This paper analyses capabilities of terrain serviceability ofvehicles in regards to the ground features. Two key relief attributesrelated to the slope inclination are defined, as well as reliefforms quantitatively defined as deviations of height above sea-level. As the secondary attribute, the topographic wetness indexis estimated, which, in correlation with the drainage coefficientyields the wetness value index as an essential factor of passablenessin the conditions of harder and more intensive precipitations,that is to say, sudden snow melting. By application ofGIS analysis, based on the digital model of space heights alongthe Kupa River from Pisarovina to SiSinec, the values of primaryand secondary relief attributes have been calculated, andthe analysis of Landsat satellite images has been used to definethe values of vegetation cover. Based on these values and dataon the soil type, the layer of ground wetness has been estimated.Cross Country Mobility Program of ESRI company, withinGIS program package Arc View 3.3. has been used to set themarginal values of the defined relief parameters and to estimatethe levels of mobility for single vehicles in different terrain conditions.The comparison of the obtained results clearly indicatesa possible application of the defined data in the analysisof terrain serviceability of military vehicles, with regard to therelief features of the terrain. For full applicability of the model itis also necessary to define other attributes of mobility related tohydrographical, vegetation, pedological, anthropogenic andother ground features.

The article deals with the development of the new paradigmof the European rail freight system predominantly suitable forthe feeder lines (market niches). Taking into consideration theso far adopted legal solutions of the EU Commission for internationalisation(liberalisation) of the European railway system,the concept of the new rail freight model was developed inorder to contribute to the increase of the quality, as well as to thegrowth of the volume of the rail freight services in Europe.Based on the findings about the disadvantages of the existingrail freight paradigm, the new solution consisting of the threeinterrelated and interconnected subsystems: institutional, technical/technological and organisational, is proposed. New liberalisedaccess to the entire European rail infrastructure networkwill increase the competition and most probably attractnew railway freight service providers. The introduction of thesuggested innovative solutions in form of small, self-propelled,bi-directional train formation that can be automatically coupledand decoupled and equipped with the innovative loadingand unloading equipment (enabling loading/unloading operationswherever the truck can stay parallel to the train), is to beexpected predominantly on the feeder lines (market niches) ofthe European railways.

For the needs of the traffic model of the Feasibility Study ofthe Split ring-road, a traffic swvey was carried out at 15 places.The result of this research is a travel matrix that contains93,885 trips in the base year. The analysis of the data and distributionof trips was done by the program package Visum. Thetraffic forecast was done for the period from 2001 to 2028 by themethod of equal growth factors. The output results were usedfor the economic evaluation of the project.

Helsinki is constructing in Vuosaari a new modem and effectivecargo harbour. All cargo harbour activities will be concentratedthere. The total project includes the harbour, a logisticsarea, traffic connections (road, railway and fairway) and aBusiness Park. The road connection goes through the Porvarinlahtiroad tunnel. The harbour will commence operatingin 2008. This paper gives an oveTView of the tunnel design phasefunctional studies and risk analysis tunnel incident detectionsystem design issues and some specific environmental featuresof the tunnel.

The paper presents the current situation in public passengertransport in the town of Zapresic. The ana lysis of the passengertransport in urban and suburban traffic has shown that the carriersproviding the service of passenger transport in urban, suburbanand interurban traffic act individually, that there is nocoordination among them the aim of which would be cheaper,more economical and higher quality public transport of passengers.The activities have been proposed to introduce the traffictechnologies in urban, suburban and interurban transport ofpassengers with the proposal of a unique tariff system.

The role of the railway in the development of every cargoport is huge, since the railway enables mass transport of goods.Therefore the influence of the railway on the development ofthe Port of Place is significant, especially in the context of connectingthe port with the Pan-European Corridor Vc. The paperstudies the possibilities of improving the transport of goodsfrom the Port of Ploce by rail and the influence of this type ofcarriage on the development of the p01t.

In the last twenty years the number of flights at the busiestairports in the world has doubled, which, in the meantime hasled to a situation in which runways and taxi ways (manoeuvringareas) cannot follow such substantial increase. As the result,many airports could not use their capacities in the full range interms of handling passengers and cargo. As a consequence,there were delays and traffic congestion, fuel was unnecessarilywasted, all of which caused negative impact on the environment.Traffic capacity increase on the ground cannot be consideredwithout the development and implementation of thesystem infrastructure that would optimize traffic flows and itsdistribution on the airport itself In these terms, and for positivesolution of these problems, a new system for surveillance andcontrol of aircraft on the airport manoeuvring areas is necessary,one which could be implemented fairly quickly, would becomplementary with the existing international standards andwould be upgraded to the existing and available technology andinfrastructure. With the implementation of the Advanced SurfaceMonitoring and Control System (A-SMGCS) the aircrafttaxiing time could be significantly shortened and could be determinedmore accurately, which would have positive impacton the flight schedule. The unnecessary aircraft braking actionscould be also avoided, and this would reduce the fuel consumption,as well as noise and environmental pollution.

This paper analyses the possibilities and ways of utilizingRFID as a tool for more effective supply and logistics chainmanagement. It focuses on RFID technology used within andacross logistics processes and it looks to RFID as one of thepossibilities for automating logistics processes. The benefitsand implications of RFID technology implementation in thesupply chain are illumined.

The 'state-of-the-art' of the present global European situationis in desperate need for a new approach to development ofurban and rural environment with an interdisciplinary approach,when introducing the elements of transport infrastructureand transport infrastructure landscape into space and environment.In order to reach a decision regarding the location of a certaintransport logistic terminal some constraints (technical andtechnological as well as financial) should be considered. Aspart of the process trying to respond to these constraints, associatedprimarily with the traffic conditions at the appointed networklocations, a careful evaluation in respect to cargo flowsand infrastructure connections as well as spatial planningshould be performed.M01phological indicators, which directly and indirectly affectthe structure and the form of the transport infrastructure elements- transport logistic terminals, are extracted and presentedin the paper. At this point, the paper concludes that thelaying down and the evaluation of transport infrastructure elementsare based on two categories of morphological elements:Constructed morphological elements (all constntctionsand their elements), andNatural morphological elements (topography, climate, vegetation,etc.).The presented spatial methodology deals with the interactionsbetween the constructed and natural morphological elements- the quality and the characteristics of the design areadded to both groups.Findings and projections acquired on the basis of a spatialevaluation and transport logistic analysis constitute, togetherwith financial-economic assumptions, the basis for elaboratinga business plan - a significant element in the decision-makingprocess regarding the development of a transport logistic terminal.

The work presents the development of carriers in passengerair traffic, and the focus is on the development and operationsof carriers in chartered passenger transport. After the SecondWorld War, there were only scheduled air carriers. The need formass transport of tourists resulted in the development of chartercarriers or usage of scheduled carriers under different commercialconditions acceptable for tourism. Eventually also low-costcarriers appeared and they realize an increasing share in thepassenger transport especially in the aviation developed countries.

Considering the traffic development of Croatia and thewider traffic environment, special significance lies on the developmentof the Port of Rijeka and its traffic connection with thehinterland. The planned and necessary increase of the capacitiesof the Port of Rijeka requires adequate support by the railand road traffic towards the interior of Croatia and other partsof Europe. Here, the support of the rail traffic is of special significance,regarding its advantages over road traffic. The workanalyses the demand for transport of goods and passengers inrail traffic on the pan-European Corridor V.B in the present andthe planned circumstances in the future. The work analyses theforecast of the transport of goods and passengers for the perioduntil 2020 as part of the planned development of the Port ofRijeka. Based on this development a possible improvement ofrail connection of Rijeka and the interior of Croatia and EastEurope is proposed.

The paper presents a methodology of assessing the day-to-day fixed costs of maritime cargo ships. The authoress refersthe reader to factors that affect the amount affixed daily costsand the day-to-day voyage costs of ships. In the last chapter thepaper presents an estimation of the average daily fixed costsand day-to-day voyage costs of ships per type and size for theyear 2003. Besides particular explanations, the reader is refe'ed to data bases that authentically impart data on the structureof maritime fleets and their technical characteristics, aswell as databases on prices and costs in maritime transport.

The geographical/traffic position of the P01t of Rijeka is animportant factor in its integration into the European traffic system.In this respect, Bakar emerges as an important point,which, unfortunately, has not been sufficiently valorised andtherefore holds much unused potential (especially in the formercoke plant area). The existing infrastructure facilities and theirtechnical and traffic elements synthesize the aim for a well-balancedmaritime, road and/or railway traffic. The road freighttransport routes correspond to the distant traffic itineraries towardsBakar, i.e. the Rijeka Traffic Junction, and further towardsthe Italian Port of Chioggia. These are the routes fromthe continental hinterland, i.e. Central and Eastern Europe,which primarily exist as two access routes from Zagreb andLjubljana and, secondarily from Dalmatia and !stria. In the future,the Rijeka Traffic Junction access road together with themotorway links will be integrated into the Rijeka by-pass Road.A possibility of introducing intermodal railway alternativeshould be considered as well as the ''piggyback' system. The assumptionsfor the justification of such operations should be examinedin a special research taking into consideration similar,already well-established intermodal services in Europe. Theset-up of the existing Rijeka Traffic Junction infrastructure andsuprastructure allows for an uninhibited start of an extremelypositive initiative. Howeve1; an efficient intermodal route betweenthe countries of Central and Eastern Europe and NorthernItalian ports is possible only with an integrated logistic support.

The development of logistics has contributed a lot to all thebranches of economy. A successful economic subject cannotexist without a well-developed logistic branch. In economicsthe organization of logistics is becoming a strategic element regardingthe policy making of enterprises. Logistics belongs to anarea that will play an important role in our lives; therefore, thedevelopment of a logistic system is of an exceptional significancefor the economy and also for the non-economic sphere ofactivities. So, modem logistics enables us to bring into line differentinterests in management of material current. Global organizersof logistic services are developing and specializing insome essential services, such as combining of cargo into assemblyconsignments and also their distribution. The biggest globaltenderers of logistic services are considered, DHL, TNT,FEDEX, UPS ...

Relations between tourism and transport industries are importantfor the entire Croatian economy and are expected togrow in the future. The most important thing from the aspect oftransport is definitely the infrastructure of all branches of transport(primarily road traffic), followed by the development ofship and ferry lines, both along the Adriatic coast and betweenthe islands. The construction of transport access and infrastructureof our tourist destinations, as well as transport linksbetween them, is crucial for the development of tourism. Morethan 70 per cent of foreign tourists and 70 per cent of touristboats (up to 7 m) come to Croatia by roads. They all expecttransport infrastructure on a European level, providing fast,safe and comfortable transport from their homes to tourist destinations.Therefore, our transport lines and their quality, roadfeatures, traffic capability and equipment are what the developmentof our tourism depends on, especially in central andsouthern Adriatic, considering the wider economic goals ofCroatia and the growing interest of the European Union in ourcountry, its economy and tourism.

The work proposes the transport policy instruments, suchas the infrastructure measures, management measures and informationprovision measures as the means that could reduceor eliminate transport problems. All these measures have beenfollowed through the provisions for passenger cars, provisionsfor public transport, provisions for cyclists and pedestrians andprovisions regarding transport. A range of solutions is given toreduce congestion, improve accessibility and improve the trafficconditions for those who depend on public transport along withthe improvement of environmental conditions.

With the globalization of market the production processand the life-cycle of the products have shortened by increasingthe expectations of industry for ''iust-in-time' logistic solutions.At the same time the competition on the global markets has increasedthe number of 'players' and the objectives of purchaseand distribution chains. The objective is to develop the framefor optimal integration of different transport modes thus facilitatingmaximally efficient and cost-effective usage of the transportsystem through user-oriented 'door-to-door' transportand to stimulate by this service the competition among transportoperators.

Logistic processes condition more and more the rationalizationof time required for manipulation of goods (loading,unloading, storage). The customs representation costs that arethe result of loss of time due to the customs procedures exclusivelyduring the working hours of the customs office affect alsothe total logistic costs, and may be significantly reduced by applyingthe privileged procedures in import and export.

Outsourcing has become increasingly popular in recentyears, and is often quoted as a means of coping with rapidchanges in technology and in the business environment. Thescope of third -party logistics may range from a relatively limitedcombination of activities (e. g. transportation and warehousing)to a comprehensive set of logistics services. The authorsfirst define the reasons for outsourcing with the emphasis onbusiness logistics. They particularly point out the motivationsfor logistics outsourcing, the possibilities of logistics outsourcing,and they present the process of outsourcing partner selectionas well. Finally, they analyze the specific issues of logisticsservice's perceived value in outsourcing logistics activities onthe basis of the survey carried out in Slovenian companies. Thepurpose of the survey was to measure the customers' perceptionof different characteristics of logistics provider which can be decisivewhen manufacturing firms are trying to make a decisionwhether to outsource and which logistics provider to select. Thepaper creates a framework for the selection of the importantand perceived characteristics of logistics provider relevant tocustomer in the process of the logistics supplier selection.

The rolling stock of the Croatian Railways (HZ) for thepassenger transport has reached a very low point of reliability,which for the moment still guarantees travelling safety. Besides,the Croatian Railways are facing an important moment of applyingthe new Law on Railways which places the commercialsector of the system directly on the market. Within the modernizationprocesses at the Croatian Railways 8 tilting trains DMB7124 have been purchased, which in VR 2003/2004 operatedon the Zagreb-Split-Zagreb relation, implementing the newJCN brand. The work deals with the analysis of the technologyapplied on JCN trains, as a certain novelty compared to the previoustechnological solutions that existed at the Croatian Railways.

Recent developments have shown revolutionary progress inthe areas of information technology, logistical science andinternationalisation of business. These facts and the elementsinvolved strongly influence the methods of production and provisionof services thanks to an i'epressibly growing speed ofdata and information transfer and surmounting the culturaland geographical obstacles, which has given rise to new conceptsof business process optimisation in overcoming the distancein space and time. The result of that development weretwo concepts in the business world, the Just in Time (J!T) conceptand its integral part 'Quick Response': whose origins arein the Far East, in Japan, in the automotive industry. Thebreak-through of these concepts and their fast spreading toother spheres of the world economy can be attributed to theiroverwhelming efficiency. Both concepts aim to release the capitaltied in inventories, and to reduce them, avoiding thus anysurplus inventories.

From the season 2005!06 a new dynamic model for the operationof the Winter Service in the Republic of Croatia will beused. The old model was based on three levels of readiness, andthe roads were categorised primarily according to their administrativedistribution. The new dynamic model has three levelsof readiness, while the first level is further divided into two servicelevels. The road is classified to a certain readiness and servicelevel according to the traffic, climate and economic conditions.The new model splits the cost structure into fixed and variablecosts. The investor wants to keep the fixed costs at a minimal/eve~ which will guarantee proper readiness for quick intervention.The investor wants to ensure a technological infrastructurefor quality cleaning of roads is created. The capitalcompanies want larger fixed costs to ensure certain profit, anddefined fixed costs enable them to asses the profitability of theWinter Service operation. Such structure fonils the followingrelationship: in mild winters the capital companies 'profit' andthe investor 'loses', and vice versa for cold winters. Mathematically,such relationship should be treated as a finite strategictwo-player game.This paper will show the model needed to forecast fixedcosts in the new dynamic model for operation of Winter Ser·vice, through consideration of connection of linear programmingand the matrix game theory, to study the problem in parallel,from the standpoint of both players.

A great many factors determine airside capacity. In the firstgroup are those factors correlated with characteristics of manoeuvringarea such as number, layout and location of runwaysand taxiways. In the following group there are elements correlatedwith flight operations such as arrival, departure, touchand go operations and also the factors related to the aircraftsuch as weight, separation and wake vortex separation criteria.In the last group there are all other elements such as meteorologicalconditions and restrictions, ecological conditions, airtraffic control skills and equipment, etc.This paper presents a detailed description of runway occupancytime in arriving and departing flight operations and indicationsfor possible improvements

The paper presents medical emergencies during the flighttime. The focus is on the most common types and causes ofthese emergencies. World indicators show an increase in thepassenger number and accordingly, an increased number ofemergency conditions and interventions. Lately, the larger aircrafthave been produced, with larger number of seats and thatleads to the increase in emergency medical interventions duringlong intercontinental flights. A typical sequence of events duringmedical interventions in aircraft is presented. Elderly passengersand those who have known chronic diseases have totake care about their condition by consulting the physicians,whose main scope of work is aviation medicine.

The article deals with the system of port cranes comprisingtwo independently controlled cranes which are simultaneouslyengaged in the transhipment of cargo between a vessel and arailway wagon assembly alongside. The crane operator's errorcan lead to tlie collision of cranes. Therefore, it is necessary toinstall the supervisor in an automatic control system with thefunctions of continuous supervision of the process of cranemovement, and blocking of commands that can lead to collision.The article shows the method of crane system modellingas a discrete event system by using PIT and P-timed Petri nets.There is a proposal of a formal mathematic method for calculationof the state supervisor by P-invariant method. The supervisorcalculated in this way is maximally permissive supervisor.The efficiency of the supervisor is verified by a computer simulation.

The article describes the significance of the Rijeka-Zagrebmotorway for the development of the Port of Rijeka, as well asits significance in the European road network and the networkof state motorways. It gives a short historic overview of thephase construction of the Rijeka-Zagreb motorway per sectionsand years of completion, and the most important parametersare mentioned that influence the justification of the upgradingof the motorway section to full transversal profile.Since 'traffic' is one of the key components of developmentand necessary for all the aspects of human activities, the completionof a safe, reliable and fast traffic connection of the Croatiancapital with the biggest Croatian port represents the keyfactor of the Strategy of traffic development of the Republic ofCroatia.Besides, the Rijeka-Zagreb motorway represents the backboneof the Croatian motorway network, since it integrates theCroatian space connecting it with the European traffic corridors.Thus, new possibilities are opened to the national economy,mainly tourism and port traffic, and bringing direct benefits.Therefore, the greatest significance of the construction i. e.upgrading of this motorway lies precisely in raising the qualityof traffic service regarding road connection, but also in a widertraffic sense.

A typical Mediterranean town develops as a rule around itshistorical nucleus which may be longitudinally set parallel tothe coastline or concentrated in the area of a minor or majorpeninsula or located in a bay. These towns are usually characterizedby heavy build-up in the area of a wider town centre, insufficienttraffic network and insufficient number of parkingspaces, and finally a conflict between the urban structure andthe terminals which aspire at tending to occupy the same space.The work analyzes the potential criteria that need to be respectedin selecting the location of the sea terminal regarding itsfunctioning in relation to the town and urban traffic. The comparisonof certain indicators related to the maritime passengertraffic of eight bigger European ports of the Mediterranean, aswell as in four major Croatian sea passenger ports, has beenmade. The objective of the work is to define the possible criteriaof assessing the location of the passenger sea terminal and todevelop the assessment method for each of the criteria.

The application of the scope of marketing concept in modemmarket conditions of business operation is obligatory. Therole of marketing, as a business philosophy, is in the end unavoidablefor the improvement of business operation. It is impossibleto do business in market conditions and not to applybasic marketing rules. Therefore, the solution for the improvementof operation of Croatian seaports should be soughtthrough the systematic application of the scopes of marketingconcept. Marketing mix should be applied to the system of businessoperation of Croatian seaports, with a breakdown of allunderlying marketing functions based on the results of a systematicmarket research, and through monitoring not only ofthe current status but also of market trends and forecasts, listeningto customer demands and trends in this particularbranch of industry. In addition to the improvement of the qualityof transport services, through the analysis of the price policyand by strengthening the logistics of port operation, particularattention should be focused towards the systematic applicationof all promotion mix elements aiming at strengthening the identityand the image of Croatian ports. In the end, such businessand marketing-like thinking should result in economic developmentand business prosperity not only of ports but of maritimetransport as well; in other words, by the prosperity of theentire transport activity, as a prerequisite for the economic developmentof the Republic of Croatia.

Port planning is complicated due to many factors, includingthe existence of economies of scale in port expansion andthe fact that ports operate under competition. The port plannershould provide an overview of all potential strategies to enhanceport competitivness. Choices should be made with tailoreddesign concepts within a framework comprising supply-demand planning and cost-benefit analysis. Port expansionis a strategy to enhance port competitiveness and can be characterizedas a stmctural port capacity measure. Non-structuralalternatives comprise supply and demand management measuresand aim at efficient capacity utilization. In the design ofport expansion, a certain level of traffic congestion should beaccepted. Full integration of port-commercial and public interestsby combining structural and non-structural capacity measuresis essential for planning of port capacity. Efficiency, themain guiding principle for such planning, addresses the simultaneousdetermination of 1) optimal expansion size, and 2) investmentrecovery period.

In this work modem navigation and Adriatic control demandcharacteristics are developed. It correlates the modemnavigation characteristics and the Adriatic sea control. Thepresent operating procedures used for sea control are mentionedas well as the new systems and procedures based on newcomputer and communication technologies (automatic identificationsystems, GPS, computer networks, Internet/Intranetstandards). It discusses unmanned aerial vehicles characteristicsaccording to demands and grading standards for picture/scene interpretation (NIIRS grading scale).

Environmental control of vessels is a management functionthat requires applied technology, training and diligentmanagement. Quality Management is a tool for developing environmentalprograms to control corporate environmental exposures.The management of environmental regulations, requirementsand concerns requires a systematic approach. QualityManagement (QM) embodies principles of policy delineation,operations accountability, documentation and review.These principles are all transferable to most aspects of shipmanagement. Properly implemented, they assign respective responsibilitiesfor both shore side and shipboard staff Both ISMand IS0-9000 Certification requirements embody the principlesof QM as requirements for certification. If, however, onelooks beyond the certification process, these principles makegood business sense. The benefits of QM are both economic aswell as assisting in corporate risk management. This paper willfocus on the risk management benefits as they apply of environmentalhealth programs in the marine environment includingports.

Since possibilities of the traffic route valorisation need to beanalyzed within market conditions, the traffic service of Pan-European corridor V8 which is the subject of research in thispaper, is analyzed from the viewpoint of the offer, demand andcompetitive su'oundings. Corridor VB> as vital transit route ofthe Republic of Croatia, is analyzed with an all-inclusive evaluationof selected economic and qualitative criteria relevant forthe analysis of the traffic service competition. The suggestedmodel for optimising the Pan-European corridor V8 competitivenessis justified in keeping with method principles of multi-criteria optimisation. Among many different processes of multi-criteria optimisation, in the research PROMETHEE methodand computer program Promcalc & Gaia V3.2., which isbased on the mentioned method, were used.

From the aspect of public transport of passengers andgoods, the traffic system in Central Croatia consists of road,rail, air and river subsystems. Regarding their share in the volumeof passenger and cargo transport as well as the carried outtransport operations in the traffic system of Central Croatia,road and rail traffic are the dominant traffic subsystems. Regardingits technical, technological, organizational and economicindicators, the river traffic system represents the less developedsubsystem of the traffic system of Central Croatia, andthe situation in this respect is not much different at the nationallevel either.The possibilities for the development of river traffic systemhave not been sufficiently used, although the potential trafficdemand for the transportation services are substantial, especiallywhen considering the river Sava which potentially offersa direct connection to the trunk European waterway. The advantagesof the Central Croatian location undoubtedly lie inthe traffic and geo-strategic position, but the value of this locationcan be used only then when the quality level of the trafficsystem and the construction level of the infrastructurecatch up with the ones in the developed European countries.The conditions for the traffic development are first of allstrong and daily faster changes in the strata, especially regardingthe implementation of new solutions and increasing theefficiency of the overall traffic system. It is precisely for thisreason that special interest should be to study the traffic valuesaccording to the available data, establish their possiblerules as function of time, and design appropriate mathematicalmodels with the aim of forecasting the traffic developmentin the future.

The most important organizations for developing and advertisingthe yacht tourism in a country are the marinas.Yachting tourism, being a part of maritime sector tends to playa part in the tourist activities and provides important resourcesfor the general economy.In this study, the developments in yachting tourism are aplainedby considering the cu'ent status of the marinas in theMedite'anean countries. Basic characteristics of different marinasof the Medite'anean countries will be discussed and alsostatistical figures will be given. The yachting routes and the potentialof Turkey will be analyzed by emphasizing operational,infrastructural and service characteristics. The factors thatshould be taken into consideration and the methods used formarina marketing will be explained. By considering strengths,weaknesses, opportunities and threats, a SWOT analysis will bemade for Turkey marinas. Suggestions will be given fur furtherdevelopment of marina management in Turkey.

Large ports need to deal with a number of disparate activities:the movement of ships, containers and other cargo, theloading and unloading of ships and containers, customs activities.As well as human resources, anchorages, channels, lighters,tugs, berths, warehouse and other storage spaces have to beallocated and released. The efficient management of a port involvesmanaging these activities and resources, managing theflows of money involved between the agents providing and usingthese resources, and providing management information.Many information systems will be involved.Many applications have to deal with a large amount of datawhich not only represent the perceived state of the real world atpresent, but also past and/or future states. These applicationsare not served adequately by today's computer managementand database systems. In particular, deletions and updates insuch systems have destructive semantics. This means that previousdatabase contents (representing previous perceived statesof the real world) cannot be accessed anymore.A review of how define temporal data models, based ongeneralizing a non-temporal data model in to a temporal one toimprove port management is presented. This paper describes apractical experiment which supports managing temporal dataalong with the corresponding prototype implementations.

Maritime safety infonnation1 are also presented in the infonnationcontent of marine charts and navigational publications.From the navigation safety point it is important that duringnavigation ships are aware of all maritime safety infonnationimportant for navigation in ports they are intending to use.Infonnation content of marine charts and navigational publicationsshow the real situation. The real situation is partiallydynamic and changing. In order to monitor the changes hydrographicorganizations collect data about them. The data arecollected by hydrographic survey2 and by reambulation3•Ports are classified in a special category of hydrographicsurvey4• Therefore, applying new methods and technologies inthe development of the system of managing reambulation inports is proposed. In order to develop such a system furtheranalysis is made of'- data to be collected,- necessary technical and technological equipment, and- planned activities of hydrographic organisations.

The shipping trade has also got caught up in the worldwideglobalization trend. Today there are some ten strong ship operatorsin the world (so called mega shipowners) who are workingeither on their own or are mutually connected to cover aspecific market. In an effort to meet the requirements of the endusers, the shipping companies tend to organize strong feederservices. Feeder services can also be initiated by terminal operatoror port authority which is most often reflected in the subventionof empty feeder ship cargo space (formerly 100 to 300TEU, now 500 to 1000 even 1500 TEU).Thus, the Feeder Service Rijeka/Ploce- Gioa Tauro/Maltastarted up at some time past by Losinjska p/ovidba, organizedby Rijeka Port Authority and subsidized by the Ministry of MaritimeAffairs, Transport and Communications of the Republicof Croatia 1999, is the beginning of the container transport revitalizationprocess in the Republic of Croatia. The service turnedout to have been reliable and accurate and attracted many users.Having logistic support of 22 Croatian companies throughcompetetive prices and high-quality service on the one handand three time bigger shore capacity on the other hand, containerterminal in the port of Rijeka has attracted two commercialweekly feeder services ( CMA-CGM and UFS), even thespectacular callings (twice a week) of so called Mother ships (ZIM and Lloyd Triestino). As their logistics support, the Croatianrailways have started off a direct container block-trainRijeka - Budapest. The annual growth achieved in the containerfeeder transport stands at about 60% and with the comingof other shipowners Rijeka container terminal has increasedits turnover from 6.000 TEU in 1999 to 30.000 TEU in2003

illicittrafficking of threat materials, especially explosives, chemicalsubstances and radioactive or nuclear material. The transportof the threat materials by using sea routes is an advantageto te'orists especially because of the possible use of ship containers.The container is the basis of world trade. It is assumed thatthe world total movement in containers is about 200 millionTEUs ('20-foot equivalent units') per year. The list of materialstransported by containers which should be subject to inspectionwith the aim of reducing the acts of te'orism includes explosives,narcotics, chemical weapons, hazardous chemicalsand radioactive materials.Of special interest is nuclear te'orism. The risk of nuclearte'orism carried out by sub-national groups should be considerednot only in the construction and/or use of nuclear device,but also in possible radioactive contamination of large urbanareas.The system of ship containers control is an essential componentof «smart border» concept. Modem personnel, parcel,vehicle and cargo inspection systems are non-invasive imagingtechniques based on the use of nuclear analytical techniques.The inspection systems use penetrating radiations: hard x-rays(300 keV or more) or gamma-rays from radioactive sources(137Cs and 60Co with energies from 600 to 1300 keV) that producea high resolution radiograph of the load. Unfortunately,this information is 'non-specific' in that it gives no informationon the nature of objects that do not match_ the travel documentsand are not recognized by a visual analysis of the radiographicpicture. Moreover, there are regions of the containerwherex and gamma-ray systems are 'blind' due to the high averageatomic number of the objects i'adiated that appear asblack spots in the radiographic image.The systems being developed are based on the use of fast, 14Me V, neutrons with detection of associated a-particle from nuclearreactionbywhichneutrons are produced (d+t>a+n).Jnsuch a way the possibility to determine object location inside aclosed container is obtained. This information is contained inthe measured time interval between the detection of the associateda-particle and the detection of y-rays produced by neutronsin the investigated object by (n, y) and/or (n, n'y) reactions.The object identification is performed by the analysis ofcoincidence gamma rays energy spectrum.Results obtained so far on the implementation of NATOSfP-980526 project «Control of Illicit Trafficking in ThreatMaterials» and EU FP6 project «European Illicit TraffickingCountermeasures Kit, EURITRACK» have shown that it ispossible to construct a multisensor system with a fast controlsensor using x-rays (whole container) followed by detailed elementalanalysis of suspect volume by a neutron sensor.

This paper presents a modelling approach for planning ofport capacity. The approach integrates port commercial andpublic interests. It further incorporates route competition andautonomous demand growth. It is applied to port expansion,which can be considered as a strategy for an individual port todeal with route competition. The basis for solving this planningproblem comprises an analysis of port demand and supply in apartial equilibrium model. With such an approach, the reactionof a single port on the change in a transport network comprisingalternative routes to a hinterland destination can be simulated.To establish the optimal expansion strategy, port expansion iscombined with congestion pricing. This is used for the simultaneousdetermination of 1) optimal expansion size, and 2) investmentrecovery period. The modelling approach will be appliedto Rotterdam port focusing on port expansion by means ofland reclamation. The scenmio of the entry of a new competingroute via the Italian port Gioia Tauro is used to address sometrade-offs in Rotterdam investment planning.

In analyzing the freight transportation systems, such as thetransport of intermodal containers, often direct monetary costsassociated with transportation are used to evaluate or determinethe choice of transport corridor. In forming decisions ontransport co'idor choice, this paper proposes that transactioncosts can be considered as an additional determinant in conductingtransport corridor analysis. The application of transactioncosts theory in analyzing the organizations and the transactionsthat occur, assists in indicating as to which governancestructure results in higher efficiencies. Efficiency is seen as eitherthe minimisation on costs or the maximisation of customerservice levels. The use of multi-agent based simulation for modellingthe organisational structure and mechanisms provides anovel approach in understanding the relationships in a regionaltransport co'idor.

The paper introduces a feasible frame for the reorganizationand control of sea navigation (VIS system) in the accesswatenvay to the port of Split. In the paper a proposal for the introductionof a routing system on the traffic lane next to the portof Split is presented. A high-grade monitoring of seagoing navigationmeans increased safety and a higher protection of themarine environment. In this sense the validity of structuring avrs system in the controlled area results from the ever-increasingnumber of transiting vessels, some of which carrying dangerouscargoes with the majority being leisure craft and passengerships. The need for installing the system arises as well fromthe unfavorable hydrographic conditions which affect navigationand reduce the level of safety in the traffic lane next to theport of Split. The described proposal of the VIS system foreseesthe opening of new navigable routes with radar and AISequipments to be included for vessel monitoring. Their locationand mode of operation are worked out in detail in this paper.

Administrative supervision is one way of holding controlover administration and legal persons who have certain publicauthorities when performing their function, one of such beingthe Port Authority. Perfonning public authorities - concerningthe fact that it is a fonn of public power - must be under legalsupervision of the state and its bodies. The Act on MaritimeDomain and Sea Ports as well as the Act on Inland Ports, eachin its particular area, foresee the possibility of performing administrationsupervision over port authorities work. This is a legallyand functionally extremely interesting fonn of supervision;administration supervision is not brought up for the reason ofperfonning some internal police function that shows up once ina while only if there are some difficulties in work. Administrationsupervision must be continuous and provide assistance tobodies over which the supervision is held. This paper analyseslegal grounds and potential fonns of administration supervisionover the work of port authorities.

The main European ports of the Northern Range facingstrong competition develop various strategies. Rotterdam andLe Havre, fast transit, Antwe1p, logistic activities with storage,Hamburg, hub for central and eastem Europe. These strategieswill be described in the paper.All of them are building new container terminals and usenew tools in technology of communications to increase trafficand to enable shipping lines to achieve their own strategies. Thenew equipments will also b.: analysed.In the last years, the competition is mainly on the links withthe hinterland. Major ports t1y to enlarge their hinterlands bytransshipment, railway con'idors, waterway connections andhighways. The importance of ports and inland intermodalnodes is growing.Nowadays, port competition in the Northern Range is locatednot only in the ports.

To enable efficient management of inland navigation processes,specialized information systems should be developedthrough the application of modern information and communicationtechnology (ICT). For this purpose, individual Europeanwaterway and port authorities have developed their ownlocal information systems and databases. Due to the non-conformityof these databases, their integration at the Europeanlevel is confronted with selious problems (COMPRIS, 2003).One of the major problems is the lack of a common Europeanunique identification number for inland barges. For this reason,in some locally managed databases several different identificationnumbers are attributed to one and the same inlandbarge or certain identification numbers are not available. Thesame problem occurs in the communication between waterwayautholities and between waterway and port authorities. Therefore,a unique identification number for all floating objects onthe European waterways should be introduced. At the momentthere are only two official numbers for vessels. The first, the!MO number, introduced in 1978, is only used by maritimevessels. The second, the OFS number (Official Ship Number),is used only for vessels that have a Rhine patent (issued by theCCNR). The OFS number cannot satisfy all the requirementsof RIS Directive 2005/44/EC and the amendment to Directive82/714/EEC on technical requirements for inland navigationvessels in the enlarged European Union. The fact is that only20% of the ranges of codes are reserved for the non-Rhinecountries. A special Electronic Reporting International group(ER!) was appointed to formulate a new system for uniqueidentification of inland vessels and also define a databasemodel for vessel characteristics. The initial suggestion of ERIwas to add one character in front of the OFS number in orderto increase its coding capacity. The intention was to make asfew as possible differences/modifications to the system currentlyused under the regime of the Rhine Vessel InspectionRegulations in order to minimize the administrative efforts ofharmonization. As members of the ER! group, we made a proposalfor such a new identification number (the so calledERN), which was discussed by the ERI expert group takinginto account the input from the Joint Working Group ofCCNR and EC. In this paper, we will desclibe our proposal toER!, which was later slightly modified within a special ER! expertgroup.

The purpose of this study is to assess the response of theaquatic environment (sediment, sea water and mussels Mytilussp.) on uranium and radium activity and concentration followingthe decrease of phosphate discharges from a technologicallyimproved transhipment terminal, situated at the CroatianAdriaticcoast in the port of Sibenik. The highest 238U activities(485±16 Bq kg' 1 dry weight) and 226Ra activities(662±6 Bq kg' 1 dry weight) were found in the sediment samplecollected from the sampling site closest to the terminal.The maximum concentrations in the sediment samples areabove the natural ranges and are clearly indicative of technologicaI influence.Mussel samples from the port of Sibenik showed levels of238U activities in the range from 12.1 ±2.9 to 19.4±7.2 Bq kg'1dry weight and 226 Ra activities from 1. 9 ± 0. 5 to 5. 9 ± 1.1 Bqkg'1 dry weight, which is somewhat higher than in consumemussels.Only the sea water sample at the sampling site, taken justabove the bottom sediment, shows higher uranium concentration(3.1±0.2 f.Lg L 1) comparing to the samples taken in uppersea water layers (2.1 ±0.2 f.Lg L 1). Higher concentration is in therange of the concentration level of uranium in natural seawater.Since the transhipment terminal in the port of Sibenik wasmodernised in the eighties, the discharge of the phosphate oreinto the seawater was drastically reduced and, consequently,uranium concentration levels in the seawater decreased. Theenhanced uranium and radium activity levels are found only inthe sediment near operational docks, and in the mussels whichlive on this docks.

The development of functional and efficient port system requiresthe realization of a common transport system whichwould allow taking advantages of larger areas, lower costs ofrailway traffic and inland wate1way traffic on longer relationsin cooperation with the road transport on shorter relations.The result of the development of intermodal technologiesin the port system is the maintenance of the cwTent and attractingof additional traffic to a certain port, and the reductionof port congestion by providing additional container capacities.Since the competition among ports is becoming moreemphasised by using intermodal technologies, their advantageis obvious. Congestion is one of the main economic points oftransport development. The usage of different fleets in case ofdifferent operators represents the main source of congestionsat terminals and ports resulting in inefficiency of the transportsystem.The aim of this work is to analyze the problems related tocongestions resulting from insufficient usage of intermodaltechnologies in the port system.

The different kinds of container ships with variable numberof containers arrive to porls, each container requiring single service.In this paper, an analytical approach is developed with thehelp of bulk queueing system, to analyze and to plan the berlhoccupancy depending on the number of containers in on boardand on shore and on the average waiting time/average servicetime ratios. The appropriate numerical results and graphs arepresented for direct determination of the berlh occupancies fordifferent number of containers.The arrivals of container ships at container terminal areusually a stochastic process. The number of berths required willdepend on the berth occupancy. In order to determine the numberof berths required, we have to know the distribution of shiparrivals and the distribution of ship service times includingpeak factors or seasonal variations. In this paper, the relationshipbetween berlh occupancy and container ship turnaroundtime at container terminal is based on bulk-arrivals and singleservice queueing models. We have assumed that the inter-arrivaltimes and service times follow appropriate probability distributionswith determined limitations. Howeve1; given resultscan be used with a high degree of confidence for first approximatesolutions and as the control of berth occupancy or wrivalof ship to berlh.

The process of security improvement is a huge problem especiallyin large ships. Terrorist attacks and everyday threatsagainst life and property destroy transport and tourist companies,especially large tourist ships. Every person on a ship can berecognized and identified using something that the personknows or by means of something the person possesses. The bestresults will be obtained by using a combination of the person'sknowledge with one biometric characteristic. Analyzing theproblem of biometrics in ITS security we can conclude that facerecognition process supported by one or two traditional biometriccharacteristics can give very good results regarding ship security.In this paper we will describe a biometric system basedon face recognition. Special focus will be given to crew member'sbiometric security in crisis situation like kidnapping, robbelyor illness.

Sea ports are the key segment of the traffic and economicdevelopment of maritime countries. Pan-European transportcorridors include the most important sea pmts and sea routes.They are an extension of the existing land corridors.The most important and the most promising crossings oftraffic corridors between the Central European, Pannonianand Adriatic areas, with the naturally shortest traffic routes directedtowards the Croatian sea ports are Corridor 58 ( Rijeka-Zagreb-Budapest) and Corridor 5c (Ploce-Sarajevo-Osijek--Budapest). The primary purpose of this work is to study the importanceof the existing trading conditions and new investmentundertakings in the context of increase in competitiveness of theports of Rijeka and Place.The authors' attention is particularly directed to the constructionof new port terminals to increase the traffic potentialsof the Croatian sea ports. The formed conception with its characteristics,the methodology applied, and research results representthe quality starting points in determining a uniform portpolicy of the Republic of Croatia within the European trafficsystem.

Simulation Modelling, together with System Dynamics andintensive use of modem digital computer, which means massiveapplication, today very inexpensive and at the same timevery powerful personal computers (PCs), is one of the mostsuitable and effective scientific ways for investigation of the dynamicsbehaviour of non-linear and complex: natural, technicaland organization systems.The methodology of System Dynamics ( Prof dr. J. F arrester- MJT), e. g. a relatively new scientific discipline, in the fonnereducational and designer practice showed its efficiency in practiceas very suitable means for solving the problems of management,behaviour, sensibility, flexibility and sensibility of behaviourdynamics of different systems and processes.The system-dynamics computer simulation methodologywas used from 1991 to 2003 for modelling of dynamics behaviourof a large number of non-linear ship electrical, thenno-dynamical,hydraulic, mechanical and pneumatic systems. Thismethodology is used by students as the material for graduatetheses, and for realization and publishing the results of scientificresearch work by the professors at High Maritime Schooland Maritime Faculty Split.The aim of this paper is to show the efficiency of the applicationof the System Dynamics Simulation Modelling in investigationof behaviours dynamics, one of the Port-Transhipmentsystems presented with mental-verbal, structural and mathematical-computing modules, and it will simulate transhipmentport working processes.

There are several factors to be considered while creating anchoragearea for cruising ships. Mandatory elements includedin the analyses of the anchorage area are: security factor,aquatorium factor, ship factor, environmental pollution factor,anchorage occupancy factor and legal issues. Consideringmany specifics of the city of Dubrovnik and the surroundingarea some new principles had to be included in order to find themost convenient solution for the new anchorage area. Theseprinciples are proportionality, traditionality and diversity appliedto some aspects of cruisers and anchoring aquatorium.With such approach it was possible to position the optimal areafor anchoring near very sensitive old city of Dubrovnik and satisfyall the subjects included in that problem.

Fast development and implementation of new telecommunicationservices and Intelligent Transp01t Systems (ITS) havecreated new environment for the network telecom operatorsand service providers and logistic and transport enterprises. Thecmcial issue for successful business and other professional applicationsis the provision of the end-to-end quality of service inthe inter-network operation of mobile and fixed networks. Theproblem was less expressed in the traditional networks orientedto telephony, but the issue of different QoS algorithms growswith the spreading of data transmission services and multimediaapplications. The existence of different QoS algorithms andprocedures in the !?-based networks (JP- Internet Protocol)also makes difficult the finding of a single solution for the implementationofQoS in the !?-based networks. In the indicatedcontext this work systemically defines the problem of providinga single end-to-end QoS protocol in the connected UMTS/IPnetworks. The possibilities of its realization are presented on theexample of two protocols. The work gives the basic characteristicsof the two protocols that fulfil the criteria set in the realizationof the new generation of mobile networks.

The tilting technology appeared as an idea more than 50years ago. The idea started to be applied in the design of transportmeans in a more significant manner during the 80s of thelast century, and has experienced major development duringthe last decade. The trains featuring tilting technology occupytheir place on the market segment as the possibility of improvingthe conditions (speeds commercially 10-20%) on windinglines with curve radii not less than 250 m. They do not representan alternative to the development of railway lines on trafficroutes, but rather a span between the present and the future.The work studies the basic technical elements of the tiltingtechnology with the emphasis on the area of infrastructure andwhat is recommended and should be done on the infrastructureso that the tilting technology could render the optimal results. Itis concluded that the use of tilting technology does not seek anyspecial technical solutions, but that certain elements of the raildesign require attention and should be designed in the appropriateway, at the same time not making any significant changesin the construction nor making it more expensive, but still improvingthe results of implementing the tilting technology intrains.The mentioned theoretical frames are implemented inpractice on the Zagreb - Split railway line where it has beenfound that along with the planned works on the modernizationof the rail, tilting trains result in additional improvement of theriding quality and render railway passenger transport competitiveto other transport modes.

Concerning transport logistics as relation between transportand integrated approaches to logistics, some transport and logisticsspecialists consider the tenn tautological. However,transport is one of the components of logistics, along with inventories,resources, warehousing, infonnation and goods handling.Transport logistics considers wider commercial and operationalframeworks within which the flow of goods is plannedand managed. The demand for transport logistics services canbe valorised as highly qualitative, differentiated and derived.While researching transport phenomenon the implementationof models is inevitable and demand models highly desirable. Asa contribution to transport modelling this paper improves decisionmaking and planning in the transport logistics field.

Since the real reaction time of a driver involved in an accidentwill always be unknown to reconstruction experts, and becausethe driver's reaction time databases published in the respectiveliterature have become almost obscure and hard tocompare with the everyday practice of the accident reconstruction,expert decision was made at Transport Safety Laboratoryto engage in research of the driver's reaction time and in the reactiontime measurement techniques as well and to develop aPC-based simulator for measurements of the driver reactiontime. The structure of the Driver Reaction Timer simulator andits components are described as well as its measuring algorithm.The measurements of the driver's reaction time in thereal and simulated driving environment were performed, andthe results obtained are discussed. By comparing these results,the quality evaluation of the current stage of development of thesimulator is addressed and the necessary further developmentof the simulator defined.

Today's dense air traffic and the worldwide move to FutureAir Navigation System (FANS) concepts demand a high levelof modem and reliable Air Traffic Control (ATC) equipmentto accommodate customer requirements now and in the future.The work tries to answer the questions that indicate the fact whya new VCS generation (Voice Communication System) basedon VoiP (Voice over Internet Protocol) has some essentialcomparative advantages related to the conventional VCS. Oneof the key arguments featuring the VoiP technology is its lowprice a~d wide application in modem communications. Becauseof the fact of the PC-based HMI (Human Machine Interface)application, IP-VCS could easily be implemented in thenew A TM data network infrastructure. In the future, the VoiPtechnology development and VoiP VCS will have to prove thatthey are ready to meet the requirements of more flexible, saferand cheaper way of air traffic management.

The work will consider the significance of various publictransport modes, since different methods of travel that form thetransport system are interconnected. The application of thelevel of service in one mode influences other transport modesand changes depending on the type of travel and is divided inthree groups: urban, interurban and rural travel. In consideringthe significance of urban public transport there are three levelsof trip-end generation/attraction, with which six types of urbantravel can be identified. lnterurban travel is presented throughtwo main transport modes, rail and bus. Apart from businesstrips, air travel is relatively insignificant, primarily because ofthe prices and small distances. In rural areas, characterized bylow population density, there is the problem of travelling of theelderly people, as well as those without cars, as the difficulty ofproviding economic public transport services has increased becausethe number of carried passengers is small. This results inthe reduction in mobility and the quality of life. Attempts havebeen made to improve the standard of provision of public transportservices by introducing unconventional transport means.

The article deals with the corporate identity and its parts intransport organization. The corporate identity is a strategicallyarranged idea based on the firm's philosophy, firm's vision andlong-term business aim. It must be confirmed by the firm's behaviourand its internal and external communication.

Question of transport infrastructure charges - among others- covers calculation and allocation of infrastructure costsreferring different users. Cost allocation forms the basis of settingthe user charges. The reason for the existence of applyingmileage-proportional pricing system is generally accepted, asthe European regulations also discuss this topic seriously. Thismileage-proportional pricing system demands an appropriatetoll collecting system, which meets the requirements of arrangedprinciples. Among these, the most important principlesare equity, effectiveness and efficiency. Electronic Toll Collecting(ETC) systems are an appropriate solution to solvingcharging problems in various ways according to the differentkind of systems. In Hungary the current motorway charging systemis not an adequate solution for success of these principlesin the long-term. A new, mileage-proportional pricing system isbeing initiated. This study presents the plans of HungarianETC system for motorway network, focusing on introductoryissues. Among several preparatory steps, examining acceptabilitybarriers of ETC system for the stakeholders of transport isneeded. Their problem perception is to satisfy their- often contrary-demands in equal, fair and effective ways. The policy implementationprocess also plays an important role to generatesufficient conditions to implement this solution. This contributionis to discuss these objectives in applying the ETC system inan acceptable way.