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  • image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Authors: Siniša Vilke; Livia Šantić; Matija Glad;

    This paper presents and analyses the redefined Rijeka railway junction. The redefined concept of the Rijeka railroad hub in the context of port and railway interdependence dictates the need to find the accommodation of cargo transport to peripheral locations such as: Krasica, Kukuljanovo, Bakar, Ivani, Bršica and capacity for the island of Krk, while passenger transport would be implemented in the urban area. The most important projects related to Rijeka rail transport system are the construction of a new line of high efficiency between Zagreb and Rijeka, and a new railroad through the tunnel of Učka which will link the ports of Rijeka, Koper and Trieste. Together with the reconstruction of cargo stations Rijeka and Brajdica, an extension of the other tracks on the railroads Škrljevo-Rijeka and Rijeka-Opatija/Matulji should be performed as well as the construction of Krasica, Ivani, Tijani and Vrgljevo stations. The construction includes a multipurpose bridge to the Island of Krk and a railway line to the new container terminal as well as the new railway bypass to “elevation 200”. KEY WORDS: Rijeka railway junction, railway transport system, railway transport, Port of Rijeka

    image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/ Promet (Zagreb)arrow_drop_down
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    Promet (Zagreb)
    Article . 2011
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    Promet (Zagreb)
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      Promet (Zagreb)
      Article . 2011
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      Promet (Zagreb)
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  • image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Authors: Hlaca, Bojan; Rudic, Dušan; Hirnig, Saša;

    The economic situation and comparative advantages of the Port of Rijeka are no more than important preconditions of its development and competitive ability. No adequate connection of the Port of Rijeka to its catchment area is possible without a modern rail and road traffic. The researches and analyses of the port hinterland connection current state, the results of which are provided in these documents, clearly indicate the need to upgrade the existing railway tracks and build a new level Rijeka – Zagreb railway line. This line is a vital condition for ensuring both, a strong growth of the port performances and its competitive ability vis-a-vis other neighbouring ports. The level railway line Rijeka – Zagreb with Rijeka railway junction adequately upgraded, should be therefore regarded as strategic traffic project and conditio sine qua non for the future development of the Port of Rijeka. However, no solution of the Rijeka railway junction problem will be possible without finding the right way for better connection of some of the port terminals. When considering the integral solution of the rail traffic in the greater Rijeka Basin, it is important to know that the access to individual port terminals, the connection with the railway in Istria through the Učka Tunnel and connection with the port terminals on the Island of Krk are of great importance for the Port of Rijeka future development. The efforts to recognize the problems in the port environment and define priorities that make the rail transport a key factor of the Port of Rijeka’s future growth, are the main contributions of this study. KEY WORDS: Port of Rijeka, traffic connections, rail traffic, Rijeka railway junction, development guidelines

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    Promet (Zagreb)
    Article . 2012 . Peer-reviewed
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    Article . 2010
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      Article . 2012 . Peer-reviewed
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      Article . 2010
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      image/svg+xml Jakob Voss, based on art designer at PLoS, modified by Wikipedia users Nina and Beao Closed Access logo, derived from PLoS Open Access logo. This version with transparent background. http://commons.wikimedia.org/wiki/File:Closed_Access_logo_transparent.svg Jakob Voss, based on art designer at PLoS, modified by Wikipedia users Nina and Beao
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  • image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Authors: Rafferty, Laurel;

    This report is part of a strategy to promotes trade competitiveness within the East Asia and Pacific Region. It presents an overview of the logistics issues facing East Asia countries and proposes a development agenda for them. Based on the recognition that the countries have basic differences in their level of development, extent of openness, and composition of trade, it begins by discussing the benefits of improved logistics. The East Asian countries are organized into an action matrix, with an analysis of the logistics needs appropriate to each group. The country working papers (volumes 2, 3, & 5)discuss the assessment of preset logistics services and the impediments they impose upon, and opportunities they offer for, expanded trade, including policy reform proposals. The special report on ports (volume 4) addresses port development in relation to urban growth.

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  • image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Authors: Monsalve, Carolina;

    The railways of South East Europe and Turkey experienced significant declines in traffic volumes in 2009. This reflected the impact of the international financial crisis unleashed in the last quarter of 2008 and its contractionary impact on the economies of the region and elsewhere. Lower traffic volumes translated in most cases into a serious deterioration of the financial performance of the state-owned railways. This brought home the costs of failing to implement essential reforms to improve the operational and financial performance of the sector when the economy was strong. In Romania in 2010, large-scale layoffs were announced at short notice for the state rail companies. The situation is similar for the Bulgarian state rail incumbents; they face an acute liquidity crisis, and will require additional state aid merely to keep running. The lesson of these events is clear: it is unwise to delay implementing state railway sector reforms during good economic times, because the consequences can be too severe if a financial downturn occurs before those reforms have been taken and properly implemented. This report begins by assessing implementation of the European Union (EU) legal and institutional framework and the state of institutional reform in South East Europe and Turkey. It then turns to a comparative assessment of the operational and financial performance of the rail sector in each of the 10 countries over 2005-2009, comparing the report countries with the EU-27 benchmark and three EU countries, Germany, Poland, and Slovenia. The report then moves on to the issue of rail corridor performance, with a specific focus on improving the institutional and regulatory environment at border-crossing points, before offering some conclusions. The first annex focuses on the performance of the incumbent state-owned railways of South East Europe and Turkey in much greater detail.

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    Authors: World Bank;

    In Bangladesh, being a country with many rivers, Inland Water Transport (IWT), is a major mode for the transport o f goods and people. IWT is important for the poor as well as for the competitiveness and growth o f the economy as it is the cheapest mode of transport compared to road or rail. Until recently, however, the sector had received little attention from the Government of Bangladesh with only limited resources allocated to its development. The primary goals of this economic and sector work (ESW) study are to: (i) to provide an overview and assessment of IWT in Bangladesh, (ii) to identify and discuss the sector's strengths, weaknesses, opportunities and threats (SWOT analysis); (iii) to help the Government to define a strategy agreed with stakeholders to bolster the sector's contribution to shared growth and poverty reduction; and (iv) to identify priorities for a possible support from the Bank to the sector scheduled in FY09. The scope of the report will be limited to transport issues and will not propose a strategy for river management in relation to water management. However, the report will help to better integrate the IWT strategy and the water management strategy. The report is structured into a number of sections (3 to 14) which analyze the sector's situation and issues, followed by an analysis of the sector's SWOT (section 15). The report then concludes in section 16 with a summary of the main strategic recommendations that might constitute the foundations o f a new IWT strategy in Bangladesh. Section 17 provides orientations for future World Bank involvement in the sector.

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  • Abstract copyright UK Data Service and data collection copyright owner.The aim of this survey was to discover recreational and tourist activities of Scottish residents.

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  • Abstract copyright UK Data Service and data collection copyright owner.The aim of this survey was to discover recreational and tourist activities of Scottish residents.

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    Authors: Sequeira, Sandra; Hartmann, Olivier; Kunaka, Charles;

    Most trade moves along a few high-density routes: the corridors. Improving their performance has emerged as a necessary ingredient for growth and integration into the regional and global economy. In Africa, this is recognized at the continental level, where program for infrastructure development in Africa (PIDA) has identified 42 corridors that should form a core network for regional integration and global connectivity. Several distinctive features appear to be necessary conditions for a successful corridor, namely (i) a combination of public and private investments to improve infrastructure, (ii) an institutional framework to promote and facilitate coordination, (iii) a focus on operational efficiency of the logistics services and infrastructure, and (iv) a proven economic potential. Reviewing the experience of an apparently successful corridor can help one learn the optimal mix and trade-offs among the ingredients and enable replication of success on other corridors. The lessons from the Maputo corridor can help the regional economic communities (REC), countries, corridor users, and development partners to better focus their corridor strategies to maximize economic growth. The present work focuses on three aspects of its revival: corridors as enablers of trade and economic development; improvement of logistics through investments and reforms; institutional framework adapted according to objectives.

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    Authors: Adzibgey, Yao; Kunaka, Charles; Mitiku, Tesfamichael Nahusenay;

    Corridor efficiency is important to the competitiveness of most of the African economies, especially those that are landlocked. Corridors can be defined as a collection of routes linking several economic centers, countries and ports. While some are only road transport corridors, most of them include more than one mode of transport. The Sub-Saharan Africa Transport Policy Program (SSATP) places emphasis on the facilitation of inter-state trade along corridors. It particularly focuses on identifying impediments to the efficient movement of traffic and seeks to promote appropriate strategies for minimizing hurdles to such movement. This objective is also consistent with the Millennium Development Goals (MDGs) and the Almaty Plan of Action. This concept paper reviews the legal and institutional options for establishing corridor management groups and proposes a framework for establishing such groups along all major transport corridors. Some of the lessons have emerged from the existing corridor management arrangements: (i) corridor groups interventions are problem solving and the operational procedures should encourage this objective and retain flexibility necessary to be responsive; (ii) working groups can be formed on an ad hoc basis to address specific issues and disbanded once the objective met; and (iii) the group organization should ensure public-private interaction at all levels. A three-tier corridor management institution is proposed for regional transport corridors without any arrangement. The institutional hierarchy would comprise a stakeholders group, a core group and a secretariat. Funding arrangements for existing corridor groups include membership fees, contributions by governments, traffic-based usage fees, or donor support. Generally, the funding mechanism of a corridor group would be influenced by its legal instrument. Once established, the group would be able to develop an action plan and deliver some results making it possible to introduce a usage-based funding mechanism such as a tonnage levy.

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    Authors: Wilson, John S.; Otsuki, Tsunehiro;

    The trade performance of countries in South Asia over the past two decades has been poor relative to other regions. Exports from South Asia have doubled over the past 20 years to approximately USD 100 billion. In contrast, East Asia's exports grew ten times over the same period. The low level of intraregional trade has contributed to weak export performance in South Asia. The empirical analysis in this paper demonstrates gains to trade in the region from reform and capacity building in trade facilitation at the regional level. When considering intraregional trade, if countries in South Asia raise capacity halfway to East Asia's average, trade is estimated to rise by USD 2.6 billion. This is approximately 60 percent of the total intraregional trade in South Asia. Countries in the region also have a stake in the success of efforts to promote capacity building outside its borders. If South Asia and the rest of the world were to raise their levels of trade facilitation halfway to the East Asian average, the gains to the region would be estimated at USD 36 billion. Out of those gains, about 87 percent of the total would be generated from South Asia's own efforts (leaving the rest of the world unchanged). In summary, we find that the South Asian region's expansion of trade can be substantially advanced with programs of concrete action to address barriers to trade facilitation to advance regional goals.

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  • image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Authors: Siniša Vilke; Livia Šantić; Matija Glad;

    This paper presents and analyses the redefined Rijeka railway junction. The redefined concept of the Rijeka railroad hub in the context of port and railway interdependence dictates the need to find the accommodation of cargo transport to peripheral locations such as: Krasica, Kukuljanovo, Bakar, Ivani, Bršica and capacity for the island of Krk, while passenger transport would be implemented in the urban area. The most important projects related to Rijeka rail transport system are the construction of a new line of high efficiency between Zagreb and Rijeka, and a new railroad through the tunnel of Učka which will link the ports of Rijeka, Koper and Trieste. Together with the reconstruction of cargo stations Rijeka and Brajdica, an extension of the other tracks on the railroads Škrljevo-Rijeka and Rijeka-Opatija/Matulji should be performed as well as the construction of Krasica, Ivani, Tijani and Vrgljevo stations. The construction includes a multipurpose bridge to the Island of Krk and a railway line to the new container terminal as well as the new railway bypass to “elevation 200”. KEY WORDS: Rijeka railway junction, railway transport system, railway transport, Port of Rijeka

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    Promet (Zagreb)
    Article . 2011
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    Authors: Hlaca, Bojan; Rudic, Dušan; Hirnig, Saša;

    The economic situation and comparative advantages of the Port of Rijeka are no more than important preconditions of its development and competitive ability. No adequate connection of the Port of Rijeka to its catchment area is possible without a modern rail and road traffic. The researches and analyses of the port hinterland connection current state, the results of which are provided in these documents, clearly indicate the need to upgrade the existing railway tracks and build a new level Rijeka – Zagreb railway line. This line is a vital condition for ensuring both, a strong growth of the port performances and its competitive ability vis-a-vis other neighbouring ports. The level railway line Rijeka – Zagreb with Rijeka railway junction adequately upgraded, should be therefore regarded as strategic traffic project and conditio sine qua non for the future development of the Port of Rijeka. However, no solution of the Rijeka railway junction problem will be possible without finding the right way for better connection of some of the port terminals. When considering the integral solution of the rail traffic in the greater Rijeka Basin, it is important to know that the access to individual port terminals, the connection with the railway in Istria through the Učka Tunnel and connection with the port terminals on the Island of Krk are of great importance for the Port of Rijeka future development. The efforts to recognize the problems in the port environment and define priorities that make the rail transport a key factor of the Port of Rijeka’s future growth, are the main contributions of this study. KEY WORDS: Port of Rijeka, traffic connections, rail traffic, Rijeka railway junction, development guidelines

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    Article . 2012 . Peer-reviewed
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    Article . 2010
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    Authors: Rafferty, Laurel;

    This report is part of a strategy to promotes trade competitiveness within the East Asia and Pacific Region. It presents an overview of the logistics issues facing East Asia countries and proposes a development agenda for them. Based on the recognition that the countries have basic differences in their level of development, extent of openness, and composition of trade, it begins by discussing the benefits of improved logistics. The East Asian countries are organized into an action matrix, with an analysis of the logistics needs appropriate to each group. The country working papers (volumes 2, 3, & 5)discuss the assessment of preset logistics services and the impediments they impose upon, and opportunities they offer for, expanded trade, including policy reform proposals. The special report on ports (volume 4) addresses port development in relation to urban growth.

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    Authors: Monsalve, Carolina;

    The railways of South East Europe and Turkey experienced significant declines in traffic volumes in 2009. This reflected the impact of the international financial crisis unleashed in the last quarter of 2008 and its contractionary impact on the economies of the region and elsewhere. Lower traffic volumes translated in most cases into a serious deterioration of the financial performance of the state-owned railways. This brought home the costs of failing to implement essential reforms to improve the operational and financial performance of the sector when the economy was strong. In Romania in 2010, large-scale layoffs were announced at short notice for the state rail companies. The situation is similar for the Bulgarian state rail incumbents; they face an acute liquidity crisis, and will require additional state aid merely to keep running. The lesson of these events is clear: it is unwise to delay implementing state railway sector reforms during good economic times, because the consequences can be too severe if a financial downturn occurs before those reforms have been taken and properly implemented. This report begins by assessing implementation of the European Union (EU) legal and institutional framework and the state of institutional reform in South East Europe and Turkey. It then turns to a comparative assessment of the operational and financial performance of the rail sector in each of the 10 countries over 2005-2009, comparing the report countries with the EU-27 benchmark and three EU countries, Germany, Poland, and Slovenia. The report then moves on to the issue of rail corridor performance, with a specific focus on improving the institutional and regulatory environment at border-crossing points, before offering some conclusions. The first annex focuses on the performance of the incumbent state-owned railways of South East Europe and Turkey in much greater detail.

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    Authors: World Bank;

    In Bangladesh, being a country with many rivers, Inland Water Transport (IWT), is a major mode for the transport o f goods and people. IWT is important for the poor as well as for the competitiveness and growth o f the economy as it is the cheapest mode of transport compared to road or rail. Until recently, however, the sector had received little attention from the Government of Bangladesh with only limited resources allocated to its development. The primary goals of this economic and sector work (ESW) study are to: (i) to provide an overview and assessment of IWT in Bangladesh, (ii) to identify and discuss the sector's strengths, weaknesses, opportunities and threats (SWOT analysis); (iii) to help the Government to define a strategy agreed with stakeholders to bolster the sector's contribution to shared growth and poverty reduction; and (iv) to identify priorities for a possible support from the Bank to the sector scheduled in FY09. The scope of the report will be limited to transport issues and will not propose a strategy for river management in relation to water management. However, the report will help to better integrate the IWT strategy and the water management strategy. The report is structured into a number of sections (3 to 14) which analyze the sector's situation and issues, followed by an analysis of the sector's SWOT (section 15). The report then concludes in section 16 with a summary of the main strategic recommendations that might constitute the foundations o f a new IWT strategy in Bangladesh. Section 17 provides orientations for future World Bank involvement in the sector.

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  • Abstract copyright UK Data Service and data collection copyright owner.The aim of this survey was to discover recreational and tourist activities of Scottish residents.