Increasing demand of traffic is in strong interaction withspatial as well as economic development. The resulting problemsparticularly appear in countries with high population densityand high development potential. New solutions are necessaryto ensure long-term successful development, which arealso of great interest for developed industrialised countries tomanage traffic problems.

The purpose of this paper is to analyse the criteria thatshould be taken into consideration when designing the profileof the given humps that would force the drivers to maintain thedesired speed limit and at the same time not to pose any threaton the stability of the vehicle itself and the stability of vehicleand traffic safety.

The fact that both ports, Koper and Trieste, share the sameprofile - universal ports with specialized terminals (except foroil and bulk cargoes), leaves way to two possible scenarios: eitheran exhausting competitive struggle between them, or anagreement on work sharing and specialization, which shouldgradually result in a single port system. Such consideration willbecome even more topical after Slovenia 's accession to the EU.In the long run it is therefore sensible to consider Koper with itsport as a joint nucleus with Trieste - of a large continental .systemgravitating to the central part of the North Adriatic.This paper sets out to help understand such a course by: 1)reviewing the current state of the development of transportationin the Mediterranean and in Europe, 2) assessing the potentialbenefits of such system, and 3) assessing the barriers and opportunitiesfor its implementation.

Road carrers are increasingly facing the risk of theft androbbery of cargo which they are carrying. CMR Convention allowsthe earners to be exonerated from their liability in the caseof circumstances which the ca'ier could not avoid and theconsequences of which he was unable to prevent. Unfortunately,there is no common inte1pretation and application inpractice at the European courts of this part of CMR Convention.With the analysis of court judgements in case of robbery ofthe road ca'ier in Italy it is possible to clarify the interpretationof such events and their connection with the exclusion of liabilityof the road earners contained in the CMR Convention.

This paper describes the development of the user interfacefor the traffic accident reconstruction program SMAC. Threebasic modules of software will be presented. Initial parametersinput and visualization, using graphics library for simulation of3D space, which form a graphical user interface, will be explainedin more detail. The modules have been developed usingdifferent technologies and programming approaches to increaseflexibility in further development and to take maximumadvantage of the currently accessible computer hardware, sothat module to module communication is also mentioned.

Tug today represents irreplaceable part of port infrastructurein all the world harbours and it is almost unthinkable torun a business of some port in international relations withoutusing them. All the world ports intend to get equipped withbetter equipment in order to be more competitive for cargo handling.Modernization of port includes harbour tugs as well.Their purchase depends on the financial power of the investorin infrastructure, whether the state or a private company whichis the common owner of the tugs fleet in the port with which itmost often has a 'Concession contract' for undertaking thementioned activities besides the rest of the known contractedways of cooperation.

Increased awareness of the problems related to environmentalprotection and numerous activities undertaken in thisfield represent one of the basic characteristics of the present.The Universal Postal Union - UPU, has also become aware ofthe threat to our environment and the need for urgent measuresin environmental protection. Not only do they understand theneed to act, but are also aware that they have the possibility ofsignificantly contributing to the preservation of the environment.The paper presents the activities that UPU has undertakenor is undertaking with the aim of reducing the environmentalpollution, as well as some practical experiences of thedeveloped postal administrations in applying the system of environmentalprotection management in the postal technologicalprocesses.

The optical fibre is the highest quality transmission mediumfor broadband services, and therefore the new access cablenetwork has to be realized to the greatest extent and as closeas possible to the subscriber by means of the optical fibre cables,in accordance with the possibilities of the telecommunicationoperator. The development of digital technology in commutations,supported by the increasingly powerful systems of processorcontrol, development of optical communications andtransport technologies in the framework of SDH concepts, arereflected on the access telecommunication networks of the urbanareas. Urban areas are the most profitable regions in telecommunications.In planning of urban optical networks the fact should betaken as a guideline that only a well-organised urban networkwill allow high quality of service provision of the leased cablesto the end points of business customers.Business customers have greater requirements for the networkreliability, flexibility and maintainability, for the sake ofundisturbed telecommunication traffic.The optical medium based technology- FITL (fiber in theloop), provides almost limitless upgrading of the system regardingthe transmission bandwidths, as well as adaptation to allthe future customers' requirements.Considering the increase in the price of installing the coppercables, the prices of electronics and optical components arecontinuously falling. The application of the optical medium isincreasing and becoming more cost-effective, and due to higherreliability of the optical transmission systems the maintenancecosts are reduced.

Decision-making is defined as a selection of a certain actionamong several alternatives. It is the essence of planning, asin the managerial sense there is no plan until a decision of engagementof resources, reputation and direction of activities ismade. Decision-making is, in fact, only a step in planning, evenwhen it is performed quickly and without special consideration.It is what we all experience every day. It is one of the most fascinatingbiological activities and the subject of frightening implicationsfor the whole human race. Since various techniques improvethe system and the quality of managerial decision-making,they are classified into three assumptions: risk analysis, decision-making trees, and the theory of revealed preference. Allof these are based on the interaction of a certain number of importantvariables out of which many contain the elements ofuncertainty, but maybe also high level of probability.

Railway transport is facing a growing liquidity problem.The major problem in small systems is the detention of wagonsat marshalling yards, which prolongs the time of freight travel.To avoid this problem it is of great importance to search for parametersthat would enable creation of a model of technologythat would provide shorter wagon detention time at stations aswell as optimising the number of marshalling yards for smallsystems. It is at the same time a great opportunity to search for alink between the shunting work in the railway transport and thetheoretical system approach which presents it as a current scientificproblem. In classical technology the shunting work iscarried out with no application of and no regard for the systemapproach. With new shunting systems in the railway transportthe regard for theory of transport systems is crucial as the secondarylevel of classical methods.As already pointed out, from the theoretical point of viewan important contribution will be made to the use of system theoryfor shunting purposes, since the suggested model effectivelyprovides the approach of analysing separate elements in therailway transport structure into integral shunting operations atthe railway stations.

The paper presents an approach to the problem of railway-road level crossings. The goal is to improve safety in thetransport system network, which includes a considerable numberof »inadequately protected« crossings. The single crossing,in its abstract sense, is considered to be a system consisting offour subsystems: the external world, the crossing in its strictsense of the word, the railway and the road. The system analysisof the problem is based on an exhaustive set of bibliography,listed at the end of the paper. This analysis leads to many findingsand those exerting the greatest impact are selected as thebasis for the synthesis. The synthesis proposes a triangle of variables:time period, critical points on the railway network andthe value of the risk indicator. This simple model may includealso other variables by converting relevant values. The main resultis the risk indicator over the network It can be used for variousscenarios, thus enabling their mutual comparison as wellas application in investment studies.

In the Republic of Croatia, changeable message signs arebeing introduced on high-serviceability roads in order to improvethe flow management in the network and increase thetraffic safety leveL The equipment installed in the past was notset according to the unique criteria, thus resulting in the installationof relatively incompatible equipment set in a disorganisedmanner. The work presents the basic guidelines in applyingchangeable message signs, primarily on the Croatian motorways.The types and levels of influence on the traffic are described,and the traffic and weather criteria for the applicationof changeable message signs are defined. The paper also analysesthe principles of installing the changeable message signs onroads and road facilities, recommending priorities in presentingthe changeable signs.

This paper presents the application of MLCP location-allocationmodel in GIS environment to optimise the number andlocations of fire brigade units, which would intervene in case ofroad incidents. There are 40 fire brigade units that are more orless equipped and trained to intervene in such cases. For simulationpurposes, a potential demand for intervention of emergencysquads was calculated, and the potential spatial accessibilitywas investigated.

The discussion about the various aspects of the cost price ofthe respective services starts from the previous knowledge aboutthe role and significance of the sea and river ports within thetraffic system, and the scope of their services. The previousknowledge includes also the knowledge about the used meansof long-term assets which are in this study classified into followingthree groups: a) objects of infrast/Ucture, b) objects ofsuprast/Ucture, and c) shopfloors and equipment.The st/Ucture and functional purpose of these means confirmsthe high capital intensity of the sea and river port terminals,which leads to the high share of the fixed components ofthe costs in the cost price of these services.Most of the definitions of the cost price start from the factthat it is a part of the value or price of production, i.e. services,which accounts for the price of the used means (raw materialsand ftxed capital) and the price of the labour.The procedure of obtaining the cost price is called calculation,and certain 1Ules or principles starting from punctuality,adaptability, updating, comparability, economic efficiency, etc.need to be complied with.Due to very high fragmentation of the sea and river port services,it is difficult to hannonise all the mentioned principles,and in calculating the full cost price various methods for calculatingthe common costs are applied, and the suitable methodsof distributing the common costs, i.e. overheads. In order tocalculate these procedures as precisely as possible, appropriateindicators are used, i.e. indirect indicators, but everythingwould be much simpler if the differentiation were narrower, i.e.if the number of given services were reduced by an adequateprocedure of levelling out.

Careful consideration of the intelligent transport systems -ITS, shows that the efficiency of ITS solutions is reflected in thetechnologies introduced in the recent information age. Today,it i.s possible to collect, analyse and undertake various activitiesbased on the data and infOimation, that had not been possiblebefore. The technological development in sensor technologyand devices for data collection allow almost immediate,real-time analysis of information and simultaneous performanceof feedback activities that are so fast that they can contributeto the functioning and operation of the transportationsystems.

Following the world conference on sustainable developmentof ecology, the care for the environment has to be strictlycomplied with, and this should be the task both of every individualand of the society as an organised whole. The work presentsconcrete measurements from practice and the indicators of thesituation regarding motor vehicles in Croatia. The EGO-TESThas been performed in Croatia according to the European Uniondirectives; first on the vehicles with petrol engines. Now, it isstarting to be applied on the vehicles with Diesel engines as well.Compliance with the EGO TEST regarding motor vehicles inCroatia will take into consideration the guidelines provided bythe European Union and thus reduce the harm from exhaustgases and noise pollution, and increase the possibility of usingmotor vehicles in order to reduce the danger and increase thesafety on the roads by excluding old vehicles from traffic.

In accordance with the advanced concepts of humanisationand rationalisation of traffic, an increasing number of activitiesis being undertaken in order to calm the traffic in thecentral parts of the cities and to increase it in the suburban districts.The development of transport means is accompanied bythe need to redefine the segment of urban area due to greatermobility of the citizens. One of the efficient systems of organisingtraffic is the urban railway. The aim of the urban railway isto alleviate the burden on the urban and suburban traffic routesaccommodating excessive road traffic and to provide rationalintegration into the system of urban public transit.The traffic network in the Split-Kastela area has beenmainly constructed at times of very low traffic requirements,and today it cannot satisfy the increased traffic needs. Becauseof the impossibility to substantially increase the capacity of theurban roads, lack of parking space, and also due to environmentalrequirements, no increase in the share of the personaltransport of passengers should be expected. In such conditionspublic transport of passengers can save the urban agglomerationfrom total traffic and environmental collapse.The railways is precisely the mode of transport that shouldrepresent in the future the backbone of the public urban andsuburban transport in the Split-Kastela region.

Construction of high-speed transportation systems often requirescalendar planning of the job complex. This paper describesan optimized model of construction project, which includestime parameters as well as cost factors. Project optimizationcan be achieved by solving the following two problems:1) minimizing expenditures within the predetermined durationof construction;2) determining the minimum duration of project constructionunder the set spending level.Both tasks are based on the idea of reducing the duration ofcertain sequence of operations down to the set level, ensuringthe highest effect of accelerating the construction. Under theknown time-cost relationship, the optimal solution can be reducedto search for such types of activities within the networkmodel, acceleration of which is the most efficacious in terms ofboth spending and finishing the overall project. The algorithmfor solving the above problems using the network model of jobcomplex is offered in the current paper. This method can beused for planning and managing the work logistics/calendar inconstruction and related types of industry, for research and developmentprojects in other areas.

The paper deals with the main features of the technologicaldevelopment of transport modes in the frame of integration.Economic integration needs a special transport approach quitedifferent from traditional one by transport turning into a propulsivelogistical-distribution system. A new quality level oftransport se/Vices being required ('just-in-time' principle)leads to the development of intermodal system, which wan-antsconsideration of mode-independent requirements. Thus, theintermodality principle should be regarded as the basis for futureintegration processes. However, it is hampered now by anenormous development of road transport with its economic advantagesand underutilization and low efficiency of railwaysand waterbome transpmt. Technical provision for theintermodality includes new rolling stock, new handling facilitiesand renovation of the network. The Trans-European transportnetwork project (TEN-T) is being aimed at the intermodal(combined) transport development taking into account fuelconsumption, ecological and economic efficiency features.

Railways have connected various far-flung parts of Europefor much of the last two centuries. Recent years, however, haveseen a decline in direct international connections. This is not somuch due to political developments (the Iron Curtain ceased toexist during the period in question), but rather technical advancesthat have resulted in the development of high-speed networksspecific to various countries. Problems associated withthe use of different gauges, and also electrical and sophisticatedelectronic systems in individual European countries have resultedin high-speed trains being confined mainly to individualstates. During the next years, it is highly desirable to re-establishan international European train or Transrapid network to avoidroad and air-traffic chaos as European integration proceedswith the planned eastwards expansion of the European Union.

The future of the Alps depends on the human ability in realizingan effective sustainable development, able to preserve theenvironmental features without being detrimental to economicdevelopment. The present paper tries to analyze the role of theAlps in determining Italian foreign trade and in particular flowsrelated to the presence of some of the greater ports of SouthernEurope.

As Europe's economic integration proceeds, Hungary- situatedin the continent's geometric centre - is called upon to accommodatea huge volume of transit traffic. Congestion on thecountry's highways, already a serious problem, makes it desirableto shift transit freight traffic onto railways. For this purpose,and also to make transportation generally more efficient,the so-called logistic service centres are being established. Theseare expected to play a decisive role in the European freight trafficnetwork. An expeditious extension of their services is urgentlyneeded.

A giant new deep water container terminal in Germany, theproject of the 'Jade- Weser-port' is being pushed forward by differentactors in German shipping and transport politics. The articlediscusses the possibilities, the pros and cons of such a projectagainst the background of the latest developments in globalisedcontainer shipping. Thus, new trends in containerisation,shipbuilding and global economy are taken into consideration,as well as the specific aspects of the proposed project in the vicinityof the competing harbours in the same port range. The focusis placed on the German ports, since they are part of thesame legal and political framework, in which different interestsare at stake. Specifically Hamburg's position as a possibleshareholder or opponent of the JWP project, which is alreadyunder way, are discussed in detail. A critical evaluation of theJWP is given at the end.

The work presents certain challenges that occur in the processof preparation and gradual transition to the unique Europeanagency I service of air traffic safety, as well as the interactionof EASA with other similar services I agencies in the world.The new agency, in the new legal and functional environmentthat is being created, has to take over painlessly and withoutany break, the important functions and responsibilities of theJAA/FAA related to air traffic safety and airworthiness at theEuropean and world level.

The paper presents the provisions of the part of MontrealConvention which refers to the air carriers' liability regardingdamage to passengers and luggage, with the intention of indicatingthe possible influence of this Convention on the equal liabilityin maritime carriage, settled by the recent changes of theAthens Convention on the carriage of passengers and their luggageby sea. The provisions of these documents are comparedregarding the basic principles of the carrier's liability and theamount of liability for the damage, showing both some similaritiesand some differences in the carriage of passengers by air, i.e.by sea.

The paper attempts a review of the Romanian Railwaysduring transition. The first half of the paper considers the fall intraffic and the resulting financial problems which have made itdifficult to maintain the system and continue with any development.The organisation has been restructured so that separatefreight and passenger companies can now concentrate on specificbusiness and compete on the market while the infrastructurecompany is catching up on the maintenance backlog andis proceeding slowly with further electrification. The secondsection concentrates on the European project for high-speedtransport corridors and especially the interest of Romania'srailways in Corridors Four and Nine. Although there have beendelays over several years in starting the complex work of upgrading,contracts for the first phase of Corridor Four (Bucharest-Ctimpina) have now been signed, a new passenger coachrunning 200 km/his in service and locomotive upgrades are underway.The significance of all this for regional developmentlies in the fact that remarkably little of the 1989 network hasbeen closed and the system has remained basically intact tocope with the upswing in the economy that has taken placefrom 2000 onwards. The high-speed corridors, which include anumber of variants, comprise suffteient axes to afford directlinks with the economic macro regions while additional projectsare on hand to improve cohesion on the eastern frontier wherethe most serious development challenges exist.

The system technique, the routing of the track, the usedguideway constructions as well as their production plants aredescribed in this report. Parts of the planning activities will beexplained which are required on the German side to cover theinterface between German delivery parts and Chinese planningand production activities. Information about the absolutelyshort realization time for the erection of the guideway constructionswill be given.

Maglev railroads have taken actual steps in China sincethe cooperation work between Germany and China, whichbrings more prospects to this technology. However, due to variousreasons, large-scaled long lines seem to be not so practicalat present in China, while the small and medium space scaledlines may be the initial alternatives with the booming ofthree super-metropolis groups in China, namely, the ZhujiangRiver Delta, the 'Grand Beijing' area and the Yangtze RiverDelta.

20. 000 km of new railways were built in China in1988-2002. The railway network has increased its topologicalcomplexity from 75 to 112 circuits and the new 3nt topologicallayer appeared in 1993 and the 4'h will emerge in 2004 after the opening of the rail ferry Dalian - Yan-tai. The main features ofthe recent Chinese rail network are: 1) the predominance ofmeridional-ity, 2) the spatial disproportion between the easterncoastal area (with dense network) and the empty western part,3) the low level of electrification (20%) and the low share ofdouble-track sections (30%), 4) the land-lock orientation ofthe whole network and a small number of lines along the seacoasts. These disproportions are the main obstacles for a harmonicspatial devel-opment of the economic structure.

As in many cases throughout the world, the development ofrailway lines and railway systems is closely linked to geopoliticalissues. This is also true in Manchuria. The completionof the Trans-Siberian by the end of the 19'h century and the afterall successful attempts of Japan to establish a large territorialstronghold on the continent have triggered a vigorous constructionactivity to match the Russian transit interests and the Japanesegoals of widespread colonization (settlement, agriculture,industry) in Manchuria. While this pattern shaped the first50-year period, the second (1953-2003) is subject to the strikingdevelopment in China.

The transport system AUTOSHUTTLE integrates roadand track guided traffic using and combining the specific advantagesof each of these means of transportation. Conventionalroad vehicles are transported including their passengersand freight in individual cabins. The operational concept ofA UTOSHUTTLE provides operation of the cabins without intermediatestops at almost constant travelling speed. During thejourney convoys with low aerodynamic drag are formed in orderto lower the energy consumption and increase traffic capacity.Approaching a station only those cabins that have reachedtheir destination leave the convoy on a passive switch and decelerateon a brake track, while other cabins close the gap in theconvoy and travel on at the usual cruising speed. This paper describesthe planning and economical aspects of a proposedcommercia/line along the motorway A3 in Germany betweenthe cities of Duisburg and Cologne as a typical example formany other applications.

Economy demands quality peiformance of transport servicesfrom all spheres of the traffic system The shunting systemin railway transport is a part of the traffic system. The fact thatthe railways are an organization of special social interest makesits organization structure the more important for the economicdevelopment. Problems that appear in the development of theeconomic system clearly point out numerous irregularitieswithin the railways. The demand of quality transport servicesrequires rationality of transport which consequently requiresgreat changes in the field of traffic organization structure andexploitation of transport capacities.Elementary parameters of the quality evaluation of thetransport service in all traffic subsystems are: speed, safety andregularity of transport. The same parameters can be implementedas the basis of technical and exploitation characteristicsof traffic.The shunting system in railway traffic is affected by numerouselements which are interconnected and represent a uniformtechnological process. Subsequently, the shunting system isconsidered a uniform technological system. The characteristicsof such a system are apparent in the technical and technologicalprocess, e.g.:- integrality, i. e. characteristic of collective production oftransport services;- homogeneity of transport means;- standardization of means of integral transport.In the process of transport demands, maximum servicequality is incessantly required. However, maximum quality withcertain quantitative dimension in regard to mode, place andtime of the transport process requires engagement of transportmeans, which directly affects the costs. Therefore, it can be assertedthat the optimum lies between the maximum quantitativeand qualitative dimensions of transport services and in thedetermined time of minimum costs of means.

Behavioural preferences of people are changing rapidly andmaking use of all sons of technical opponunities or progress.These changes mark a general and global process usually summarizedby the term 'urbanization' - rightly referring to urbansettlements. Towns and cities are parlicularly prominent manifestationsof cultural achievements of mankind. They are, atthe same time, the most imporlant means of housing, and aretools to create the values for the material base of life. Most citiesand towns do, however, cope no more with the speed of development,they lag behind and end up in structural chaos, theyfail to adapt to the future requirements. As analysis reveals, theforemost reason is inadequate location of functions resulting inunnecessary traffic. Urban settlements are inefficient, indeed,strangling themselves.To help solve this problem a model is presented here of afull-fledged city of average size. Implementation may be accomplishedpiecemeal. It is a realistic target, it is not utopia butnecessity.

The paper deals with modelling of the problem concerningthe transportation of various kinds of cargo with one transportmeans from one source to one or more destinations. The mathematicalmodel of such a problem can assume different forms,often involving a non-linear criterion function and either a linearor non-linear constraints, with an optimal solution beingachievable by the dynamic programming method. The solutionto the problem concerning transportation of different cargoescan be approached as a problem of either a simple or a complexdistribution of a single source. The example presented in the paperillustrates how an optimum structure of container carriageby sea can be determined.

In agreement with the adopted traffic policy and with thedevelopment strategy of the Republic of Slovenia the SlovenianRailways will also integrate into the development strategic objectivesof the European railways. The perspective of improvementlies mainly in following the development of the Europeansystem.The technology and organization of the railway traffic systeminclude all the technological and organizational elementsand processes that take part in the realization of the system objectives.The notion system from the formal mathematical perspectiveindicates a roundup whole which is usually complex oreven very complex. The technology and organization of workinclude a multitude of means and procedures in order to carryout the basic activity which presents a roundup whole, the processof passenger and freight transport in the traffic system.Fast progress of microelectronics and computer science inthe last decade has brought a new generation of electronic signal-safety devices.All the changes of the last years that have been introducedin the railway technology raised the attractiveness of the railwaytransport. It is competitive with other forms of transport, so thatthe Slovenian Railways have to follow the development of technologyand gradually modernize its line network.

The Municipality authority of Koper and the company Portof Koper Ltd. have agreed that a part of the existing port infrastructurebe returned to the town again. The development planof the town foresees that the old town core be revitalisedthrough the northern bypass road again.The paper presents the possibility of the integration ofKoper in maritime passenger traffic, which represents a newpossibility for the cuffent and future tourist and economic development.The solution proposed enables fast inclusion of theport of Koper port in the ferry service without substantial investmentsin infrastructure.

As an active relation of the government towards the trafficsystem the traffic policy represents a correction measure of marketregulation of the relations within the traffic system and therelation of the traffic system with the environment due to theimperfection of the traffic market. Consistent traffic policy, aspart of the economic policy, assumes a clear definition of thetraffic policy goals, measures, and instruments as well as taskmanagers to realise the set goals. These are the preconditionsfor successful implementation of the traffic policy.

LPG is an international abbreviation for liquefied petroleumgas, i.e. autogas. Today, there are about 5 million vehiclesin the world that use autogas and the number is constantlygrowing. One of the reasons lies in its efficiency which is provenin the 50% lower fuel price and in the lower maintenance priceof the automotive parts! From the ecological aspect, autogas isa much, much lesser polluter which does not let out fumes,lead, solid particles and sulphur oxides into the atmosphere,generating at the same time less carbon dioxide andnon-degradable hydrocarbons. Because of its characteristicsautogas has favourable impact on the engine. The engine durabilityis increased by about 35% compared to petro~ the engineoperates more quietly, the cylinders wear out less, the oil lastslonger in the engine, the durability of the catalyst and thelambda tube is doubled. Complete combustion of the gas-airmixture in the engine cylinders does not result in fuel losses inthe exhaust gases. The exhaust gases are cleaner.

The paper offers some clear-cut equations and coefficientsexpressing the basic forms of productivity of the container carrierin service: specifically, the productivity of TEU-capacity,the tonnage productivity and transportation efficiency of thecontainer ships. In addition, the power economy of the containership's propelling plant is being analysed from the viewpointof transportation engineering and an equation is introducedthat enables us to establish the degree of transport economyof the container ship.

The characteristic of the present time is the crucia~ significant,and rapid transformation of the common conditions oftrade, transport, and information interchange. However, thestrategic role in this process belongs to the communication andinformation systems. The development of communication andinformation technology systems is incredibly fast, so that referenceis made to the world of advanced communications.The trend found in business life is very complicated. We arestriving both towards collectivisation as well as individualisationat the same time, since thus the world of competitivenessand co-operation is created.In this world the transport and communication and informationnetwork is expected to become fully integrated in the industrialproduction and service-providing system, so as to providethe foundation for a dynamic adjustment to the market requirements.It is clear that the transport infrastructure and cross-borderdevelopment stand for the predominant developmental impulseto the general and physical development of particular areasand of the Slovenian country as a whole. In the pre-accessionperiod of Slovenia to the EU (the accession of Slovenia tothe EU could only occur in 2003-2004, at the earliest), it is necessary,in both fields, to accelerate the activities that will provideco-operation on equal footing. Taking into consideration allthe increasingly open borders (associated members, full members),the economic development will have a favourable impacton the improved competitiveness and co-operation among regionsand states, which will result in an increase in the flow ofgoods, capital and services, and in particular in an improvedmobility of the population.

The globalization process occurs in all the spheres of ourlife and its quantitative and spatial dimensions affect theworld's development. These trends lead the enterprises to concentrateon their core business and outsource some auxilimy oradditional parts of their production or se1vices. It is vital for theoperation in such conditions that the logistics functionssmoothly and reliably in all its segments.To provide an answer to the given hypothesis, I have dealtwith all the major questions linked to the phenomenon of seaportsand their role in the development of new logistical anddistributional function.

In order to provide highest quality se1vices to its users, railwaysneed to pay alien/ion not only to the standard qualitativeand quantitative indicators, but also to othe1; seemingly less relevantones. One of these may be the accessibility coefficient of acertain railway station. The paper analyses the formal mathematicalmodel of its definition, and proposes a possible classificationof accessibility. The considerations also expand brieflyto the accessibility regarding gravitational zone of the respectiverailway station, mentioning also some problems related to theaccessibility and the guidelines of their solutions.

The paper introduces a mathematical problem that occursin marine container technology when programming the transportof a beforehand established number of ISO containers effectedby a full container ship from several ports of departure toseveral ports of destination at the minimum distance (time innavigation) or at minimum transport costs. The application ofthe proposed model may have an effect on cost reduction incontainer transport thereby improving the operation process inmarine transport technology. The model has been tested by usinga numerical example with real data. In particular, it describesthe application of the dual variables in the analysis ofoptimum solution.

The efficient heuristic algorithm for sizing of N satellite capacitytypes (on LES side of/ink) in mobile networks during exploitationis being developed, minimizing the total expansioncost. Using the network flow approach and the extreme flowthe01y many expansion solutions (sub-problems) are eliminatedfrom further calculation because they consist at least ofone flow that cannot be a part of optimal expansion sequence.At first, the heuristic algorithm is compared with algorithmbased on exact approach. In all numerical test-examples thebest possible result is achieved. After that we developed andtested some algorithm options, using various limitations for capacitystate values. It is obvious that all heuristic options areve1y effective and for some cases they are capable to find thebest possible result but with significant savings. It means thatour heuristic approach can be successfully applied to short-term or medium-term satellite network planning with finitenumber of discrete time periods. Only if we apply adequate heuristicsolution can we ensure both significant improvement ofQoS (Quality of Setvice) and minimal capacity expansion cost.

Economic characteristics of tourism as stimulating factorof economic development of individual counties are reflectedin the expansion of economic relations with foreign count1ies,in stimulating regional development, in opening of new workplaces,in additional marketing of products on the domesticmarket, in evaluation of cultural and hist01ical resources, etc.The interrelation between the traffic system and tourism resultsfrom the complexity of characteristics and functions ofthese two economic activities. Although traffic system regularlyappears as the factor of improving or limiting the developmentof tourism, their relation needs to be considered in fact in theirmutual interaction.Defining of the Croatian traffic policy regarding tourism requirements,can be considered according to certain trafficbranches but also according to specific requirements the touristdemand has on the traffic system. However, tourist demandneeds to be understood as a part of the overall demand on thetraffic system so that it can and has to be satisfied by the trafficsupply formed according to the overall traffic demand.

On the basis of relevant scientific research this paper systematicallyand concisely elaborates the interaction between intellectualcapital and logistic services production. Full attentionis given to intellectual capital as a factor in effective creation ofthe logistic processes or in other words, to prove the statementthat the first place for achieving competitive advantages in theglobal and/or regional market of logistic services belongs toknowledge used to produce or improve the existent logistic systemsand to create new ones.Further, the paper deals with the tasks of creative logisticmanagers as open, dynamic and stochastic systems based onknowledge or the creation of universal logistic model determinedby the fact that intellectual capital and technologicalparadigm create the way to new logistic paradigm.Special attention is paid to building and presenting a mathematicalmodel for measuring the intellectual capital as well asthe success of its use in different logistic companies.

A survey of total loss accidents in merchant shipping over aperiod of 30 years shows that these can be arranged in the followingorder: stranding, fire, water-leaks, gales and collision;other accidents are also taken into consideration. The analysisconsiders ships over 500 GT of different flags, plying any routeof navigation.Initially, a sample of 500 merchant ships- of different typesand tonnage- and under 15 different flags is analyzed to determineage and type of ship, and the causes of accidents.In the second analysis, the same 15 flags are considered,but now over a wider range on a sample totalling 1,500 merchantships. The results of both analyses are compared. It isshown that all collisions together with gale amount to 25% ofmaritime casualty returns -in the total loss lists- while strandingand collision take more than 40% of the toll.

Significant increase in traffic demand at the end of the 2nd century and the increasing anthropogenic environmental pollutionhave resulted in the need to introduce the telematics-supportedintelligent transport systems in all the traffic branches.The work presents the development and the basic characteristicsof transport systems managed by information and communicationtechnologies. Also, the possible development and advantagesof implementing telematics in the traffic along theriver of Danube through Austria, as well as monitoring sea-goingships and containers in intennodal traffic.