Determining Optimal Dry Port Location for Seaport Rijeka Using AHP Decision-Making Methodology
Abstract
:1. Introduction
2. Status of Seaport Rijeka in Croatian and EU Transport Network
3. Establishing a Dry Port as Solution to Seaport Rijeka Expansion
4. Determining Influential Factors of Dry Port Establishment
5. AHP Decision-Making Methodology to Determine the Optimal Dry Port Location for Seaport Rijeka
- For selection of close dry port location, alternatives are Miklavlje, Škrljevo, Lokve and Delnice;
- For selection of medium-distance dry port location, alternatives are Zagreb-RTZ, Velika Gorica, Dugo Selo, Ivanić Grad;
- For selection of distant dry port location, alternatives are Slavonski Brod, Osijek, Vinkovci, Vukovar.
6. Results
6.1. Optimal Close Dry Port Location for Seaport Rijeka
6.2. Optimal Medium-Distance Dry Port Location for Seaport Rijeka
6.3. Optimal Distant Dry Port Location for Seaport Rijeka
6.4. Selected Dry Port Locations for Seaport Rijeka
7. Discussion
Author Contributions
Funding
Institutional Review Board Statement
Informed Consent Statement
Data Availability Statement
Conflicts of Interest
References
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LOCATION ASPECT— DETERMINATION OF THE OPTIMAL LOCATION OF A DRY PORT | Technical Factors | Technological Factors | Organizational Factors | Ecological Factors | IT Factors | Economic Factors | Legal and Regulatory Factors | Specific Factors |
Dry port terminal infrastructure (capacity and condition) | Intensity of transport flows and acceleration of transport of goods by establishing a dry port | Presence and cooperation of dry port service providers (operators, representative offices, associations, etc.) | Reduction in harmful emissions/reduction in air and soil pollution | Advanced IT systems | Investments in the construction of access roads and terminal infrastructure | Fitting into spatial-urban plans and complying with all applicable regulations | Connection to the TEN-T network | |
Dry port transport infrastructure (road, rail, intermodal, etc.; capacity and condition) | Providing additional capacity and relieving the activities of the seaport by establishing a dry port | Public–private or state ownership (dry port organizational structure) | The impact of the environment on the goods in the terminal and the impact of the goods and processes in the terminal on the environment | Container tracking systems | Facilitating international trade and encouraging economic development | Integration into the railway transport development policy in the EU | Impact on regional development |
LOCATION ASPECT | Technical Factors | Technological Factors | Organizational Factors | Ecological Factors | IT Factors | Economic Factors | Legal and Regulatory Factors | Specific Factors |
Terminal infrastructure (capacity and condition) | Intensity of transport flows | Presence of logistics operators in the dry port | Reduction in harmful emissions/Reduction in air and soil pollution | Advanced IT systems | Logistics costs (transport, storage, supplies, etc.) | Fitting into spatial-urban plans | Expanding to/strengthening the hinterland | |
Infrastructure network (electricity, water, drainage, etc.) | Dry port terminal availability | Logistics policy/government support | Noise and vibration | Container tracking systems | Location activation costs | Possibility of ownership regulation of land and facilities | Connection to the TEN-T network | |
Geological characteristics of dry port terrain | Transport time of goods | Presence of intermodal transport operators | Hazardous materials | Investments in the construction of access roads and infrastructure | Simplification of institutional and regulatory frameworks | Connection to the other relevant hubs/terminals | ||
Rail transport infrastructure | Connection with several modes of transport | Possibility of organizing line connections in railway transport | Dangerous goods | Net present value | Regulations related to the handling of goods (dangerous goods) and terminal equipment | Impact on regional development | ||
Infrastructure for double-deck trains | Availability of intermodal transport terminals | Cooperation of participants in the transport system (representative offices, associations, companies in the field of transport and logistics, etc.) | Influence of the environment on the goods in the terminal | Refund period | Compliance with laws governing the presence, distance and protection of the terminal environment, control and status of goods in the terminal | |||
Road transport infrastructure | Ensuring additional seaport capacity | Agreements on operational agreements | The impact of goods and processes in the terminal on the environment | Impact on market development | Fitting into the railway transport development policy in the EU | |||
Intermodal infrastructure | Relieving seaport activities | Public-private or state property | Facilitating international trade | |||||
Required manpower | Development of value-added services | Coordination between different government agencies | Encouraging economic development | |||||
Better utilization of regional transport infrastructure | Lower distribution cost | |||||||
Lower land costs and taxes | ||||||||
Marketing support of local economic agencies and the state | ||||||||
Gravity of developed economy |
No. | Category | No. | Factors | DRY PORT LOCATION ALTERNATIVES | |||||||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
Close Dry Port Location Alternatives | Mid-Range Dry Port Location Alternatives | Distant Dry Port Location Alternatives | |||||||||||||
Miklavlje | Škrljevo | Lokve | Delnice | Zagreb-RTZ | Velika Gorica | Dugo Selo | Ivanić Grad | Slavonski Brod | Osijek | Vinkovci | Vukovar | ||||
[1] | Technical factors | [1] | Terminal infrastructure | 0.675 | 0.192 | 0.087 | 0.046 | 0.270 | 0.271 | 0.238 | 0.222 | 0.229 | 0.229 | 0.312 | 0.230 |
[2] | Transport and traffic infrastructure | 0.601 | 0.247 | 0.089 | 0.063 | 0.250 | 0.279 | 0.238 | 0.234 | 0.240 | 0.204 | 0.326 | 0.230 | ||
[2] | Technological factors | [3] | Intensity and acceleration of transport of goods | 0.514 | 0.223 | 0.149 | 0.114 | 0.239 | 0.265 | 0.253 | 0.243 | 0.226 | 0.215 | 0.298 | 0.260 |
[4] | Additional capacity of the port | 0.531 | 0.237 | 0.091 | 0.141 | 0.238 | 0.269 | 0.253 | 0.239 | 0.245 | 0.219 | 0.280 | 0.256 | ||
[3] | Organizational factors | [5] | Cooperation of service providers | 0.431 | 0.246 | 0.189 | 0.135 | 0.252 | 0261 | 0.248 | 0.238 | 0.233 | 0.233 | 0.275 | 0.259 |
[6] | Public–private or state property | 0.579 | 0.172 | 0.104 | 0.145 | 0.227 | 0.309 | 0.214 | 0.249 | 0.241 | 0.249 | 0.264 | 0.246 | ||
[4] | Ecological factors | [7] | Reduction in environmental pollution | 0.661 | 0.209 | 0.077 | 0.053 | 0.233 | 0.271 | 0.241 | 0.255 | 0.240 | 0.216 | 0.278 | 0.266 |
[8] | Environmental impact on goods in the terminal, and vice versa | 0.417 | 0.274 | 0.190 | 0.119 | 0.244 | 0.259 | 0.251 | 0.246 | 0.248 | 0.224 | 0.280 | 0.248 | ||
[5] | IT factors | [9] | Advanced IT systems | 0.652 | 0.212 | 0.081 | 0.055 | 0.254 | 0.268 | 0.240 | 0.238 | 0.247 | 0.230 | 0.281 | 0.242 |
[10] | Container tracking systems | 0.663 | 0.187 | 0.097 | 0.053 | 0.253 | 0.263 | 0.247 | 0.236 | 0.228 | 0.224 | 0.301 | 0.247 | ||
[6] | Economic factors | [11] | Infrastructure construction investments | 0.642 | 0.202 | 0.066 | 0.090 | 0.265 | 0.280 | 0.232 | 0.224 | 0.244 | 0.222 | 0.288 | 0.247 |
[12] | Facilitating international trade | 0.678 | 0.175 | 0.057 | 0.089 | 0.239 | 0.272 | 0.244 | 0.245 | 0.232 | 0.228 | 0.294 | 0.246 | ||
[7] | Legal and regulatory factors | [13] | Fitting into spatial-urban plans | 0.516 | 0.241 | 0.139 | 0.103 | 0.233 | 0.295 | 0.251 | 0.222 | 0.183 | 0.172 | 0.402 | 0.242 |
[14] | Fitting into the railway transport development policy of the EU | 0.708 | 0.165 | 0.055 | 0.072 | 0.252 | 0.289 | 0.230 | 0.229 | 0.172 | 0.147 | 0.422 | 0.258 | ||
[8] | Specific factors | [15] | Connection to the EU TEN-T network | 0.632 | 0.220 | 0.062 | 0.086 | 0.250 | 0.263 | 0.253 | 0.234 | 0.219 | 0.207 | 0.317 | 0.257 |
[16] | Impact on regional development | 0.559 | 0.210 | 0.126 | 0.106 | 0.246 | 0.264 | 0.252 | 0.238 | 0.205 | 0.234 | 0.283 | 0.278 | ||
0.578 | 0.218 | 0.109 | 0.096 | 0.246 | 0.271 | 0.245 | 0.238 | 0.227 | 0.218 | 0.299 | 0.255 | ||||
1. | 2. | 3. | 4. | 2. | 1. | 3. | 4. | 3. | 4. | 1. | 2. |
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Božičević, J.; Lovrić, I.; Bartulović, D.; Steiner, S.; Roso, V.; Pašagić Škrinjar, J. Determining Optimal Dry Port Location for Seaport Rijeka Using AHP Decision-Making Methodology. Sustainability 2021, 13, 6471. https://doi.org/10.3390/su13116471
Božičević J, Lovrić I, Bartulović D, Steiner S, Roso V, Pašagić Škrinjar J. Determining Optimal Dry Port Location for Seaport Rijeka Using AHP Decision-Making Methodology. Sustainability. 2021; 13(11):6471. https://doi.org/10.3390/su13116471
Chicago/Turabian StyleBožičević, Josip, Ivica Lovrić, Dajana Bartulović, Sanja Steiner, Violeta Roso, and Jasmina Pašagić Škrinjar. 2021. "Determining Optimal Dry Port Location for Seaport Rijeka Using AHP Decision-Making Methodology" Sustainability 13, no. 11: 6471. https://doi.org/10.3390/su13116471
APA StyleBožičević, J., Lovrić, I., Bartulović, D., Steiner, S., Roso, V., & Pašagić Škrinjar, J. (2021). Determining Optimal Dry Port Location for Seaport Rijeka Using AHP Decision-Making Methodology. Sustainability, 13(11), 6471. https://doi.org/10.3390/su13116471