The importance of freight transport for today's society neednot be underlined. Yet, rather few attempts have been made inorder to model freight transport demand in a quite 'original'and appropriate way, especially if the literature on freight transportis compared with lhe huge amount of works done on passengertransport.The aim of lhe paper is twofold: firs/, a seleclive survey isconducted on the issue of freighttransporl demand modelling,also from an 'evolutionary' standpoint; second, such a body ofliterature is arranged in order to provide an original classificationof available models.

The paper analyses the statistics of vehicle anival at a selectedintersection in the city of Zagreb. The intersection has allthe elements of movement: going straight, left turns and rightturns. The statistic analysis in this work is based on the measurementsearned out by means of a device for gathering informationon traffic, HI-STAR Model NC-90A.We have shown that four days (Monday - Thursday) havethe same statistical regularity. Two inte1vals have been isolatedin which normal distribution can be accepted: one from 6 a. m.1012 noon and another from 1 p.m. to 4 a. m. The period from6 a.m. to 12 noon has Gauss distribution with the expectedpeaktrafficdensityalft = 9.9o'clock (i.e. atsixminutestoteno'clock) and standard deviation a = 3.1. The periods from1 p.m. to 4 a. m. have Gauss distribution with the expected peaktraffic density at fA. = 15.6 o'clock (i.e. at twenty-four minutes tosix p.m.) and standard deviation a = 4.2. The results can beused for traffic regulation at that intersection i.e. for the trafficsignal control of the intersection.

The paper analyses the urban motorway, the Ljubljanskaand Slavonska Avenue in Zagreb. As the key road, it is importantfor the city of Zagreb both regarding internal and externaltraffic links. The almost ideal location of the Ljubljanska andSlavonska Avenue has not been properly evaluated and used bythe Zagreb urban and traffic designers. The traffic count, measuringthe vehicles speed and the analysis of the existing interchangeshave indicated the disadvantages, drawbacks and irregulalitiesrelated to the design of the motorway. The measuresfor improving the traffic flows and change of signalling deviceshave been proposed and the design of interchanges has beenrecommended. The traffic forecast for the next ten years, accordingto the growth predicted by BDP, imposes urgency in realisingthe phases in improving the throughput capacity andsafety of the traffic along this motorway.

Considering previous calculation of vehicle speeds negotiatingcwvcs, in this paper we are trying to define and detenninelateral accelerations which occur when a vehicle negotiates acun1e. We have also analysed how the speed of negotiating acwve influences the braking force, which is in many traffic accidentsthe cause of the accident, if the braking system is not adjustedto the speed (and vice versa).

Paper deals with conceptual guidelines of national air trafficdevelopment from the point of view of safety and shows thenecessity of creating a national safety program.Requirement of safety program implementation is the foundationof national aviation safety board, which should be operatedindependent of civil aviation authority. The main tasks ofthis board are accident and incident investigations, data analysisand suggesting of safety recommendations and standards,i.e. prevention programs. The next premise of safety programmodeling is to reach the legal and administrative considerationsfor introduction of incident reporting system on confidentialprinciples. The application of the model of safety programin Croatian air traffic is closely related with implementation ofEuropean aviation normative.

The article describes the project of the Adriatic Corridor,analysing the European and Italian framework in which itcould be collocated, the planned structure of the Corridor interms of geographic extension and infrastructure elements, themain objectives of the project, the works that it includes, thepresent obstacles to its development and, finally, the presentand future freight and passenger transport demand in the areacovered by the Corridor.The realisation of the Adriatic Corridor is considered strategicin order to contribute to achieving the main objectives ofthe European transport policy: the territorial and economic cohesionof the EU Countries, the development of the trade withthe non-EU regions and a sustainable mobility.

A whole range of dangerous substances and harmful organicand inorganic materials are transported daily through thesystem of traffic and tourist environment and flows. The use ofthese substances covers a wide range: in the production ofdrugs, agrotechnical protective means, fertilisers, paint and varnish,po(vmers, detergents, fuel, and in other industries.Within the strategy of environmental protection and thetourist and traffic surrounding, the producers and traffic societiestake relatively good care about the so-called technologicalsafety during the production, handling and transport of thedangerous substances.According to the legislation, the obligations accepted fromthe Base{ Convention, and conclusions of the United NationsConference on Environment and Development (UNCED) etc.,the elimination of the harmful ma ller and waste from the Croatianecological environment has a strategic objective, althoughthe necesswy protective measures have not been unde1takenand organised completely yet, just as the knowledge in case ofmajor accidents with dangerous material has not been acquiredyet.In the transport environment and the tourist flows it is necessaryto strengthen the control of selection, development andintroduction of the technologies that include dangerous substances.On the other hand, the technologies that represent anexcessively big risk regarding accidents, with the possibility ofendangering the inhabitants, goods and eco-environment,should be strongly opposed to.

This paper describes the criteria, standards, and engineeringprocedures used to design principal elements of the highwayalignment, highway cross sections, and adjacent roadside environment.Development of a comprehensive highway design focuseson the establishment of travel lane configuration, alignmentlocation, and all dimensions related to the highway crosssection. A three-dimensional physical location is determinedthrough calculation of a horizontal and vertical alignment ofthe highway centerline, based on a variety of operational considerations.The results of these activities are refe'ed to as thegeometric design and represent all the visible features of a highwayor street. The first and major portion of the paper deals withthe design of motor-vehicle facilities. Specific design elementsare described and discussed with respect to design methodology.

Call centre largely came into being as a result of consumerneeds converging with enabling technology- and by the companiesrecognising the revenue opportunities generated by meetingthose needs thereby increasing customer satisfaction. Regardlessof the specific application or activity of a Call centre, customersatisfaction with the interaction is critical to the revenuegenerated or protected by the Call centre. Physical(v, Call centreset up is a place that includes computer, telephone and supervisorstation. Call centre can be available 24 hours a day - whenthe customer wants to make a purchase, needs information, orsimply wishes to register a complaint.

Analyst motivation is to develop team work with forwarderand his principal in order to realise effective communicationbetween forwarder and principal, according to the set problemsand limitations directed by the surroundings in the system of internationalforwarding agency, foreign trade, traffic and informationsyscems.The analyst cares for personal and collective motivationdevelopment, creating convenient conditions of team work offorwarder and his principal in order to model the process anddata in the most creative way using the Stntctured SystemsAnalysis method. By applying this method, the analyst createscomplete documentation of the process model: Functional DecompositionDiagram, Context Diagram, Data Flow Diagramof other levels of abstraction, logic process definition, and descriptionof data flow structure and description of data bufferstntcture.The team tries to achieve the optimal diversity with definitegoodwill of analyst, forwarder and principal, and diverse characteristicsof personality, professional knowledge and balanceof all members.

This article describes the basic technology of satellite .I)'Stemsrelated to the geostationary satellites particular(v with regardto the .)'Stem of satellites in the European network ofEUTELSAT (European Telecommunications Satellite Organization)covering Europe, North Africa and part of the MiddleEast.This enables positioning of vehicles in the internationalroad transport system in the territory which has been covered bythe satellite signal.The EUTELTRACS system within the EUTELSAT organizationenables not only positioning with preciseness ofabout 300 m, but also two-way communications between vehiclesand company headquarters, which is an advantage comparedto the other positioning systems.EUTELTRACS service belongs to the land mobile satelliteservices with secondary status (it must not impose any interferenceto other radio-communication services and cannot claimprotection from other services).The use of frequency bands is for the up-links 14.0-14.25GHz, and for the down-links 10.25-11.20 GHz, 11.45-11.70GHz and 12.50-12.75 GHz.The EUTELTRACS system provides services by means ofOmniTRACS terminals and CEPT (European Conference ofPostal and Telecommunications Administrations) administrationsissue type approvals, designating the terminal markingand make decisions regarding free circulation of terminals inconformity with their national regulations.The OmniTRACS terminal.l)'stem has been specially presentedas well as the fixed part of EUTELTRACS .)'Stem withthe satellite segment.Every transport company has been considered as a subscriberto an authorised EUTELTRACS service provider.The service for tracing trucks in the international trafficthroughout Europe and Middle East can be fully expressed byincluding the stronger transport companies (more than 10trucks) which can establish the transport more rationallythrough EUTELTRACS service.The implementation of the EUTELTRACS service hasbeen imposed on the Croatian companies, whose internationaltransport could be well developed.Croatia has been a member of the EUTELSAT organisationsince December 1992, and this has provided the basic conditions for organising this service. The service provider canbe the acting telecommunications operator, in this case theCroatian Post and Telecommunications (HPT), or any othercompany in co-operation with HPT (leasing the telecommunicationslines, tariffs, maintenance etc.).The article presents the possibility of implementing theEUTELTRACS service in Croatia with the responsibility of theservice provider to establish connections between any dispatchcentre in Croatia by means of Croatian telecommunicationsnetwork, and through international network to the HUB stationand the corresponding geostationary satellites, includingthe accounting matters.It also presents the usage of the computerised road maps foraccurate vehicle position-plotting and free circulation for OmniTRACSterminals.

Regarding characteristics of transportation exchange andthe problems of subjects active in this market, the paper considersthe possibility of qualitative improvement through organisationof business on the exchange principles. Since the level ofbusiness operation in the transportation exchange influencesdirectly the development of the transportation, any improvementin this sense has its positive effects on the functioning ofthe traffic system as a whole.

The road regulations and traffic signs, as we know them today,are not older than a hundred years. When the first motorvehicles appeared on the roads, passing the state borders evermore frequently and easily, and that was at the beginning of the20'h century, the need arouse to detennine international regula tionsthat would hannonise the infOJmation on all the roads.This paper presents the historical development of the trafficsigns.

Besides the trade flow, the Port of Koper, as an organisationalfonn of co-operation between parties offering transportservices, needs also the infonnation flow in the area it covers.The article shows the possibility of graphic presentation ofthe Port transport and logistic infrastructure and the graphiccommunication between all the users of the Port area. The intranetconnection gives every user the insight into the systemwhere all the requested data for an efficient exploitation of a detenninedinfrastructure are available.The possibility of applying the intranet connections in thewhole operating system of the enterprise offering port services isillustrated in the conclusion.