The aim of this study is to draw attention to the developmentopportunities presented to the population of Europe andbeyond, on the threshold of the 2JS1 centwy, resulting from thenew geopolitical situation and available technical innovations,plus the necessary decision-making required in the field oftransport politics. With the introduction of the unitary money,the Euro, giving further definition to the continental economicregion, new needs arise demanding an appropriate transportsystem. For this a Europe-wide Maglev net is essential. It musttake over quickly an increasing part of the traffic now carried inpart by road, in part by the conventional railway, in part by air.It appears wise to consider critically and to amend the generallyuncoordinated and partial renewals of the old system from thepoint of view of a continental-wide future, and with reference tothe superior ecological and economic advantages of moderntechniques coming to fruition in the Transrapid system. Theconsequences for future settlement structures and site evaluationare demonstrated by examples. The contrasts between thesystems should be clear in the comparative table of data (Table1). In addition, basic technical and political considerations arepresented by vGiious European experts in the booklet'Transrapid-Verkehr in Europa' [1].

Securing of our future necessitates product and service innovations.These innovations will decisively contribute to thecreation of jobs and to the maintenance of high standard of livingas well as enabling sustainable development. Great opportunitiesfor products and services for the markets of tomorrowarise as a result of the combined growth of companies andeconomies, together with the dynamic development of technology.One rapidly growing innovation area is that of track-basedtransport systems. After an era of partial improvements to thefundamental techniques of the previous centwy, the time is ripeto move to new methods for the race to the future.

In this article we analyse the process of development andthe functional characteristics of the road network in the CatalanPyrenees. The study is divided in three main sections: 1) ananalysis of the geographical factors that have been determinantin the growth of the network; 2) a description of the process ofits regional implementation and 3) its current state, includingan evaluation of the plans now in the process of being implementedand recent improvements and an analysis of the significanceof two major undertakings - the Llobregat Axis and thetunnel of Cadi. Special emphasis is placed throughout the wticleon the concept of network integration Labasse, J. 1971),which we define as the degree of connectivity of the comarcas(provincial subdivisions) of the Catalan Pyrenees and theircentres of population to a general road network.This mticle has drawn on both documentmy and bibliographicsources but is based principally on J. Font's doctoralthesis, which analyses the growth of the Catalan road network.Few geographical studies of the transpmt network of the southemslopes of the Pyrenees have been published, be it in Catalanor Spanish journals. This stands in marked contrast to the attentiondedicated to the subject by French academic publications(Pyrenees, Revue de Geograhie des Pyrenees et duSud-Ouest). This said, howevet; we should not overlook thestudies undettaken in Spain by A. Escalona ( 1888), above allthose carried out in the A rag on Pyrenees. Any other articles describingthe Catalan Pyrenees, though, must be tracked down inindividual chapters of regional monographs, both ancient(Sole Sabaris, L. 1951; Llobet, S., 1947) and modem (L6pezPalomeque, F., 1986).The data sources desctibing the Pyrenees transport networkhave improved considerably in recent years. This is due to thegrowth in number of applied studies sponsored by the variousbodies of public administration following the re-establishmentof democracy in Spain (1977) and the restoration of theGeneralitat, the autonomous Catalan government. Amongthese studies, at the comarcal level, the most outstanding arethe comarcal plans for upland areas (Plans Comarcals deMuntanya), carried out at the instigation of the Generalitat andin which the transport network of the comarcas of the Pyreneesare analysed exhaustively; while at the regional level the mostoutstanding source is the study known as the Pla de Carreteresde Catalunya (Generalitat de Catalunya, 1987)- the Road NetworkPlan for Catalonia. These studies, and others of similar importance (MAB-6 programme; Gurera, J., 1988), offer anenviable level of information about the transport network of thecomarcas of the Pyrenees and their prospects for short-term improvement.

In general, transport by airis the fastest mode of traffic. Ineconomical and ecological terms, however, it appears less desirable.Moreover, its glory is usually confined to non-stop-linksexcept when bridging land-sea inte1jaces or ve1y long distances.Its current stand is mostly based on the lack of competing .systems.Therefore, the capacity of ailports is in many cases beingextended. Attempts by railways to establish attractive alternativesof transp01t are not promising. In contrast, a transrapidnet would provide substantial improvement as shown by the exampleof Germany which in this respect stands for most of Europe.

The emergence of the Se/Vice economy and the globalisationput an end io the theory of central places elaborated byChristaller and Losch at the end of the industrial period. Thegrowing mobility of persons and goods and the breakthrough oftechnologies favowing speed and information flows have giventhe main importance to the notion of space-time. The resultingmutation of transp01t, renders ever more emphasis to the networkconnection of relais stations and gives 1ise to network .systemsdevelopment, especially at large scale, that reduces considerablythe interest of old urban hierarchical pattems approp1iare10 a relatively static era which has now gone by in the developedcountries.

The future of transport, whatever it will be, cannot be consideredseparately from that of cities. But what, where and whenis the city today? The ability to provide opportunities for humaninteraction is the essential reason for cities to exist. In thepre-industrial past this required high-density, compact urbanforms. Modem transport and communication techniques havehowever increasingly offered human beings ways of interactingat a distance. Physical proximity is no longer needed by manytypes of urban activities. As a result, cities have decentralised,as industry first, then residences and services have fled the diseconomiesof high-density agglomerations. For the future,some even predict the advent of an entirely diffuse, 'virtual' city.Actual evidence is at best mixed. Next to ongoing decentralisation,there are also signals that point in the opposite direction,as there are activities that show a tendency to physicallyconcentrate, underscoring a persistent need for physical humaninteraction. These activities include business and financial services,the emerging sectors of culture, entertainment and themedia, but also certain types of residences and of production.As a result, rather than decentralisation or concentration, contemporarycities show a complex combination of decentralisationand concentration.How will these contrasting movements shape the cities ofthe future? Are telecommunication technologies going to radicallyalter current trends? Or will the quest for sustainability dothis? And what will the role of transp01tation- as cause and effect-be? The diffuse urban-regional accessibility warranted bythe car and the inter-metropolitan connections provided by theaeroplane have been essential conditions for the urbanisationpatterns of the recent past. But will the car and the aeroplanealso be the transportation means of the cities of the future?

An attempt is made in this essay to explain the importanceof a new link around the Baltic Sea being constructed to thecore of Europe with a possible net of the Superspeed MaglevSystem Transrapid with a speed of 300 miles/hr.The geopolitics of Baltic Sea communication is to a greatextent based on the peripherial position of Europe's northeastemcountries. A Transrapid net around the Baltic Sea wouldlink these countries to the core of Europe. An imp01tant ingredientin the link are bridges and tunnels. The Oresund FixedLink with its fUnnel and bridge will be the first fiXed link betweenDenmark and the Scandinavian peninsula in hist01y andfully completed in the summer of 2000. A railway tunnel betweenElsinore (Denmark) and Helsingborg (Sweden) isneeded in the beginning of the 21st century as an additionallink. Other submarine tunnel projects of geopolitical importanceare the Fehmam Belt and Falster Belt [!X.ed links betweenGe1many and Scandinavia as well as Nontiilje (Sweden) -Mariehamn (A land Islands) -Abo/Turkku (Finland) and Helsinki(Finland) - Tallinn (Estonia) tunnels.lmp01tant new possibilities exist for extending tunnel construction.The Symonds Group (an important London constructionand planning company) is working on prefab submalinetunnels. These are expected to be used across the St.George Channel between Dublin and Holyhead (about 90km). The tunnel technique has been used for the Oresund FixedLink and the Danish tunnel section of the link was completedin March 1999. Sweden, Finland, Poland, Estonia, Latvia,Lithuania and n01thwestem Russia would receive a structuralboost with substantial consequences with the new TransrapidNet and its submarine and bridge links.

While the Russian space has extended over ve1y large paJtsof Eurasia its economic consistency and growth was primarilydepending on the development of a huge railway net. It was alsoparamount for the strength of the Soviet empire. Technicallyand administratively, however, the transport system has beenisolated from its neighbours. This may prove disadvantageousin the future when much closer economic cooperation in particularwith Europe will gain in importance. To satisfy theseneeds, a dual transport system - Russian railways plus transcontinentalmaglev lines, may be the key solution.

The Black Sea is a major component of the MeditetmneanSea. It is a bridge between two continents and a factor of cohesionamong ancient neighbouring spaces of civilisation. Someof its geographical peculiatities make of it a half-closed sea betweenEurope and Asia. Its link with the Mediterranean is securedby the Bosphorus and the Dardanelles Straits and thencewith the planetaty ocean. So, the Black Sea ports represent actualgateways to the world for its tiverain countries. These portsboomed or waned in terms of the riverain regions' hist01y. After1990, and moreover after the Soviet Union fell apatt and newsovereign states came into being, the Pontic space has been undergoingmajor geopolitical changes. Traffic suffered radicalchanges, being governed by fresh criteria and directions. Thereis growing competition among the city-ports and, under the1992 Black Sea Economic Co-operation Treaty, new regionaldevelopment opportunities have been cropping up for the individualstates. Viewed at global scale, the Black Sea might play,if integrated into an adequate programme, an essential role ofcohesion and stability in a complex European zone with a histOtyfull of turmoil.

The paper deals with the prospective development of moderntransport technologies for 2Jih century as a precondition forintegration of Croatia with Europe. By its geographical position,Croatia is an eminently European country. Her transportinfrastructure and technological transp01t solutions present todaysignificant hindrance to its integration with Europe.The Transrapid railway system is a novel technologicaltransport form that could be developed in Croatia, within theEuropean Transrapid network. Fwthermore, Croatia has greatexpectations in the development of air transport even by airbuses for transporting cargo and passengers. Special attentionwill be paid to organising high-speed suburban traffic inZagreb, based on the railway.

In this paper chances and some of the difficulties for the introductionof Transrapid in the Near East are discussed. 11seems imp01tanl notlo regard this area as an extension of Europebut as having specific needs for rapid transporl. Like therailways about 100 years ago Transrapid will not fit smoothlyinto Near-Eastern patterns of economic and social life and theessential precondition of peace and of co-operation betweenthe governments may not be fulfilled within the next 50 years. Inthe author's opinion a transarabian axis between Jeddah andMasqat is the most auspicious project one can think of today. Astarl might be made with il any lime, that is at/he very momentwhen Transrapid will have proven its usefulness and profitability.

China is by far the largest unifO!m economic region of theworld. It is growing fast both in relative and in absolute terms.Principal decisions need to be taken before long to establish anadequate transport system covering distances of up to 5000 kmeasily in one day and serving numerous intermediate junctionsat short time intervals. Even long distance connections acrossthe Asian continent with India and with Europe must be takeninto consideration.

The occurrence of outstanding transport innovations maylead to monumental reconstruction in large urbanised regionssuch as North America. The decisive factor in this is the introductionofTransrapid, a new rapid transport technology basedon the principle of magnetic levitation (Maglev).This paper uses the urban network of North America Eastof the 1 O(Jh meridian, together with the smaller region of California,to demonstrate the advantages of innovative transporttechnology as the optimal link between road and air transport.Despite requiring less energy input, achieving better adaptationto the topography of the country, causing less noise and beingsubject to less wear and tear, Transrapid achieves almost twicethe speed of conventional trains.

The paper analyses new projects of the European trafficnetwork as well as the extension of conidors defined in 1997 inHelsinki. For connecting of the Baltic and Central Europeancoun/Jies with the Ad1iatic, the projects TEM 1 and 2, ViaBaltica and TINA are of great importance. The programme ofthe TINA project includes road and railway conidors and relieson the 7th Danube conidor. The interrelations between trafficbranches in the EU are presented, with the greatest share ofroad traffic, followed by railway and 1iver traffic. The compOiisonindicates similar relations between single transp01tationbranches in the period from 1979 to 1991 in the Republic ofCroatia.

The paper considers the need for COilSt/Ucting high-speedrailway lines in Croatia that would represent a part of Europeanhigh-speed railway network. The economic value of theseprojects is studied and highlighted, within the technological developmentof Croatia, with high-speed tracks as prerequisite forintegration into the European exchange flows.Considering the traffic component of Croatia, scientific researchis proposed, as well as determining and defining of optimalsolutions for the const/Uction of high-speed railway tracks.

The paper starts by dealing with the development tendenciesof modem road vehicles and their characteristics. The emphasisis on the issues of reducing environmental pollution,conventional fuel consumption, and of reducing traffic injuries,at the same time increasing riding comforl, vehicles quality,easier and better vehicle maintenance, and lower cost of vehiclesand their maintenance.The second parl deals with the railway vehicles and theircharacteristics which are to be developed in the future. Attentionis paid to the possibilities of technical improvements regardingengine, propulsion technique, braking methods, casedesign and energy transmissionSome conceptual solutions are given that should be implememedin the future, as well as solutions that have been recentlyimplemented and represent useful technical improvements.

Considering the current trends, traffic in 2030 will economicallyand socially burden the society and move away from thesustainability regarding the environment. The paper presentsthe development orientation of the Republic of Croatia in certaintraiiSport branches that will contribute to the efficient environmentalprotection, since protection of the Croatian naturaland civilisation values represents an important strategic orientationof the Republic of Croatia and one of the integration facwrsof the 21'1 century Europe.

The paper analyses the guidelines regarding air traffic developmentin Croatia within the context of integration processesof the European countries, which has been articulated bythe EATCHIP and EATMS project as a unique European airtraffic management. The positive projection of the developmentis based on the re-integration of the intemational airroutes (overflights) with the Croatian interests from thegeotraffic aspect mostly overlapping with the interests ofSlovenia and Bosnia and He1zegovina. As conclusion, a conceptof common strategies of these countries is suggested, in requilingthe operationalisation of air conidors in this part of Europe.

Transportation of cargo and people, i.e. freight and passengerflows, belongs to the inevitable destiny of the humanity. Inmodem life and overall economic international integration, therole and significance of transportation branch is multiply complex,because free circulation of goods, people, capital and information,etc. are no longer a phenomenon which only followsthe found needs, but it represents a hypothesis of the overall developmentof a certain area. In the presence of the tendency towardsglobalisation of the humanity, increasing emphasis is puton the concentration of the transportation efficiency at certaintraffic corridors defined by favourable geographic and otherconditions for creating optima/traffic system. Defining of certaintraffic corridors is mainly carried out on the basis of trafficand transit conditions of the considered region (usually a country),as well as its physical infrastructure connections with theneighbouring communities.This logically leads to the following questions: Will croatia,when, in which way and to what extent, succeed in securing herplace in the traffic network of the 21st century europe?!The discussion regarding possible answers to these questionsis in fact the main topic of this paper.