Among numerous participants in road traffic there are alsothe cyclists. Cycling has become during the recent years one ofthe major components of the modem living, even in Croatia. Inalmost all the developed countries of the world, cycling isemphasised as an activity which improves health and contributesto the improvement of overall physical fitness and environmentalprotection. During the period between 1 January 1996and 31 December 1999, an analysis of the number of cyclist accidentsin road traffic was carried out. Special attention waspaid to the number of injured cyclists. In 1996, in road traffic,there were 1,218 cyclist accidents in which 912 (74.9%) cyclistswere injured. In 1997, there were 1,146 incidents and accidents,with 854 (74.5%) injured persons. In 1998, there were 1,167accidents, 887 (76.0%) injured. In the last study in 1999, thetotal number of cyclist accidents amounted to 1,230, and thenumber of the injured cyclists was 924 (75.1% ).Every event resulting in a more or less severe disability is agreat distress and great damage to every injured person as individualas well as for the family and eventually for the society asa whole. This paper recommends certain measures and proceduresthat should substantially reduce the traffic accidents andincidents which involve cyclists.

The paper deals with the estimation of demand functionsfor services of public railway passenger transportation in thecase of Slovenia. Six demand functions were selected and separatelyinterpreted. The aggregate values of demand elasticitiesreported in this paper suggest that the railway passenger demandis price- and income-inelastic. Coefficients of incomeelasticity below one show that the services of railway passengertransportation in Slovenia can be classified among normalgoods. A hypothetical increase in average real fares leads to apercentage decrease in the number of passengers traveling byrail that is smaller than the percentage increase in fares. The estimatedprice elasticities imply that, in the short run, there is potentialfor improving revenues of the railway operator by increasingaverage real fares.

This paper presents the mathematical model for solving theproblem of defining optimal cargo transport structure, occurringwhen, on a predefined sailing route, adequate number ofcontainers of various types, masses and sizes, possibly includingRO!RO cargo, is to be selected, i.e., a 'container lot' is to beestablished in loading ports with the aim of gaining maximumship profit and, at the same time, of exploiting useful load andtransport capacity of container ship as much as possible. Theimplementation of the proposed model enables considerableincrease in the efficiency of container ship operations. Themodel was tested using a numerical example with real data.The applied post-optimal analysis examines the influence ofchange in some values of the mathematical model on the resultingoptimal program.

LjubljanaAirport is the main and central airport of the Republicof Slovenia that serves the needs of the major part of thecountry as well as the needs of the eminent regions across theborder. Due to its proximity to the capital of Slovenia, it is ofspecial importance for the country. The traffic at Ljubljana Airportconsists of IFR and VFR traffic. In calculations, however,only IFR traffic is considered. Although the VFR traffic participateswith a significant share in the total amount of traffic, it isso flexible that in the end, it only contributes to the overall capacityof the runway.LjubljanaAirport is specific because there is no taxiway tillthe holding position of runway 31. Aircraft generally land onrunway 31. This is the only available instrumental runway forlanding. Take-offs can be executed in the directions 31 or 13.Both directions are considered in the calculations. The basiccalculations are done on the assumption that take-offs andlandings are executed in the same direction, that is, on runway31. This presents a normal procedure at traffic peaks since sucha situation is clearer, easier and safer for an Air Traffic Controllerto handle. The present traffic load at the airport is not soheavy, therefore in quieter periods of the day aircraft land onrunway 31 and take off from runway 13. This procedure reducesthe capacity of the runway and the calculations for ithave been carried out at the end.

The moment the Republic of Slovenia joins the EU all theservice offices or agencies related to cross-border operations, inparticular the freight fmwarders, will feel the consequences reflectingthese issues, or resulting therefrom:- In the field of legislation, no major direct consequences areexpected, but rather some indirect ones;- Bigger freight forwarders, better provided with capital andpresent globally will affect the operations arising from thechanged market position in the common European logisticalmarket;- As result of market changes, certain adverse financial effectswill occur in some forwarders. This will affect the social positionof employees as well;- The consequences in the macro-economic level will notonly reflect on the social area, but also on lower newlyadded value, and on some non-exploited part of the capital.The facts listed above show that the accession of Sloveniato the EU will bring about a series of adverse consequences inall freight forwarders in the first stage. The economic consequenceswill be mainly visible in the decrease of revenues offreight forwarders, whereas the social outcome will reflect in redundancies.These will lead to closing-down, liquidation orbankruptcy of minor freight forwarding agents.

The problem of minor vehicles crossing or merging into themajor stream at unsignalized priority-controlled intersections iswell-known. Numerous solutions involve various assumptionsconcerning the major headway distributions, number of majorlanes, critical gap distributions, etc. Such cases can be dividedinto two main groups: intersections with two streams (one majorand one minor stream) and intersections with more thantwo streams (more than one major stream and one minorstream). At roundabouts, also at single-lane roundabouts,there are similar problems like the ones at other unsignalizedpriority-controlled intersections. A vehicle at the roundaboutapproach can only cross the pedestrian crossing when a sufficienttime-gap between two pedestrians (or cyclists) is provided.A vehicle at the roundabout entries can only merge into the majorstream when a sufficient gap between the two vehicles in themajor stream is provided. Because of that, single-lane roundaboutscan also be treated as unsignalized intersections withtwo major lanes: the first one in its circulatory roadway and thesecond one on the pedestrian crossing.

The saving of energy by reducing the mass of the materialrepresents one of the basic requirements in the development ofthe transport technology. High potential in this direction hasbeen recognised in the relatively new group of materials knownas the composites. Their application is expected to achieve greatreduction in the mass of the transport means, especially theroad and railway vehicles. This paper attempts to present informationabout the composites, their status as well as the possibilitiesof their mass implementation.

The analysis of the current condition regarding the trafficinfrastructure of the town of Kutina it is possible to concludethat in some elements it fully satisfies the needs of its users,whereas in some other elements there are certain divergences. Itis specially emphasised that a significant part of the trafficproblems of Kutina cannot be solved in a good and permanentmanner unless the basic guidelines in the urban planning areadopted and the facilities for public purposes are built, meaningfirst of all the market and similar facilities for public use.The good location of such facilities changes the whole conceptof the urban traffic flows and the co-ordinated planning resultsin permanent and good traffic solution of the whole traffic networkof Kutina.In order to harmonise the existing condition of the trafficinfrastructure with the current and planned needs of the citizensof Kutina, the social community should cany out detailed traffie research and insure adequate financial means for this purposefrom the budget.

The Vehicle Routing Problem cannot always be solved exactly,so that in actual application this problem is solved heuristically.The work describes the concept of several concrete VRPmodels with simplified initial conditions (all vehicles are ofequal capacity and start from a single warehouse), suitable tosolve problems in cases with up to 50 users.