subject matter represented,

it will be presented the thinking of individual authors and indicated the approximate

guidelines as a basis for this work.

According to Rob Van Nes [2] multi-modal transport is the ideal approach to solving

today's problems of mobility of people and goods, which are manifested through problems of

periodic traffic congestion, increased levels of needs for spatial and temporal accessibility,

and negative impacts on the environment. This approach highlights the very significant

impact on the creation of multimodal transport on transport networks, leading to the idea of

their hierarchical structure or the use of analytical models. Also as a very important

characteristic of transport networks, users say that the most important questions of cost and

duration of travel, and investors and operators whose interests are closely connected with the

operating costs and investment costs and maintenance of transport networks.

Vasiliauskas [13] in modeling multi-modal transportation networks starts from the

analysis of national and international cargo flows passing through the observed area. In what

follows the data points of departure and destination of individual travel, the type, quantity and

value of goods transported, and the order and how to use various means of transportation.

Heejoo, Tschangho and Boyce [5] also observed in their work import and export flows

of goods, but in terms of distribution by industrial sectors and regions of the accommodation.

Given the association of certain industrial region flows down transport networks and the level

of mutual distribution by value and quantity of goods.

Authors Laird, Nellthorp and Mackie [7] observed the effects of transportation networks

in terms of economic impact they create on the environment. The stress the interaction of

transport with the rest of the transmission system, the nature and economies. Define the

impact of network effects as a result of which is caused by congestion, economic measures,

targets, density and external consumption.

According to Nikolić [9] multi-modal transport is an essential prerequisite for effective

functioning and performance of transport activities. It directly contributes to the successful

involvement of national economies into the international flows of goods and forms the basis

of economic and social development.

3 MULTIMODAL TRANSPORT

3.1 The concept of multimodal transport

The constant increase in international trade has imposed the need for transportation

systems by accelerating and facilitating the international exchange of goods. Demand for

linking of different countries in terms of when it is impossible to just one branch of the

transport system of „door to door“, is determined the rapid development of multimodal



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transport. The greatest contribution that the container had technology that was in her late

fifties began with the implementation in practice. With its rapid expansion and wide use has

contributed to the improved efficiency of transport systems and created the preconditions for

a greater level of success in international trade.

Accordingly multimodal transport by UNCTAD [14] it represents the transport of goods

by at least two different transport sectors on the basis of a single multimodal transport

contract, from one country where it takes the transportation of goods by the multimodal

transport operator and transported to the place designated for delivery by located in another

state.

This definition provides the basic concept of multimodal transport, which is determined

by the following conditions:

transport of goods between two different states,

using at least two vehicles of different transport sectors,

conteinerizing movement of goods,

the conclusion of a single contract of carriage and

the unique responsibility of multimodal transport operators across the transport

path.

3.2 Multimodal transport networks

The main function of transport networks is to provide means of transport required

overcoming transport route from the point of departure to destination. This helps make up the

transfer of raw materials and semi-finished products to the required destination, and

distribution of finished products to end users [3]. This provides strong interactive relationship

between production and consumption activities, which ultimately results in the formation of

the usual traffic of cargo flows.

The perception of the concept of transportation network, we can conclude that they can

be viewed from two aspects, i.e. from the user's side and from the side of foreign investors or

service provider [11]. For the user is very important spatial and temporal availability and

speed of transport networks, while for investors and network operators the cost of investment,

maintenance and operational work. Harmonizing the mutual interests leads to the creation of

transport networks with the optimal performance of their facilities and transportation

technologies meet the required needs.

Because of the impossibility of connecting all points in the transport process with a

single transport sectors, it became necessary to include high-integration of separate models of

transportation networks in a single system [13]. Thus laid the foundation for the development

of multimodal transport networks.

Multimodal transportation network are linking several different transport carriers of

transport sectors at different levels with different network operators or managers. On the way

to achieve a combination of different transport services, which aims to reduce the duration of

the journey and the maximum lower transportation costs. With this way of organizing the

transportation advantage of the benefits of all transport sectors to achieve maximum

adaptability to the required needs of the market, and ensure availability of services at all

levels.

However, in models of multi-modal transportation network special attention should be

given to specific parameters that have a direct impact on their planning. They include [3] the

following:

infrastructure (existing and planned),

technology (IT, technical, technological, .. ),

socio-economic characteristics of a given area and



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legislation and policy (management, government, .. ).

4 CONTAINER TRAFFIC OF CROATIAN CONTAINER PORTS

4.1 Croatian container ports

The economic development of each country is based on the developed and efficient

transport system. Sea ports as well as subsystems of maritime and transport systems play a

central role in this development [6]. Given that most international trade is focused on

maritime transport, seaports that represent the starting point in designing international supply

chains and transportation networks. They are the indispensable link between the different

transport sectors, and their high efficiency contributing to the development of its gravitational

field.

Accelerated application of container technology in the last fifty years has been

influenced by a constant increase in international trade and container traffic. In accordance

with these facts Croatian container port have been developed.

Today we can observe and analyze the two container ports that make up the backbone

of the Croatian Republic of container traffic. These are the ports of Rijeka and Ploče.

Table 1: General data of container terminals Rijeka and Ploče

GENERAL DATA ABOUT

TERMINALS

RIJEKA PLOČE

TOTAL TERMINAL AREA 135,000 m² 38,000 m²

QUAY SIDE 164 m + 295 m 280 m

MAX. ALLOWED DRAFT 10 m + 11 m 13,8 m

ANNUAL CAPACITY 250,000 TEU 60,000 TEU

STORAGE CAPACITY AT A

TIME

6,500 TEU 1,400 TEU

SHORE CRANES 2 + 2 1

CRANE CAPACITY 20 TEU/HOUR 10 TEU/HOUR Source: „Jadranska vrata“ d.d. and „Luka Ploče“d.d.

The container terminal port of Rijeka is situated in the depths of the Kvarner Bay in

the area where the Adriatic Sea penetrates the northernmost in the European continent and

makes the traffic route most appropriate natural link with the markets of Central Europe.

Unlike Rijeka terminal, container terminal of the port Ploče is situated in the central Adriatic

Sea in the Gulf northwest of the mouth of the river Neretva. Geotrafficly it represents a

terminal that is of paramount importance to the economy of the neighboring country of

Bosnia and Herzegovina, but also for the wider catchment area that extends to the countries of

Central Europe.

Table 2: Container traffic in ports Rijeka i Ploče

TRAFFIC / TEU RIJEKA PLOČE

2006 94,395 18,150

2007 145,024 29,385

2008 168,777 35,124

2009 122,743 25,931

2010 121,490 20,420 Source: Statistics of concessionaire „Jadranska vrata“d.d. and „Luka Ploče“d.d.

The above data show that the container terminal in Rijeka is several times larger than

the container terminal in Ploče. This is best reflected in the yearly turnover, which in Rijeka

were up to five times higher than in Ploče. This was certainly contributed to a better geo-

strategic position of the terminal in Rijeka and its improved relationship with the wider

catchment area. Therefore, the container terminal in Rijeka represents the most important



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Croatian port that is invaluable national interest. When it can not be ignored and the economic

interests of the port, which are closely linked to economic development of neighboring Bosnia

and Herzegovina.

4.2 The structure of the container traffic in comparison to other countries in the region

The level of container traffic of each terminal is closely linked with the economy in its

hinterland. Proximity of economic zones and developed multi-modal transport network are

prerequisites for achieving a high level of performance. But the closest and shortest natural

path to some regions in the interior does not necessarily mean the use of the transport route

[10], but the economic viability and development of complex multi-modal transport network

creates conditions for constant growth in turnover. Synergy of ports with the interests and

needs of the business environment is a priority in future development of container terminals,

which can be achieved only through constant monitoring of events in the market for goods

and services. In this way the business can adapt to the required needs of the container terminal

more competitive compared to those who compete in the same area of interest located in their

hinterland.

Table 3: Traffic of full containers in the port of Rijeka with other countries in the region

COUNTRY

2008

IMPORT

(TEU)

2008

EXPORT

(TEU)

2009

IMPORT

(TEU)

2009

EXPORT

(TEU)

2010

IMPORT

(TEU)

2010

EXPORT

(TEU)

CROATIA 60978 8184 29522 7920 27531 10773

SERBIA 11713 1139 20859 1661 21083 2434

BIH 2616 265 4740 490 4428 2146

SLOVENIA 60 116 432 114 678 108

HUNGARY 50 624 133 411 125 348

AUSTRIA 7 36 32 7 122 6

SLOVAKIA 45 1 31 0 684 4

CZECH REP. 0 22 1 1 7 10

GERMANY 2 5 10 6 11 6

POLAND 6 0 2 0 0 0

MACEDONIA 18 0 15 0 7 0

SWISS 0 2 0 2 0 5

ITALY 42 4 13 1 19 5

OTHERS 23 105 6 39 2 75

TOTAL 75560 10503 55796 10652 54697 15920 Source: Statistics of concessionaire „Jadranska vrata“ d.d.

Therefore, following the structure of a full container traffic that goes through the

Croatian port of container with respect to interest-zone countries in the region, vividly

displays the size of the gravitational field. It will determine the level of connection with the

interest zones on the basis of actual container traffic in the past few years.



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80,70

15,50

3,460,34

77,92

10,842,528,72

52,91

37,38

8,501,21

74,35

15,59

4,605,46

50,33

38,55

8,103,02

67,67

15,29

13,48

3,56

0%

20%

40%

60%

80%

100%

IMPORT

2008

EXPORT

2008

IMPORT

2009

EXPORT

2009

IMPORT

2010

EXPORT

2010

T E U

OTHERS

BIH

SERBIA

CROATIA

Figure 1: Graphic presentation of the representation of individual countries in total traffic of full

containers in the port of Rijeka; Source: Statistics from concessionaire „Jadranska vrata“ d.d.

These data indicate that the container transport of port of Rijeka as far as full containers

for the most part oriented towards the domestic market. However, we note that a significant

increase in recorded trade with Serbia and Bosnia and Herzegovina. All other countries that

gravitate Rijeka terminal represented a very small percentage which is very worrying for the

Rijeka traffic route.

Besides the representation of a full container exports is very small compared to imports.

Ranges from 12.20% in 2008 to 22.55% in 2010. So significant increase is not only due to

increased levels of exports, but to the reduction of container imports that has caused a global

recession. However, if Rijeka container terminal wants to ensure a constant increase in its

turnover it will have to work quickly to ensure a greater number of full containers in export,

because it is the safest solution in the interest of marine shipping company, which is in

accordance with the basic function of the sustainable development of the terminal.

In relation to the container terminal in Rijeka port traffic Ploče is mainly oriented to the

market of Bosnia and Herzegovina, so that the total traffic of full containers15% - 20% is

intended for the Croatian market, and 80% - 85% for Bosnia-Herzegovina market.

Table 4: Traffic of full containers in port of Ploče

YEAR

TOTAL

TRAFFIC

(TEU)

FULL

(TEU)

EMPTY

(TEU)

STORAGE

FULL

(TEU)

OUT OF STORAGE

FULL

(TEU)

2008 35124 20737 14387 3348 17389

2009 25931 14679 11252 2051 12628

2010 20420 13555 6865 3815 9740 Source: Statistics of concessionaire „Luka Ploče“ d.d.

The data show that the presence of a full container exports is very small compared to

total turnover. It ranges from 14% to 19% which is insufficient to attract new shipping lines

that would contribute to increasing the total turnover. It is also evident that the interest areas

in the hinterland of the port is very small and narrowly focused on the market.

4.3 The structure of the container traffic in relation to land use sustainable transport

Interaction of port container terminals with a land transport is one of the most important

factors in the functioning of the multimodal transport chain. Using road or rail transport is

realized transport containers from the terminal to the consignee or end-users. The advantages

of rail transportation are reflected in lower costs on longer routes, while road transport



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associated with high-speed delivery over shorter distances and flexibility in organizing and

planning of transport [4].

Developed road and rail infrastructure are the basis of development of each container

port. Good connections with the economic zones in the hinterland, low transportation costs

and flexibility in meeting the needs of recipients are prerequisites for their optimal

functioning.

Therefore, we will analyze transport container ports of Rijeka and Ploče in relation to

land use to transportation, as well as coverage of specific areas with a particular transport

service.

Table 5: Traffic of container terminal in Rijeka with respect to the use of certain land transport industry

COUNTRY

2008

IMPORT /

EXPORT

TRUCKS

(TEU)

2008

IMPORT /

EXPORT

WAGONS

(TEU)

2009

IMPORT /

EXPORT

TRUCKS

(TEU)

2009

IMPORT /

EXPORT

WAGONS

(TEU)

2010

IMPORT /

EXPORT

TRUCKS

(TEU)

2011

IMPORT /

EXPORT

WAGONS

(TEU)

CROATIA 47749 / 5625 13229 / 2559 24234 / 5122 5288 / 2798 22749 / 7608 4782 / 3165

SERBIA 8416 / 1049 3297 / 90 15106 / 1577 5753 / 84 16195 / 2358 4888 / 76

BIH 2543 / 262 73 / 3 4415 / 490 325 / 0 4357 / 1062 71 / 1084

SLOVENIA 51 / 21 9 / 95 297 / 37 135 / 77 610 / 8 68 / 100

HUNGARY 11 / 593 39 / 31 44 / 298 89 / 113 26 / 80 99 / 268

AUSTRIA 3 / 19 4 / 17 6 / 7 26 / 0 27 / 1 95 / 5

SLOVAKIA 2 / 0 43 / 1 0 / 0 31 / 0 597 / 0 87 / 4

CZECH REP. 0 / 10 0 / 12 0 / 1 1 / 0 4 / 10 3 / 0

GERMANY 0 / 4 2 / 1 0 / 4 10 / 2 3 / 5 8 / 1

POLAND 6 / 0 0 / 0 2 / 0 0 / 0 0 / 0 0 / 0

MACEDONIA 18 / 0 0 / 0 15 / 0 0 / 0 7 / 0 0 / 0

SWISS 0 / 2 0 / 0 0 / 2 0 / 0 0 / 5 0 / 0

ITALY 42 / 4 0 / 0 13 / 1 0 / 0 19 / 5 0 / 0

OTHERS 23 / 105 0 / 0 0 / 39 6 / 0 2 / 75 0 / 0

TOTAL 58864/7694 16696/2809 44132/7578 11664/3074 44596/11217 10101/4703

Source: Statistics of concessionaire „Jadranska vrata“ d.d.

From these data it is evident that the majority of traffic of full containers is carried by

road transport. Rail transport is represented on average only 25%, which implies the fact that

the use of the advantages of rail transport at a very low level. With regard to transport policy

the European Commission for the transport of the future development should be based on the

growing use of rail transport, which would be achieved through the renovation and

construction of new railway infrastructure at the national and international level. Therefore,

great attention should be paid to national development plans to modernize and increase the

railway infrastructure, and thus ensure the quality requirements to increase its traffic.



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77,90

22,10

73,26

26,74

79,10

20,90

71,14

28,86

81,53

18,47

70,46

29,54

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

IMPORT

2008

EXPORT

2008

IMPORT

2009

EXPORT

2009

IMPORT

2010

EXPORT

2010

T E U

WAGONS

TRUCKS

Figure 2: A graphic representation of each aspect representing transport in total traffic for a full

container on the container terminal in Rijeka; Source: Statistics of concessionaire „Jadranska vrata“ d.d.

In relation to Rijeka terminal container traffic of full containers in the port of Ploče is

also largely carried by road transport with 80%, while the railways are represented only

with 20% of the total turnover.

5 MODELING OF NATIONAL MULTIMODAL TRANSPORT NETWORK IN

CONTAINER TRAFFIC

5.1 Croatian traffic system

Croatian traffic system is the driving force of economic and social development of the

Republic of Croatia. Its effective functioning is a prerequisite for the smooth operation of

national and international commodity flows starting in container Croatian ports of Rijeka and

Ploče. Everyday needs for increasing the quality of transport services in terms of higher speed

and reduced transport costs, an adequate connection of new destinations and markets,

modernization of existing infrastructure, the growing tendency of using rail transport and

multimodal transport, application of the Croatian transport infrastructure very quickly adapt

harmonized with EU standards .

Due to insufficient capacity and lack of transport infrastructure, Croatia is far behind in

the development of European transport systems. Overdue and badly though Croatian transport

policy has resulted in inadequate utilization of potentials of Croatian ports and container

cargo flows passing through Croatian traffic routes, which are quickly took advantage of a

competitive container port that their development plans won the Central and Eastern Europe,

and thus pushed Croatia the economic zone as its natural market.

Transactions of container ports of Rijeka and Ploče rely in large part on the roads, while

rail infrastructure is very little represented. Therefore, particular attention should be paid to

their strategic development with which will be created the basic preconditions for achieving

high-quality multi-modal transportation network, and thus the Croatian transport routes could

be imposed as indispensable participants in European supply chains.

According to the Ministry of Sea, Transport and Infrastructure, basic network of road

and rail infrastructure are:

roads - a distance of 29,546.90 km (highway and semi highway - 1,243.60 km,

state highways - 6,819.70 km, the county road - 10,867.40 km and local roads -

10,297.20 kilometers) and

railways - a length of 2,722.00 km (single tracks - 2,468.00 km, double tracks -

254.00 km, electrified tracks - 980.00 km).



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Figure 3: Traffic infrastructure of Republic of Croatia;

Source: Ministry of Sea, Traffic and Infrastructure

5.2 Pan-European transport corridors

Croatian territory in terms of traffic is very transit, this is proven by the passage of three

Pan-European transport corridor V, VII and X. For container ports of Rijeka and Ploče of

exceptional importance are Corridors V and X, which are directly linked to the markets of

Central and Eastern Europe.

Pan-European transport corridor V railway covers 3270 km and 2850 km of road

infrastructure and is extending on the main route from Venice (Italy) - Trieste (Italy) - Koper

(Slovenia) - Ljubljana (Slovenia) - Maribor (Slovenia) - Budapest (Hungary) - Uzgorod

(Ukraine) - Lviv (Ukraine) - Kiev (Ukraine). In addition to the main traffic route, there are

also three branches: Va - Bratislava (Slovakia) - Zilina (Slovakia) - Košice (Slovakia) -

Uzgorod (Ukraine), Vb - Rijeka (Croatia) - Zagreb (Croatia) - Becsehely (Hungary) and Vc -

Ploče (Croatia) - Sarajevo (Bosnia and Herzegovina) - Budapest (Hungary).

Pan-European transport corridor X railway covers 2529 km and 2300 km of road

infrastructure and extending between Salzburg (Austria) - Villach (Austria) - Ljubljana

(Slovenia) - Zagreb (Croatia) - Belgrade (Serbia) - Niš (Serbia) - Skopje ( Macedonia) - Veles

(Macedonia) - Thessaloniki (Greece). This transport corridor is not directly touching the

container Croatian port of Rijeka and Ploče, but it is connected with branches Vb and Vc, thus

expanding their area of interest.



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Figure 4: Pan-European transport corridors; Source: http://en.wikipedia.org

5.3 Modelling of multimodal transport network of Croatian container ports

Modeling multimodal transportation network includes the integration of separate

models of networks into a single system that enables seamless multi-modal transport between

two specific points [13]. For maritime container terminals this means integrated port, road and

rail infrastructure, and thus connect the terminal to the sites that represent the end point in the

travel container.

The modeling of multi-modal transportation network of container ports of Rijeka and

Ploče will use the information obtained by monitoring the movement of full containers by

country of final destination and use of a particular land transport. In this way, will determine

the current catchment area of container ports, and will be able to quantitatively evaluate the

needs of current users and end customers. It will also be obtained from the data used for the

formation of multimodal transport chains to its price, speed and availability of other

competing routes, and will thus expand the potential area in order to achieve the increase in

container traffic in ports.

The analysis showed that the interest-oriented terminal zones of Rijeka on the Croatian,

Serbian, and to a lesser extent Bosnia and Herzegovina. Other countries had a very small

share in container traffic, which should suggest that something must be urgently taken in

opening these markets. This will be achieved only way to modernize existing and build new

rail infrastructure, which will use their speed, capacity, price and availability of open greater

opportunities for Rijeka Gateway of economic zones that are spatially distant, and focused on

Pan-European transport corridors V and X.

Unlike Rijeka's terminals, terminal in Ploče is almost entirely focused on the market of

Bosnia and Herzegovina. Container traffic with the Croatian economy is represented in very

small measure. But we must not forget that Ploce are on the Pan-European transport corridor

Vc, which extends all the way to Budapest and connects on its way to the Corridor X. From

the analysis of container traffic to modest data obtained from the port of Ploce do not see

traffic to countries within these corridors, which undoubtedly proves the weak activities

http://en.wikipedia.org/



11

undertaken in the valuation of the transport route and opening new potential markets

associated with these corridors.

6 CONCLUSION

Insufficient investment in upgrading existing and building new infrastructure, especially

rail, limit the maneuverability of container ports in terms of their active involvement in the

system of European multimodal transport networks and participation in European supply

chains. This is clearly evident from the structure of container traffic which is mostly focused

on the national economy, while the other partner countries dominated by Serbia, and Bosnia

and Herzegovina and other countries make up a negligible percentage.

If you do not make a sound development strategy of Croatian traffic system based on

multimodality, quality involvement in Pan-European transport corridors and in accordance

with the planned container port traffic needs, their future sustainable development will be

threatened and left in an unsatisfactory current level. But we must not forget that this will then

leave a long-term negative consequences for the Croatian economy and society as a whole.

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18. www.port-authority-ploce; (03 February, 2011)

19. www.mmpi.hr/ (18 February, 2011)

20. http://en.wikipedia.org (20 February, 2011)

21. http://ec.europa.eu/ ( 05 February, 2011)

http://www.adriatic-gate.hr/

http://www.portauthority.hr/rijeka/

http://www.luka-ploce.hr/

http://www.port-authority-ploce/

http://www.mmpi.hr/

http://en.wikipedia.org/

http://ec.europa.eu/

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