This article gives an economic and organisational analysis of the intermodal transport se1vice by means of Ro-Ro vessels between Turkey and central Europe through the port of Trieste.Many traits of this service are innovative, at least in the Mediterranean.To mention but a few: the geographical area it connects,the rapid geo-political evolution, the independent managingof the maritime route by a cons01tium of road transport companies, the use of combined road/ rail transport to reachthe European market, the air transfer of drivers, the transformationto the structure of the companies, etc. This service offersindeed a valuable example- not only because of its supeliorlogisticalefficiency compared to the road or container ship options-for the future of transport between Europe (in particularcentral- eastern European count1ies) and the new markets inthe Levant, located behind the Eastern Mediterranean shores.

Four shipyards are located in the area of the Kvamer Bay,and they normally, at more or less regular intervals pe!form thecleaning of ship hulls. Due to the lack of necessary financialmeans, these processes usually mean applying of solid abrasiveswhich, due to their characteristics cause significant environmentalpollution.This paper presents the impact of individual shipyards, withregard to the extent of given se1vice - the treated area in squaredmetres, on the global pollution of the Kvamer Bay as well aspreventive and recovery measures that are feasible on a locallevel with the aim of reducing pollution.

This paper deals wiLh the selected optimisation approach tocontainer chain technology, focusing on the consignment ofcwgo from the shipper. The basic characteristics of the containerchain technology are analysed first, followed by establishingthe optimisation possibilities. A hypothesis is set assertingthat the technology of all the chain pwts has to be optimisedin order to achieve optimum functioning of the containerchain. Therefore, the container chain has been analysed as asystem consisting of subsystems of the shippe1; transpmtation,swrage and receiver (consignee). Due to similarity of the optimisationprocesses, we have only dealt with the optimisationprocess of the container chain technology from the shipper'sview, for the case of streamlining of the current condition, reconstructionand project design on new mganisation scheme.

The paper considers the role of the Croatian sea harbours,the Croatian ports, 1iver navigation and wateiWays dependingon the transport routes between the Adriatic and the Danuberegion.The strategic and economic position best describes the roleof the economic bridge spanning the N01th and the South,whether speaking of the Adriatic corrid01; which has harbourswith all kinds of technologies, or of the combined transportAdriatic - Danube-region co1Tidor, and our river ports.Conside1ing the difficulties cwTently present due to the wardestruction, which have disturbed the technological processesat our harbours and ports, as well as the Adriatic - Danube-region commodity trade, we have to continue investing allour efforts in order to prevent our harbours and p01ts of beinglimiting factors of cargo flows between the Adriatic and theDanube-region.Taking into account the transportation flows towards theCentral European countries, our duty is to create modem andcompetitive traffic and thus emphasise our role on the Europeanand world market.

The work considers the strategy of urban public transp01tplanning through the problem of road and public transport withtraffic congestion. Approaches and measures for their eliminationare presented.The aim is to organise urban transp01t with urban environmelll.

The authors consider the existing state of railway transportin Croatia which is characterised by insufficient developmentand backward technology. These make specific obstructionsfor the Croatian joining of the trans-European integration processes.A solution that would make Croatia an important nodein linking the European East and West, i.e. South and North isproposed. In this way two leading centres would be activated:Zagreb and Rijeka. Regarding inland transversal/inking priorityis given to modernisation and reconstruction of an essentialdirection ofCroatian North and South which links two leadingindustrial and population centres: Zagreb and Split.This would enable the economic and social revival of Dalmatianinfluence within Croatian economy.