The paper deals with the causes and consequences of vibrationsoccurring dwing service on spherical joints in vehicles. Itexplains the main causes of vibrations and their effects on themost fragile joint elements, and shows the damages on the jointswface. On the basis of these considerations, conclusions aredrawn regarding their influence on the lifetime and loading capabilityof the joint assembly. Consequently, recommendationsfor optimum conditions for fitting into vehicles and se1vice canbe given. The paper also deals with the problem of determiningvibrations as one of the element showing the state of joints inservice, as well as using the results in order to detect early damageon spherical joints in vehicles.

This paper presents a survey of results concerning continuum(fluid) models in the the01y of traffic flow. We begin withthe basic LWR model from 1955-56 and describe the benefitsand deficiencies of that model. Ajte1wards we present somenew models developed over the peliod from 1971 (Payne) until1999 (Aw and Rascle) in attempt of correcting the deficienciesof classical L WR model

The basic logistical advantage of the Rijeka traffic routeand port as its starting and end point is the geographical positionat the crossroads of the Adriatic- Central Europe transportroute, in the region where the Adriatic Sea enters deepest intothe European mainland.Apart from the favourable geographic position, the advantageof the port of Rijeka is its natural characteristic- sufficientdepth.The port of Rijeka belongs to the categ01y of'old'p011S witha long tradition and rich experience in its operation.

Control of air pollution caused by ship's power plant and itsreduction to the desired limits can be achieved in various ways.One of the most significant and acceptable at this stage of today'stechnological development is the catalytic converter operatingon the principle of the selective catalytic reduction (SCR).Considering air pollution from ships, circumstances are rathercomplex. Namely, the International Convention for the Preventionof Pollution from Ships (MARPOL 73/78) in addition tothe general and common rules concerning every kind of pollutants,anticipated specific provisions in the Annexes. For instance,Annex VI refers to the prevention of air pollution bysmoke and gas emissions from ships and its adoption is expectednot earlier than 2003, as it has to be signed by at least 15countries, that is by at least the number of countries that own50% of the world's gross tonnage. At present, only local andpmtiallaws are in force, which are valid in the whole tradingarea (zone of economic interest) up to 200 Nm off the coast,with a requirement for ships built after 1995 to be filled at leastwith a Selective Catalytic Reduction System (SCR).

For modern global economic activity changes in the structureof goods, networks, technical and technological developmentand increased competence are significant, which requiresnew solutions and new mode of thinking.The competitive model which relied in the past on productinnovation will have to be largely supplemented by process innovationthat add greater value for customers. The basis forcompeting today and in the future will be competitive advantagewhich enhances product excellence as well as process excellence.

The paper deals with the possibilities of offering Croatianailports as potential flight crew training centres on the Europeanmarket of se!Vices. With her available ai1port capacities,mainly those located on the Adriatic coast, Croatia has significantadvantages compared to other countries of Westem andCentral Europe. The most important condition for establishinga specialised training centre for the European market is the harmonisationof the national aviation regulations i.e. the implementationof global and European standards of flight crewtraining, as well as conditions that have to be met by a specialisedtraining centre from the aspect of the necessary infrastructure.The study has evaluated the potential airports of Rijeka,Pula and Losinj, acc01ding to the basic criteria of their geo-Lraffic location, infrastructure resources (technical elements ofrunway, navigation equipment, abport se1vices), availability ofspecial equipment for flight crew training on the ground and inthe ail; as well as climate conditions.

Recent scientific research have continued to assume thataircraft may contribute to the adverse chemical changes in theglobal atmosphere, especially regarding ozone (03) depletionas well as in possible changes in climate.Howeve1; there is substantial uncertainty regarding the realglobal impact of aircraft emissions, and governments and other01ganisations worldwide grant funds for such research.The paper deals with the emission of subsonic and supersonicaircraft, with special reference to the impact of SST aircrafton the upper layers of atmosphere that may be harmed byaircraft operation.

Transport costs in certain branches of transport are verydifferent. When they are compared, it is necessa1y to considerall the factors influencing them, and to compare the (same)qualities for different branches of transport. They may be analysedfrom three aspects:a) from the aspect of the cmrie1;b) from the aspect of the transportation service user,c) from the aspect of society.With the rationalisation of production and optimisation oflocation, as well as production activities related to tran.sp01t,the volume of transport is influenced, in relation to the volumeof production, i.e. to the transport coefficient, thus influencingalso the transp01tation costs in all branches of transport. Besides,the key factors influencing transportation costs include:dura lion of transp01t, distribution of transport among caniersregarding their costs and price (general Level of transportationp1ices).