This work presents the methodological procedure of determiningthe throughput capacity of the railway lines under theconditions of organising traffic with parallel and non-parallelgraphs, i. e. travelling of trains at the same and different speeds.If the non-parallel graph traffic organisation is applied, i. e.trains of different speeds travel along the line, which is often thecase, then the railway line capacity can be calculated by meansof the so-called 'coefficient of elimination'. Therefore, thework defines the coefficient of elimination and presents themethodological approach to its determination for various trafficconditions, i. e. for single-track and double-track lines. Also,some empirical formulas are given which determine the coefficientof elimination.

Deployment of flexible traffic control, pre-trip, on-trip,guidance and other ITS services require considerable researchtoward the development of appropriate methodological frameworkand tools. In this paper, adapted modelling framework fordynamic mu/tic/ass traffic assignment (DMTA) in ITS environmentis proposed and elaborated. DMTA system uses trafficdata associated with three backdrops: time, space and defined'user classes'. The proposed structure of DMTA system includesmodules for 0-D estimation and prediction, real-timenetwork state simulation, consistency checking, updating functions,resetting functions. The methodological tools for solvingDMTA problems include combination of mathematical programming,simulation and heuristic methods.

The paramount priorities for safe implementation of a singlepilot manned cockpit concept and the futuristic concept of asingle pilot acting as a supervisor for a fully automated aircraftflying on incessantly self-optimised trajectories are eliminationsof the risk of mid-air collisions and of conflicts resulting fromthe lack of safe airborne separations. Avoidance procedureswith initiation of descent behind the intruder for conflict resolutionbetween a pair of aircraft where one of them is in the vicinityof the top of its descent represents merely one little piece ofthis giant puzzle.

The current condition of the Zagreb - Rijeka railway line,and the throughput capacity of the line on the Botovo - Rijekasection reflect the overall situation of the railway traffic on thesection of the Corridor Jib. The existing condition needs to bereconstmcted by investing in the infra- and supra-structure.Along with the modernisation the increasingly present environmentalawareness should bring to the gradual shift of cargofrom road to railways. Such principle would contribute to theincrease in passenger traffic and eventually of the maritimetraffic as well.

The helicopter generated noise at and around the airports islower than the noise generated by aeroplanes, since their numberof operations, i. e. the number of takeoffs and landings ismuch lower than the takeoffs and landings of the aeroplanes.Out of some hundred operations a day, helicopters participatewith approximately 15%, but the very impact of noise is by nomeans negligible, since the number of helicopter flights aboveurban areas is constantly increasing.This paper attempts to analyse this phenomenon and thetype of helicopter generated noise, its negative impacts, to explainthe flight procedures and the operative procedures duringtakeoff, landing and overflight of helicopters in operations inthe vicinity and outside airports, as well as the methods of measuringand determining the limit of noise [eve~ and the resultingproblems.

These days we are witnessing an increase of container trafficin general and at sea in particular. In order to economizetheir business the ship owners are building bigger container vesselswhich can carry up to 8000 TEUs (Maersk line) and otherbig carriers are following suit. On the drawing board is the vesselof 12000 TEUs from the mentioned ship owner. Obviously,such large quantity of containers requires highly efficient lashingequipment in order to secure them, particularly thosestowed on the deck Under the deck, almost as a rule all contemporarycontainer ships have cell guides as securing devices.Attention in this work is focused on container lashing systemexposed on the ship's deck and the relevant forces acting on thelash system during transportation at sea. Once containers areloaded on the ship's deck they should be safely secured by oneof the lashing systems in order to prevent damage and that is theprincipal task of the lashing equipment engaged within theframe of the lash system. In order to fulfill its objective theforces acting on the container should be properly calculated.The acting forces, their influence and the way of calculatingthem have been explained for all the major ship movementsand suggestions for optimum lashing equipment are given.

Like teachers of subject related languages in general alsothe teachers of traffic related language are faced with the challengesof contemporary, technologically fast developing society.In modem information times students are much better informedthrough satellite TV; Internet and numerous publications.On the other hand, getting hold of all this information isno easy task for teachers. If they want to be interesting andmake students attend their classes, they must even be ahead oftime or at least be the first to pass on fresh information. Here aquestion arises about the current role of language textbooks intertiary education. Writing of a good textbook requires at least ayear or two, considering the time from its conception to publication.However, by that time it is no longer up-to-date. One ofthe solutions to the problem is presentation of current articlesfound by students in various contemporary scientific and technicalpublications. The present paper gives recommendations,based on long experience, how to acquire traffic-related languagewith such presentations in class.

Over the last fifteen years the European transport markethas witnessed a growth of container traffic which today reachesapproximately 50 million TEU per year. From 1997 to 2002,container traffic in the northern European ports increased from14 to 20.6 million TEU per year, in the ports of the westernMedite'anean from 6 to 10 million TEU per year, and in thenorthern Adriatic ports from 0. 69 to 0. 74 million TEU per year.The ports of the northern Adriatic are located in three states(Slovenia, Croatia and Italy) with different statuses in relationto the common European market. In addition, different developmentlevels of these states are reflected in different levels ofinternational commercial exchange, the development of the existinginfrastructure and plans for the construction of new infrastructures.However, all three countries share a common goaltoincrease their competitiveness in comparison with the westemEuropean ports.