Attualmente, lo sviluppo della containerizzazione nel mondo è dominato dai traffici e dagli operatori del Sud- Est asiatico e dell'Estremo Oriente, aree nelle quali viene realizzato un terzo del traffico portuale containerizzato del mondo. Rispetto ai maggiori porti container del mondo, che sono localizzati nell'area del Sud-Est asiatico, il traffico sviluppato dai più grandi porti europei, e spe¬cialmente da quelli mediterranei, è di gran lunga inferio¬re. Sebbene i porti croati, allo stesso modo di tutti i porti adriatici, si configurino quali tipici porti mediterranei, i fattori che influenzano il loro sviluppo li costringono comunque ad un ruolo di secondaria importanza. Questo fatto non ha necessariamente una connotazione negativa, qualora il governo croato, stimolando lo sviluppo del sistema economico interno e dei flussi di traffico, riuscisse a risolvere il problema principale dei porti di Fiume e di tutti gli altri porti croati, cioè la mancanza di carichi.
This study concerns the competitive advantages as the containers' traffic in the global international market. In the first part the comparative costs and the competitive advantages in the systems ' ports are examined. In the second part the variables as rates of exchange, Gross National Product, foreign trade technology, rates international of change, ports' systems, bureaucracy, and their connections are considered. Than, we have considered the growth of the container' traffic in the historical context, and its connections with the variables in the most import areas of the world.
Although the gradual liberalisation of the European airline market is drawing to an end in a context of complete freedom of transportation, this market still features a great number of legal disparities at several levels. The ideals of the Single European Market seem to be completely absent in the airline sector: each State controls its own territory with operation systems and standards of its own, which therefore vary considerably from country to country.
If globalisation is to be the challenge of the turn of the century, then mergers, buy-outs, alliances with carriers which operate in large markets, together with franchising and code sharing agreements, are undoubtedly the instruments that European airline companies will have to use in order to compete with the main carriers and remain on the market.
This study aims to compare from the economic point of view the individual use of a heat engine vehicle to that of an electric one in specific applications. Indeed, although the cost involved in buying and keeping a traditional vehicle is widely known, the same cannot be said far automobiles that run on batteries, which are built according to specific functional, construction and legal requirements. Hence, an analysis of the costs involved in the life cycle of electric vehicles is first and foremost a quality-oriented analysis, rather than a quantitative one, that is to say, it will be aimed at identifying the new kinds of fixed and variable costs which the individual use of these vehicles entails.