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SORTA 2020 is the 24th Symposium on the Theory and Practice of Shipbuilding - in memoriam prof. Leopold Sorta in the organization of the University of Rijeka - Faculty of Engineering. This 24. SORTA presents the testimony of a continuous, over 45 years lasting development of the shipbuilding profession and science on these grounds.The aim of SORTA 2020 is to promote the existing educational, scientific, research and development capacities of Croatian shipbuilding, which are ready to participate, both now and in the future, in the evolution of shipbuilding industry, STEM and progress of Croatian economy. This year's symposium coincides with a period of change for the entire shipbuilding community in Croatia and broader and furthermore, with the COVID-19 pandemic, which has challenged face-to-face meetings due to uncertainties regarding travel restrictions, physical distancing and other health related measures. To adapt to the current situation the SORTA2020 Organization Committee has transform this 24th Symposium into a fully online meeting that offered the responsible and rational possibility for scientific and professional exchanges while protecting the safety, health, and well-being of all participants.

Rad opisuje radar (engl. Radio Detection And Ranging) i njegove lažne signale (engl. unwanted echoes). Ukratko se opisuju temeljna znanja o radaru potrebna za razumijevanje teme rada. Nadalje, rad se bavi lažnim radarskim signalima u koje se ubrajaju: radarske smetnje, lažni odjeci te radarske sjene i „slijepa“ područja. Razlika između prethodno navedenog leži u njihovom oslikavanju na radarskom ekranu, te su sukladno tome podijeljeni u gore navedene grupe. Svaka od tih grupa ima svoje podgrupe koje su opisane u samom radu. Uz svaku vrstu lažnog signala navode se njegov uzrok pojavljivanja, njegovo oslikavanje na radarskom ekranu te način njegova prigušivanja ili otklanjanja., This paper describes the radar system and its unwanted echoes. Main knowledge about radar system is being described in order to understand the subject better. The main topic of this paper are unwanted echoes including radar noises, false echoes, shadows and blind sectors. Difference between above enumerate is their imaging on the radar display. In accordance with that, they are divided into above listed groups. Each of the groups has its subgroups which are described in this paper. Each unwanted echoe comes with its cause of occurrence, imaging on radar display and method of how to suppress it.

SORTA 2020 is the 24th Symposium on the Theory and Practice of Shipbuilding - in memoriam prof. Leopold Sorta in the organization of the University of Rijeka - Faculty of Engineering. This 24. SORTA presents the testimony of a continuous, over 45 years lasting development of the shipbuilding profession and science on these grounds.The aim of SORTA 2020 is to promote the existing educational, scientific, research and development capacities of Croatian shipbuilding, which are ready to participate, both now and in the future, in the evolution of shipbuilding industry, STEM and progress of Croatian economy. This year's symposium coincides with a period of change for the entire shipbuilding community in Croatia and broader and furthermore, with the COVID-19 pandemic, which has challenged face-to-face meetings due to uncertainties regarding travel restrictions, physical distancing and other health related measures. To adapt to the current situation the SORTA2020 Organization Committee has transform this 24th Symposium into a fully online meeting that will offer the responsible and rational possibility for scientific and professional exchanges while protecting the safety, health, and well-being of all participants.

U članku je prikazan proces projektiranja brodogradilišta za kompozitne brodove. U uvodu se naznačila potreba za osnivanjem jednog proizvodno – servisnog centra s obzirom na povećanje nautičkog turizma u Hrvatskoj. Analizom tržišta definirala se potreba za određenim tipom broda za koji se pristupilo izradi idejnog projekta brodogradilišta razradom elemenata projektne spirale. Definiran je razmještaj radnih prostora, tokovi materijala, dinamika gradnje karakterističnog broda, potreban broj djelatnika, njihovih zanimanja te procjena troškova investicije. Zaključno su navedene prednosti osnivanja brodogradilišta kompozitnih brodova.

Cilj ovog rada je prikazati usporedno parcijalnu analizu relativnih odstupanja položaja putem GPS (engl. Global Positioning System) i GLONASS (rus. Globalnaya Navigazionnaya Sputnikovaya Sistema) globalnih navigacijskih satelitskih sustava u polarnim predjelima. Ova tema je važna za uspješno vođenje broda, tj. navigacije broda u sve više prometnijim polarnim predjelima. U radu su obrađeni globalni i regionalni navigacijski sustavi koji se danas koriste i dalje razvijaju, a sve kako bi se povećala brzina i točnost prijenosa signala do korisnika za dobivanje što točnijeg položaja. U pomorskoj navigaciji netočan položaj može biti vrlo opasan, dok u oceanskoj, a posebice navigaciji u polarnim predjelima može značiti dodatno vrijeme plovidbe, dodatni utrošak pogonskog goriva a posebno nesigurnost za brod i posadu. Potreban je sve veći razvoj GNSS sustava na način da se razvijaju SBAS sustavi (engl. Satellite Based Augmentation System), odnosno WAAS (engl. Wide Area Augmentation System) sustav za područje SAD, EGNOS (engl. European Geostationary Navigation Overlay Service) sustava za područje Europe i ostali sustavi koji danas osiguravaju pokrivenost gotovo cijele zemaljske kugle kvalitetnim satelitskim signalom. Pristup ocjenjivanju pogrešaka položaja zadanih stanica učinjen je statističkom analizom skupa podataka koji sadrži zapise položaja izmjerenih na izabranim stanicama u odabranom vremenskom razdoblju. Statističkoj analizi prethodio je izbor uzorka nad kojim će se vršiti analiza, a zatim priprema podataka koja je bila neophodna. Da bi se mogla uspješno napraviti statistička obrada podataka trebalo je izabrati i kvalitetan uzorak. Nakon provjere dostupnosti podataka odabran je period ispitivanja od sedam dana i rezultati tog ispitivanja izneseni su u ovom diplomskom radu. U ovome radu može se vidjeti koji čimbenici utječu na nešto lošije određivanje položaja satelitskim sustavima u polarnim predjelima u odnosu na ostale dijelove Zemlje. Isto tako napravljena je usporedba skupa statističkih podataka o zapisanim položajima GPS sustava i GLONASS sustava iz koje vidimo kako je GPS sustav nešto točniji nego GLONASS., The purpose of this paper is to present comparative partial analysis of relative positioning deviations of GPS and GLONASS global navigation satellite systems in polar areas. This subject is of great interest for successful ship management, i.e. ship navigation in polar regions as areas of increased traffic. The paper analyses the positioning performance of global and regional navigation systems that are still in use today and continuously developing, all in order to increase the speed and accuracy of signal transmission to the final user for obtaining the most accurate position. In maritime navigation, an incorrect position can be very dangerous. Moreover, when it comes to oceans and navigation in polar regions, it can mean additional sailing time, additional fuel consumption and especially it could threaten the security of the ship and crew. This is the reason why continuous development of GNSS system is required and this development should follow improvement of SBAS system (Satellite Based Augmentation System), respectively WAAS (Wide Area Augmentation System) system for the area of United States, EGNOS (European Geostationary Navigation Overlay Service) system for European continent and other systems that today provide coverage of almost the entire globe with a quality signal. The approach to estimate the position errors was done by statistical analysis of a data sets containing records of the positioning solutions measured at the selected stations in the selected time period. To make statistical analysis, firstly was required on which the analysis will be preformed, and then the preparation of the data that was necessary. In order to be able to successfully preform statistical data processing, a quality sample had to be selected. After checking data availavility a test period of seven days was selected and the results of that test are presented in thethesis. In this paper it can be seen which factors influence the somewhat worse positioning of satellite systems in the polar regions compared to other parts of the Earth. Moreover, comparison research of a set of statistical data on the recorded positions of the GPS system and the GLONASS system was made from which we can conclude that the GPS system is somewhat more accurate than the GLONASS system.

Creating an efficient and safe voyage plan is a complex and challenging task. Compliance with safe mandatory voyage planning procedures must be considered alongside shortest distance, sailing time and efficiency. Mentioned factors reflect on decisions in voyage appraisal, planning, execution and monitoring. Decisions in all voyage stages are further influenced by navigational knowledge and experience of those involved in the actual planning. Subjective interpretation, quality of used sources and uncertainties can result in different voyage plan outcomes. Research in weather routing and quality and assessment of hydrographic data have enabled multi-criteria and multi-objective voyage planning approaches. Usage of Electronic Chart Display and Information System (ECDIS) voyage planning features and advanced third-party solutions (including improved GNSS solutions) have improved the voyage planning process on-board. For a safe voyage planning, determination of safety distances to non-navigable areas or dangers is essential. Furthermore, uncertainty must be assessed for all elements of voyage planning. Moreover, the route has to be adaptable to forecasted or present environmental conditions. The aim of this paper is to present the concept of safety distance determination as a function of the adaptive planning process in coastal navigation. The concept integrates all relevant parameters influencing the decisions of the navigational planning task in an adaptive way, with the final output subject to pre-defined limit values. Ship particulars, hydrographic data accuracy and reliability, hydrographical and meteorological conditions, etc. set the basis for the safety distance determination. The concept is further enhanced with information on current and forecasted environmental conditions prevailing in the area of interest.

The publication contains scientific papers presented at the Annual RIN Baška GNSS Conference, held in Baška in the period 6-9 May 2018.

Reducing emissions of harmful exhaust gases is one of the main tasks of the 21st century. The problems of commercial fleets, such as public city buses, are considered to be the starting point for the introduction of electric vehicles. Electric buses have been successfully tested in several projects around the world and are becoming increasingly competitive with conventional buses. However, the reduced operational efficiency of electric buses is still a major obstacle to the transition process. The aim of this paper is to show the possibility of introducing electric buses into the public transport network based on the multi-criteria assessment of conventional buses currently in use. This paper presents a multi- criteria assessment of bus routes to case studies of the wider area of the city Sesvete according to predetermined evaluation criteria such as: travel time, line length, timeliness, comfort, safety, availability and operation. In the computer phase, the AHP multicriteria ranking method is applied to generate the final order of all considered variants or transport solutions. The analysis of the results show the possibility of introducing electric buses into the considered public transport network.

The book of proceedings contains selected papers from the 13th Annual RIN Baška GNSS Conference held in Baška, Krk Island, Croatia in the period 12-15 May 2019.

This vehicles has the ability to perform all the management and movement functions that a man does in a commercial vehicle during the management, also detects the vehicle, and the "driver" only needs to pick a destination and does not have to perform any operation during the ride. The system as a whole of an autonomous vehicle interprets the data and processes the selection of the path, the speed allowed and the obstacles it can find. The maps we use must be constantly updated, as traffic changes and traffic laws are often changed. Autonomous vehicles can be independently operated by video cameras, radar sensors and laser remote sensors that can "see" other traffic participants as well as detailed maps. Through this work the principle of one and the other discipline will be explained in the concept of development and implementation of autonomous buses that do not require a human driver. Sources of knowledge are essential in terms of the system, knowledge is difficult to collect directly - it is obtained by treating raw observations and information from the traffic environment. These other sources are most important in the concept of autonomous buses, since they are in the natural and urban environment from which they have to collect data so that they can safely move and transport their passengers as their core task.

The Proceedings contain papers presented at the 11th Annual Baška GNSS Conference, held from May 7th-9th, 2017 in Baška, Krk Island, Croatia.

Visually impaired persons are constantly faced with various problems while creating movement routes using application solutions on their mobile terminal devices. These problems are: nonadaptable mobile phones, application solution and available content. Application solutions depend on different operating systems, their characteristics and performances of mobile terminal devices. In this research, the accessibility of mobile terminal devices and applications for informing visually impaired persons in traffic environment were analyzed. Analysis was conducted on the basis of available scientific and technical literature in order to identify the most common operating systems and their characteristics for providing accurate information to the end user. In addition to the characteristics of the operating system, hardware components of mobile terminal devices such as an accelerometer, gyroscope, GPS, etc. have great importance in informing the users of the transport network. Accessibility of available application solutions and hardware devices important for making accurate and accessible information were analyzed according to the recommendation of universal design. Using comparative analysis, the selection of the optimal operating system and application were made to provide accurate information about the movement and direction of the user (personal digital assistant).

Doktorska disertacija – Prilog povećanju učinkovitosti brodskoga vatrodojavnog sustava primjenom novih elektroničkih i računalnih tehnologija – proučava pristup za poboljšanje sigurnosti broda od požara. Tradicionalni način zaštite od požara podrazumijeva tri područja: strukturnu zaštitu od požara, otkrivanje i gašenje požara. Više od polovice brodskih požara dogodi se u prostoru brodske strojarnice, zbog čega se naglasak istraživanja usmjerio upravo u to područje. Štete i gubitci nastali uslijed požara na brodovima zadnjih desetljeća ubrzali su razvoj novih tehnika, tehnologija i inovacija s ciljem povećanja sigurnosti i pouzdanosti sustava detekcije požara. Rano otkrivanje požara ima presudnu ulogu u njegovu gašenju i sprječavanju širenja. Razvoj vatrodojavne tehnologije potaknut je nizom požarnih incidenata, koji su za posljedicu imali velike materijalne gubitke, uz još veće ljudske žrtve. Dosadašnjim razvojem detektora dojave požara integracijom tehnologija dojave požara s mikroelektroničkim i informacijskim tehnologijama ostvaren je visok stupanj autonomnosti sustava, uz istodobno povećanje pouzdanosti i raspoloživost. Istovremeno, povećanjem potražnje za poboljšanom tehnologijom ranog detektiranja požara i njegovog sprječavanja, razvijaju se napredni sustavi detekcije čiji upravljački algoritmi imaju zadatak inteligentne obrade raspoznavanja stvarnog od lažnog signala dima ili plamena. Koristeći uslugu koju nudi nova tehnologija, brodaru je cilj kvalitetnija zaštita posade, brodskog inventara te smanjenje troškova koji bi mogli nastati uslijed nesreće izazvane požarom. Uz pregled najnovije tehnike i tehnologije ranog otkrivanja požara na brodovima, ova doktorska disertacija prikazuje poboljšanje karakteristika novih sustava i komponenti sustava detekcije, analizirajući njihove mogućnosti, prednosti i primjenu. Rezultati istraživanja pokazali su da se primjenom brodskog vatrodojavnog sustava temeljenog na računalnom vidu može unaprijediti dosadašnji klasični brodski vatrodojavni sustav, postizanjem veće brzine otkrivanja požarnog incidenta, a samim time i bržom intervencijom gašenja i suzbijanja njegovog daljnjeg širenja., Doctoral thesis – A contribution to increasing the efficiency of the Ship fire detection system by implementing new electronic and computer technologies – examines an approach to the increasing ship's safety in a case of fire. The traditional way of fire protection involves three areas: structural fire protection, fire detection and fire fighting. More than half of a ship's fires occur in the area of the ship's engine room, which is why the emphasis of the research is focused precisely in this area. Damage and losses incurred due to fire on ships in recent decades have accelerated the development of new techniques, technologies and innovations to increase the safety and reliability of fire detection systems. Early detection plays a crucial role in fire fighting and prevention of fire spreading. The development of fire alarm technology has been driven by a number of fire incidents which have caused huge material losses, with an even greater human toll. The current development of fire alarm detectors with the integration of technology of fire detection system with micro-electronic and information technology has created a high degree of system autonomy, while increasing reliability and availability. At the same time, the increasing demand for improved technology of early detection of fire and its prevention has developed advanced detection systems whose control algorithms have the task of intelligent processing, distinguishing real from false signals of smoke or flames. Through usage of a service offered by the new technology, the ship operator aims to gain quality crew protection, and the protection of the ship's inventory, as well as reduction of expenses that could appear due to an accident caused by a fire. With an overview of the latest techniques and technologies for early detection of fires on ships, this doctoral thesis shows the improvement of the characteristics of new systems and components of detection systems, analyzing their features, advantages and applications. The results of a research has shown that an implementation of a computer vision based fire detection can improve current classical fire detection system, by reaching greater speed of fire detection, thus faster fire containment and fire suppression.

Sustavi za dinamičko pozicioniranje plovnih objekata koriste se za održavanje njihove pozicije, smjera napredovanja i brzine, održavanje unaprijed definirane putanje gibanja, potpomognuto sidrenje i sl. Da bi se ove operacije uopće mogle provoditi, nužno je, između ostalog, omogućiti i određivanje precizne estimacije niskofrekventne pozicije, smjera napredovanja i brzine plovnog objekta, te estimaciju vjetrovnog i sporopromjenjivog opterećenja koje uzrokuju ostali vanjski poremećaji. U realnim sustavima za pozicioniranje plovnih objekata funkciju observera, tj. estimatora, ima neka od inačica Kalmanovog filtra koji ima već dugu tradiciju u brodskim sustavima upravljanja. U radu su analizirani klasični koncepti na kojima su temeljeni postojeći sustavi za dinamičko pozicioniranje te su istražene značajke dinamičkog pozicioniranja plovnih objekata s teoretske i praktične strane, posebno u dijelu koji se odnosi na problematiku filtriranja, identifikacije, estimacije i predikcije. Uočene su brojne prednosti, ali i nedostaci postojećih rješenja koji se mogu otkloniti primjenom novijih računalnih tehnologija kao što su algoritmi strojnog učenja i računalne inteligencije. Iz navedenih razloga, predložene su i konstruirane strukture statičkih, dinamičkih i hibridnih inteligentnih identifikatora i estimatora za potrebe identifikacije i estimacije u sustavima za dinamičko pozicioniranje. Od posebnog značaja su predloženi hibridni sustavi inteligentnih identifikatora i estimatora s proširenim Kalmanovim filtrom te inteligentni identifikatori za fuziju senzorskih informacija i rekonstrukciju signala u prekidu. Predloženi inteligentni identifikatori i estimatori su verificirani na realnim mjerenjima DP Log arhive dizaličara i cjevopolagača Saipem 7000 tijekom postupka polaganja cijevi na Projektu Ormen Lange (Norveška, 2006.)., Dynamic positioning (DP) systems are used for maintaining position, heading and speed of the vessels, but also a predefined motion path, position mooring, etc. To ensure performing of these operations, it is necessary, among other things, to determine an accurate estimation of low-frequency position, heading and speed of the vessel. Additionally, it is necessary to ensure the estimation of wind and slowly-varying loads caused by other environmental disturbances. In actual DP systems, the vessel observer is usually an extended Kalman filter (EKF) which is traditionally used in marine control systems. In this doctoral thesis the classical base concepts of the existing commercial DP systems are analysed. Furthermore, the characteristics of DP systems are analysed both from the theoretical and practical point of view, especially in the part which is closely related to filtering, identification, estimation and prediction. Numerous advantages of existing solutions are identified, but also the several disadvantages which can be eliminated by using modern computational technologies such as machine learning and computational intelligence algorithms are pointed out. For these reasons, structures based on static, dynamic and hybrid intelligent identifiers and estimators have been proposed for the purpose of intelligent identification and estimation in DP systems. Proposed hybrid system of intelligent identifiers and estimators combined with EKF, as well as the intelligent identifiers for the sensor fusion and reconstruction of lost signals, are of particular interest. Intelligent identifiers and estimators are further adjusted, tested, and verified with real measurements from the DP Log archive of the heavy-lift and J-lay pipe vessel Saipem 7000.

U teorijskom dijelu disertacije iznose se (teorijske) značajke linijskoga kontejnerskog brodarstva, s detaljnom strukturom svjetskih kontejnerskih kapaciteta i prometa. Istražuju se postupci i faze projektiranja linijskoga kontejnerskog servisa i donosi njihova tipologija. Zaključuje se da se linijski kontejnerski servisi s obzirom na opseg i način pružanja prijevozne usluge mogu kategorizirati u: direktne i indirektne servise „od luke do luke“ i direktne i indirektne servise „od vrata do vrata“. Nakon provedene sustavne analize kriterija za vrednovanje linijskih kontejnerskih servisa zaključuje se da ne postoje općeprihvaćeni kriteriji, te se provodi anketiranje pomorskih agenata u svijetu i u Hrvatskoj s ciljem prikupljanja fonda kriterija i rangiranja kriterija iz perspektive korisnika. Na temelju znanstvene metodologije sintetiziraju se odabrani kvantitativni i kvalitativni kriteriji koji odražavaju tehnološko-organizacijska obilježja obavljanja multimodalne prijevozne usluge od strane brodara. Pet odabranih kriterija su: ekonomsko-komercijalni, kriterij pouzdanosti i kontinuiteta, kriterij raspoloživosti, dokumentacijski kriterij i kriterij odnosa s korisnicima. Svaki kriterij ima svoje potkriterije. U radu se (na temelju provedene analize) daje prijedlog modela višekriterijske optimizacije linijskoga kontejnerskog servisa AHP metodom koji ima za cilj, iz perspektive korisnika, odabrati najbolji tip servisa u odnosu na četiri ponuđene alternative, na osnovi odabranih pet osnovnih kriterija s dvadeset i četiri potkriterija. Rezultat modela upućuje na zaključak da je direktni servis „od vrata do vrata“ najbolja varijanta za korisnika. Predloženi model može poslužiti svim subjektima koji su uključeni u multimodalni prijevoz tereta u prihvaćanju univerzalnih tehnološko-organizacijskih sastavnica multimodalne prijevozne usluge i njegovih kvantitativnih i kvalitativnih kriterija i potkriterija, s detaljnim načinom utvrđivanja relativne važnosti (pot)kriterija i relativne preferencije alternativa. Takav model može se koristiti u praksi te se može prilagođavati drugačijim konkretnim situacijama (proširivanje kriterija s potkriterijima i alternativama, anketiranje stvarnih korisnika na različitim tržištima i dr.). Također, donosi se i prijedlog benchmarking modela konkurentnosti linijskoga kontejnerskog servisa koji predstavlja standard linijskoga kontejnerskog servisa i na osnovi kojeg brodar može redovito provoditi interna i eksterna mjerenja konkurentnosti, s ciljem poboljšanja uočenih slabosti i stalnog unapređenja obavljanja linijskog servisa. Zaključno, u radu se dokazuje da se obavljanje multimodalne prijevozne usluge od strane brodara zbog svoje složenosti i ogromnih investicija ne može prepustiti stihiji nego zahtijeva inovativan pristup, uz korištenje najnovijih znanstvenih i praktičnih dostignuća, s ciljem projektiranja i obavljanja takvog servisa koji će svojom izvedbom predstavljati korisniku prihvatljiviju prijevoznu uslugu u odnosu na konkurenta i time omogućiti daljnji rast i razvoj kontejnerskog brodarstva., The theoretical part of this doctoral thesis presents (theoretical) features of container liner shipping, along with a detailed structure of the global container capacity and turnover. Container liner service design procedures and phases have been subject to research and presented by the typology. It has been concluded that container liner services, with regard to the scope and modality of the transport service supplied, may be categorized as: „port to port“ direct and indirect services and „door to door“ direct and indirect services. Based on a systematically performed analysis of container liner service evaluation criteria, it has been concluded that there are no generally accepted criteria at all and a survey has been carried out among shipping agents both worldwide as well as in Croatia with a view to collect a fund of criteria to be ranked from a user's point of view. Using scientific methodology, the selected quantitative and qualitative criteria have been synthetized which reflect technological and organizational features of the multimodal transport service performed by shipowners. The selected five criteria are: the economical-commercial, reliability and continuity, availability, documentary and the relations with users criteria. Every single criterion is further divided into subcriteria. Based on the analysis performed, the paper presents a model proposal for a multi criteria optimization of container liner service by AHP method aimed, from a user’s point of view, at singling out the best service type from among the four on offer, on the basis of the selected five basic criteria with twentyfour subcriteria. The model outcome suggests the conclusion that the „door to door“ direct service represents the best variant for users. The proposed model may be useful to all those involved in multimodal transport services, in accepting the universal technological and organizational components of the multimodal transport service and its quantitative and qualitative criteria and subcriteria, with a detailed way to establish the comparative importance of (sub)criteria and the comparative preference for alternatives. The model may be used in practice and may be adapted to different specific situations (extension of criteria with subcriteria and alternatives, interviewing actual users on different markets, and the like). The thesis also presents a benchmarking model proposal for container liner service competitiveness which represents the container liner service standard for internal and external competitiveness to be measured by operators, with the aim of improving any weaknesses observed and continuous enhancement of liner service in general. To conclude, the paper brings evidence in support of the fact that, due to the complex nature and enormous investment, nothing in the performance of multimodal transport service by operators should be left to spontaneity but should rather be addressed with an innovative approach, using most recent scientific and practical achievements, with the aim of achieving a service design and performance which would be better acceptable for users than the competition, thus to enable further enhancement and growth of container shipping.

Promet, pogotovo cestovni prijevoz kao jedan od načina, ali dominantni način prijevoza, uzrokuje negativan utjecaj na okoliš i društvo. Očituje se kroz učestala prometna zagušenja, povećani rizik od prometnih nezgoda, povećanu razinu buke, povećani stres svih sudionika i društva općenito, velike količine ispušnih plinova što prijevozna sredstva direktno ispuštaju u okoliš te one koje su ispuštene u procesu proizvodnje pogonskog goriva. Pomorske prometnice su pomorski servisi integrirani u logistički lanac koristeći održive, redovite, učestale, visokokvalitetne i pouzdane veze. Pomorske prometnice praktičan su primjer definicije kombiniranog (održivog) prijevoza. Radi se o prijevozu intermodalnim načinom gdje je pomorski dio veći dio puta. Sustav pomorskih prometnica ne zahtijeva značajne infrastrukturne investicije u lukama, ali se za uspješnost servisa podrazumijeva izvrsna integracija s ostalim načinima prijevoza, u prvom redu željeznicom i cestom. Činjenica da se u luci događa interakcija s različitim načinima prijevoza, čini luku važnom karikom u formiranju konkurentnosti sustava pomorskih prometnica. Jednako je bitna komunikacija i protočnost interakcije s brodom, željezničkim ili cestovnim sustavom jer ukoliko samo jedna veza nije besprijekorna, to se prenosi na pouzdanost i kvalitetu ukunog sustava i servisa. To je kriterij gdje veliku važnost nose i vanjski čimbenici poput željezničkih i pomorskih operatera. U odnosu na trenutni model funkcioniranja prometnog sustava u Republici Hrvatskoj, gdje je razvoj lučkog i gravitacijskog prometnog sustava prepušten svakoj luci samostalno (šest samostalnih luka), te gdje ne postoji sustavno specijaliziranje svake luke ili pravca, rezultati analize su poražavajući. Oni svjedoče da je trenutni model implementacije pomorskih prometnica potpuno neprimjereni i da ne postoji niti jedan element koji bi opravdao njegovo zadržavanje. Analiza upućuje na zaključak da se znanstvenim pristupom koji uključuje identifikaciju svih relevantnih čimbenika, analizu stanja cjelokupne prometne infrastrukture te identifikacijom kriterija koji utjecu na funkcioniranje sustava pomorskih prometnica, može sigurno i točno odrediti koji je model optimalan za uvođenje održivog sustava pomorskih prometnica, ali i ocjenu postojećeg modela. Iz analize utjecaja svakog od kriterija zasebno, te svih kombinacija, može se zaključiti da se kod implementacije održivog sustava na primjeru prometnog sustava Republike Hrvatske mogu izdvojiti dva scenarija (modela) kao optimalni izbor. Radi se o modelima dvije luke i regionalno grupiranih luka. Koji od modela odabrati, ovisi o čijoj se inicijativi radi (država ili privatni prijevoznicki operateri) i da li postoji zajednički pristup kod razvoja., Transport, especially road transport as one of the modes and a dominant one, has a negative impact on the environment and the society. This is manifested through frequent transport congestions, increased risk of accidents, increased noise levels, increased stress for all stakeholders and the society in general, large amounts of exhaust gas from that is emitted directly into the environment and fumes discha in the process of motor fuel production. Motorways of the Sea are maritime services integrated n the door-to-door logistic chain by using sustainable, regular, frequent, high-quality and reliable short sea shipping connections. Motorways of the Sea are a practical example of the definition for a combined (sustainable) transport. It is intermodal transport mode where maritime transport covers the largest part of the route. Motorways of the Sea system does not require significant infrastructure investments in ports, but success of the service presupposes excellen integration with other transport modes, notably rail and road. The fact that interaction with various transport modes kes place in a port, makes the port a significant factor in the formation of a competitive Motorways of the Sea system. Equally important is the communication and the flow of interaction with a ship, railway or road system because if only one link is not impeccable, it will be reflected in the reliability and quality of the entire system and service. It is a criterion where the great importance lies with external factors such as railway and maritime operators. In relation to the current model of the transport system functioning in the Republic of Croatia where development of port and gravity transport system is left for each port independently (six individual ports), and where systematic specialization of each port and route does not exist, the results of an analysis are devastating. The results testify that current model of the Motorways of the Sea implementation is entirely inappropriate and there is no element that would justify its retention. Analysis implies that scientific approach which includes ide of all relevant factors, state of the art analysis of entire transport infrastructure and identification of criteria which affect the functioning of the Motorways of the Sea system, can safely and accurately determine which model is optimal for the introduction of sustainable Motorways of the Sea system and can determine the evaluation of the current model. From th analysis of each individual criteria and all the combinations, it may be concluded that two scenarios (models) may be recognized as optimal choices for the implementation of a sustainable system on the example of the transport system of the Republic of Croatia. These two models are: a model of two ports and a model with regionally grouped ports. Which model to choose depends upon whose initiative is in question (state or private transport operators) and if there is a common approach to development.

Navigation is a science, a skill, but principally the way of life. Enhanced with the ingenious invention of the late Sir Arthur C Clarke, it is mostly practiced as the satellite one in modern times. Still, the satellite navigation is prone to many error sources and the other causes of satellite navigation performance and operation disruptions, rendering satellite navigation, now a global enabling technology, particularly vulnerable. Recognising a raising problem with potentially disastrous effects on technology and business, a group of satellite navigation specialists and enthusiasts gathered ten years ago in Baška, Krk Island, Croatia to discuss the challenges and prepare the answers. This gathering originated what was called GNSS Vulnerabilities and Solutions Conference series, later re- branded to the Annual Baška GNSS Conference. Organised on behalf of The Royal Institute of Navigation (RIN, London, UK), the conference series has immediately found its place on the global map of GNSS activities, along with the names of Washington, Moscow, Beijing, San Francisco, Bruxelles, Portland, Sankt Petersburg and Shanghai – to name just a handful. A tiny little town on the Adriatic island of Krk, former sailors' village and now a famous holiday resort, has started to attract GNSS specialists, scientists, engineers, technology and business developers, policy and strategy developers, users, students, media representatives and general audience. And those who came for the first time have continued to do so. Prof J David Last, FRIN (then-President) and Gp Capt David Broughton, FRIN (then-Director) of The Royal Institute of Navigation, London, UK had established the conference series by setting up its substance, aim and course. The tradition has continued with provision of unlimited support to conference series organisation from all the succeeding Presidents (including the current President Capt James B Taylor, FRIN, and the past President Roger A McKinley, FRIN) and Directors Capt Peter Chapman-Andrews and Mr John R Pottle, FRIN). The huge energy flying effortlessly from the 1 Kensington Gore RIN HQ in London has been met in Croatia by a small, but devoted local team of organisers led by Professors Serdjo Kos of Faculty of Maritime Studies, University of Rijeka, Tomislav Kos of Faculty of Electrical Engineering and Computing, University of Zagreb, and Hrvoje Gold of Faculty of Transport and Traffic Sciences, University of Zagreb. Local community has appreciated a world- class event organised every year in Baška with its traditional hospitality immersed in the unique beauty of the Baška Valley and its Mediterranean atmosphere. Ms Djurdja Daljevac (and later Ms Ivana Topić, her successor) of Hoteli Baška, Ms Majda Šale of Krk Tourist Office, Baška's Mayor Mr Toni Juranić, and Klapa Tramuntana have always done their best in organising fantastic accommodation, supporting social programmes and making every event in the conference series memorable. GNSS operators have recognised the importance of the Annual Baška GNSS Conference series, thus allowing every single one of the events to start with the plenary outlining the most recent developments in GPS, GLONASS, Beidou and Galileo/EGNOS system, presented by top officials. It is with honour and delight to remember presentations given by long- standing contributors Mr Robert Crane (USA), Prof Grigory Stupak (Russia), Prof Jingnong Weng (China), Ms Marta Kriwanis- Brzostowska (EU GSA) and many others. With a real global outreach and aiming at development of international co-operation on joint actions on tackling GNSS vulnerabilities and resilient GNSS development, the conference soon attracted the attention of the UN International Committee on GNSS. On behalf of the UN OOSA in Vienna, Austria, Ms Sharafat Gadimova provided a continuous support to the conference organisation and its steering towards the most important subjects at the time. Ms Gadimova's boundless energy devoted to the conference organisation, her informative presentations, and affable personality have opened the room for even larger and more successful international co-operation, and expanded the number highly-qualified contributors to the Annual Baška GNSS Conference. Space weather and ionospheric disturbances have already been recognised as the most serious threats to satellite navigation. Dr Ljiljana Cander of the Rutherford Appleton Laboratory, Chilbolton, UK brought to the conference's stage a number of space weather scientists, rendering the conference a multi- disciplinary event capable of tackling increasingly complex subjects. Ten years have passed quickly. The conference is now mature, but still evolving towards more enjoyable, informative and result- rich gatherings. It is encouraging and delightful to observe that numerous young GNSS specialists join the conference, with some of them to appear soon in the regular conference proceedings not only as authors, but as the capable and confident experts at the conference's helm, steering it again to Baška. Every year. As usual. The rest is the history, as recorded in proceedings such as this one, you are just reading. We look forward for both the privilege and pleasure of meeting you in Baška in the years to come. (Preface to the 10th International GNSS Baska Conference Proceedings)

The paper analyses variability of the ionospheric Total Electron Content (TEC) over European middle latitudes, obtained from Global Navigation Satellite Systems (GNSS) observations. Although characteristics of the ionospheric activity at middle latitudes are usually well modelled compared to low and high latitudes, models usually do not take into account the local irregularities and response very slowly to fast developing ionospheric disturbances. To detect ionospheric irregularities and obtain information of ionospheric gradients, we used the TEC rate of change (ROT) and calibrated vertical TEC (VTEC) data. For observation of spatial behaviour of ionospheric fluctuations we used TEC data from several GNSS stations situated in the same geographical area. A tool for geographical representation of VTEC values and the TEC rate of change (ROT) was developed. Produced graphical and numerical representation was used for preliminary analyses of ionospheric fluctuations over middle latitudes during the periods of low and high geomagnetic activity.

U ukupnom proračunu pogreške određivanja položaja jednofrekvencijskim GNSS prijamnicima, ionosfersko kašnjenje satelitskog signala predstavlja najznačajniju utjecajnu veličinu. GPS modelom ispravke ionosferskog kašnjenja (prema Klobucharu), dnevna dinamika ionosferskog kašnjenja opisuje se na globalnoj razini. U doktorskom radu predložen je regionalni model utemeljen na uočenim nespecifičnim pravilnostima u dnevnom hodu ionosferskog kašnjenja signala za određivanje položaja. Nespecifične pravilnosti pojavljuju se pod određenim uvjetima; tijekom mirnog svemirskog vremena, nepobuđene ionosfere, u razdobljima ljetnih mjeseci te na području srednjih geografskih širina. Identificirana lokalna dinamika ionosferskog kašnjenja razlog je i motivacija za provedeno istraživanje, s ciljem unaprjeđenja pružanih usluga i općenito rada GNSS sustava. Model je izrađen na temelju izmjerenih vrijednosti ionosferskog kašnjenja, koje su izvedene iz opažanja kodnih i faznih pseudoudaljenosti. Pri tome su korišteni podaci s referentnih IGS stanica unutar Jadranske regije. Model je verificiran u razdobljima unutar kojih prevladavaju definirani uvjeti okoliša širenja signala za satelitsko određivanje položaja. Dobivene vrijednosti uspoređene su sa stvarnim vrijednostima ionosferskog kašnjenja, te s vrijednostima ionosferskog kašnjenja modeliranim prema Klobucharovom modelu ispravke. Model je ispitan na trima različitim lokacijama u području Jadranske regije u 2006. i 2007. godini. Rezultati su pokazali kako, u odnosu na Klobucharov model, predloženi model u zadanim uvjetima pruža točnije ispravke ionosferskog kašnjenja. Time je potvrđena primjenjivost predloženog modela za područje Jadranske regije i okolice. Značajke modela razmotrene su sa stajališta uspješnosti, prednosti i ograničenja modela. Prikazane su znanstvena i praktična mogućnost primjene modela i ostalih rezultata istraživanja. Analiza pogrešaka modela i njihovih uzroka postavlja smjernice za daljnja istraživanja lokalnih i globalnih uvjeta ionosferske dinamike te Sunčeve i geomagnetske aktivnosti., Satellite positioning signal ionospheric delay has been identified as a single major contributor in total satellite positioning error budget. Daily dynamics of ionospheric delay are described globally by utilising the GPS standard (Klobuchar) ionospheric model. In this doctoral thesis, a regional ionospheric delay correction model has been proposed. The model is based on observed daily pattern ionospheric delay non-specific regularities, which are occuring under specified conditions; during quiet space weather, undisturbed ionosphere, in summer months period and at middle geographic latitudes. The local ionospheric delay dynamics are the reason and a motivation for conducted research, which was carried out aiming at GNSS services improvement and system performance. The model is developed on the basis of measured values of ionospheric delay. These values were derived from code and phase pseudorange observables from Adriatic region reference IGS stations. The model has been verified in time periods where defined conditions of satellite positioning signal propagation environment were prevailing. Obtained values were compared with actual ionospheric delay values, as well as with ionospheric delay values obtained with the Klobuchar ionospheric correction model. The proposed model has been tested in three different locations in the Adriatic region, in years 2006 and 2007. The results showed that, under specified conditions and controlling parameters, proposed ionospheric model provides more accurate ionospheric delay corrections compared to the Klobuchar model. The proposed model's applicability in the Adriatic region and surrounding has been confirmed. Model properties have been discussed from the accomplishment, advantages and limitations aspect. The potential of the model's scientific and practical appliance is presented, along with thesis research results. A model error analysis and error causes will set guidelines for further research activities regarding local and global ionospheric dynamics conditions, as well as solar and geomagnetic activity exploration.

Diverse strategies have been proposed and implemented to relieve increasingly serious urban transportation problems. How to evaluate and optimize combined strategies to increase sustainability and improve efficiency of multimodal transportation systems is still a great challenge. This paper proposes a simulation-based systematic framework for sustainable transportation systems evaluation and optimization. Simulation-based optimization (SBO) is incorporated to seek an optimal combination of transportation planning and operations strategies, e.g. congestion pricing for private cars, bus and rail fares, to minimize generalized costs of multimodal traveling in a heuristic way. Applications in a small network of Zagreb Eco-city with multimodal travelers demonstrate the feasibility and applicability of the SBO approach in sustainable transportation systems evaluation and optimization. The objective is to reduce multimodal travel costs subject to a minimum mode share of green transportation. The SBO process also validates that the efficiency of each strategy may be influenced by the strengths of other strategies.

Total Electron Content (TEC), proportional to the ionospheric error in Global Navigation Satellite Systems (GNSS), can be calculated using dual-frequency measurements. To improve the calculation accuracy TEC should be calibrated, i.e. the inter-frequency biases introduced in the satellites and the receiver should be removed. Data from GNSS reference stations is publicly available in Receiver Independent Exchange Format (RINEX). Several software tools can be used to process such files. Modifying pseudoranges and carrier-phase data by removing the calibrated TEC, a version of the original RINEX file that does not contain ionospheric error was made. Modification procedure’s validity was proven by performance evaluation in position domain. Such a modified RINEX file could be used as a reference in comparison of different ionospheric error correction methods in position domain, where the methods would also be represented forming RINEX files modified following the same procedure.

Given the wide scope of possibilities that GNSS may provide in terms of environmental protection, the authors point elaborate in particular the land use land cover (LULC) aspect in monitoring the state of the environment and for drawing up future physical plans that would safeguard the quality of living and that of the environment. Various stakeholders in the communities in vulnerable coastal karst regions or the mountains should be provided easy and non- costly access to detailed LULC data which could be processed and converted to quantifiable indicators of the degree of human intervention in the environment and its possible degradation. The availability of understandable indicators would ensure sound public participation and consultation in deciding on land use.

Ionosphere causes the largest error in single-frequency satellite positioning. Dual-frequency Global Positioning System (GPS) receivers can measure actual state of the ionosphere in the area above them. Such measurements could be used to generate Satellite Based Augmentation System (SBAS) corrections. In the areas with no SBAS available and no differential positioning providers operating, ionospheric models are the only instrument that could be used for estimation of ionospheric error. The Klobuchar model used in GPS and the NeQuick model implemented in Galileo system are both relying on global data input, which is why they cannot account for sudden ionospheric changes and local anomalies. This paper describes the process of data ingestion into the NeQuick 2 model. Calibrated Total Electron Content (TEC) derived from dual frequency GPS station’s measurements is used as a reference and NeQuick 2 is fitted to match that value at the output, e.g. locally adapted. Data from Dubrovnik station in days of quiet and disturbed ionosphere were observed.

Demands from civil and army sector on precision of Global Navigation Satellite Systems (GNSS) are continuously rising. However, there are several factors which can introduce a positioning error. Particularly ionospheric error can cause one of the biggest errors (10-100m) when not properly mitigated. A significant part of the error can be easily removed using two or more frequencies due to the dispersive nature of the ionosphere. However, as most of GNSS receivers are still single frequency receivers, they have to use a ionospheric model to mitigate ionospheric errors. Although there are several models of the ionosphere, they are not thoroughly efficient under all conditions. Therefore, further study of ways how to improve existing ionospheric models is required, especially now, when the Sun’s activity peak is anticipated. Training Research and Application Networks to Support a Mitigation of Ionospheric Threats (TRANSMIT) is a project focused on variable topics dealing with the influence of the ionosphere on GNSS performance. Our research is inquired into ionospheric single frequency mitigation techniques during different space weather conditions. This paper will present the results of the comparison between the global TEC (Total Electron Content) map provided by Space Weather Application Center - Ionosphere (SWACI) of German Aerospace Center (DLR) and the values modelled using the new DLR ionospheric model NTCM, models IRI 2011 and NeQuick2 and data of F10.7 solar flux during the year 2011.

Kontinuirani rast pomorskog prometa u posljednjih pedesetak godina, posebno opasnih tereta, iziskuje potrebu za učinkovitijim i sveobuhvatnim nadzorom i upravljanjem pomorskom plovidbom kako u priobalnim tako i u oceanskim područjima plovidbe. Ovaj rad predstavlja mogući ustroj globalne organizacije nadzora i upravljanja pomorskom plovidbom GSNUP-a s ciljem kontinuiranog praćenja svjetske pomorske plovidbe u svim plovidbenim područjima. U radu će se analizirati osnovne značajke i povijesni razvoj službe nadzora i upravljanja pomorskom plovidbom. Prikazat će se i doprinos službe povećanju sigurnosti plovidbe i zaštiti morskog okoliša u područjima u kojima su te službe uspostavljene i u kojima uspješno djeluju. Ukazat će se na korelaciju SNPP službi na uspostavljenim područjima i na predloženim oceanskim područjima. Oceanski plovidbeni putovi nisu jasno definirani niti istraženi do kraja. Nema jedinstvenog sustava usmjeravanja plovidbe niti sustava nadzora plovidbe. Kao posljedica toga velika je sloboda u izboru plovidbenih putova po pojedinim pravcima kretanja od strane brodske posade. Odabir željene rute u oceanskoj navigaciji prepušteno je na volju časnicima i zapovjednicima brodova što rezultira s mnoštvom različitih ruta kretanja koje se mogu međusobno i križati, a time ujedno uzrokovat međusobno izbjegavanje brodova koje bi se trebalo obaviti u skladu s pravilima izbjegavanja sudara na moru (COLREG 72). Ponekad se izbjegavanje ne obavlja pravovremeno niti u skladu s navedenim pravilima čime se smanjuje stupanj sigurnosti plovidbe, stoga bi sustavi usmjerene plovidbe pri kojima bi se znatno smanjio broj križanja ruta ujedno time i međusobnim izbjegavanjem brodova pridonio povećanju stupnja sigurnosti plovidbe. Kriva interpretacija primljenih meteoroloških, oceanografskih podataka brodske posade može rezultirati odabirom neprikladne rute s neželjenim posljedicama. Analiza primljenih podataka i kontinuirano praćenja daljnjeg razvoja meteorološkog stanja te kretanja brodova od strane uspostavljenog stručnog tima i shodno tome izdavanje naputaka za djelovanje zasigurno bi smanjio broj krivo odabranih ruta. S ciljem sagledavanja svih relevantnih čimbenika u radu će se analizirati sve bitne značajke oceanskih plovidbenih putova. U okviru rada detaljno će se prikazati hidrometeorološki i oceanološki uvjeti na oceanskim područjima, te analizirati postojeći plovidbeni putovi, odnosno predloženi. Uzimajući u obzir sve relevantne čimbenike i definiranjem kriterija za odabir optimalne plovidbene rute predložit će se formiranje zona odvojene plovidbe za različite tipove brodova i za različitu brzinu kretanja brodova. Širina plovidbenih staza zone odvojene plovidbe pojedinog plovidbenog područja definirat će se prema utvrđenim aproksimativnim intervalima dnevnog intenziteta pomorskog prometa. U radu će se analizirati i moderne tehnologije koje bi bile nužne pri uspostavi GSNUPP-a kako na brodu tako i u centrima na kopnu s ciljem što bolje i brže razmjene informacija kao i komunikacije između brodova i SNPP-a. Sagledavanjem istraživanja i prikupljenih relevantnih podataka dat će se prijedlog ustroja GSNUPP-a i algoritam rada GSNUPP-a. Ovaj rad trebao bi rezultatima utvrđenim istraživanjem ukazati na opravdanost ustroja GSNUPP-a čime bi se doprinijelo povećanju sigurnosti plovidbe i zaštiti morskog okoliša u svim morskim plovidbenim područjima u svijetu. Continuous growth of maritime traffic in the last fifty years, especially dangerous goods requires a need for more effective and comprehensive supervision and management of maritime navigation in the coastal and in oceanic navigation areas. This paper presents a possible structure of the global organization of supervision and management of maritime navigation (GVTMS) with a view to continuous monitoring of the world's shipping activities in all areas of sailing. This paper will analyze the basic characteristics and historical development of service monitoring and management of sea navigation. Will show the contribution of these services increases the safety of navigation and marine environmental protection in areas where these services are established and in which successful performing. Designate on the correlation of VTS service on the established areas and the proposed ocean area Oceanic navigation routes are not clearly defined or explored until the end. No single system of navigation guidance or control system of navigation. As a result, a great freedom in the choice of waterways in certain directions of movement of the ship's crew. Select the desired route to ocean navigation is left to the will of the officers and commanders of ships, resulting in a multitude of different routes that can hybridize with each other and thereby cause mutually avoiding boats that should be done in accordance with the Rules for Preventing Collisions at Sea (COLREG). Sometimes avoidance is not performed timely or in accordance with these rules reducing the level of safety of navigation systems, therefore, would focus on navigation that would significantly reduce the number of crossing routes that also contributed to the mutual avoidance of ships to increase the degree of safety. Misinterpretation received meteorological, oceanographic data crews can result in inappropriate selection of routes with adverse consequences. Analysis of the received data and continuous monitoring of the further development of the meteorological situation and the movement of ships from the established professional team and consequently the issuance of guidelines for action would certainly reduce the number of incorrectly selected routes. In order to incorporate all the relevant factors, the paper will analyze all the essential features of oceanic navigation. In the paper will be presented in detail Hydro - Meteorological and Oceanographic conditions at ocean areas, and to analyze existing or proposed navigation routes. Taking into account all relevant factors and the definition of criteria to select the optimal navigation route will propose the establishment of separate zones for different types and speed of sailing ships. The width of navigation paths each zone separated navigation area will be defined according to specified intervals approximate daily intensity of maritime traffic. This paper will analyze and modern technologies should be used when establishing GVTMS that on board and in the malls on the mainland in order to better and faster exchange of information and communication between ships and VTS-a. Perceiving the survey collected data may be relevant to the proposal GVTMS structure and algorithm of a GVTMS. This paper should set out the survey results indicate the validity of structuring GVTMS and thereby contribute to increased safety and marine environmental protection in all world areas of sailing, facilitating decision-making and management of navigating seafarers sailing in all areas of the world.

U ovoj disertaciji predlaže se razvoj modela klasifikacije i kartiranja entiteta podvodnog okoliša. Na postojećim pomorskim kartama prikazuju se entiteti podvodnog okoliša. Ne prikazuju se razine njihove možebitne opasnosti. U navigacijskim publikacijama nalaze se ograničenja u vezi s možebitnom opasnosti tih entiteta za pomorsku plovidbu i obavljanje npr. pridnenog ribolova. Predloženim modelom klasifikacije omogućava se izrada batimetrijskih karata podvodnog okoliša prikazom razine opasnosti tih entiteta. Očekuje se primjena modela kartiranja u izradi batimetrijske karte podvodnog okoliša u sklopu djelatnosti hidrografskih organizacija. Također se predlaže razvoj batimetrijskih karata podvodnog okoliša za dvije razine korisnika. Prvom razinom smatraju se državne ili privatne organizacije ili službe kojima su bitni podaci o stanju morskog okoliša, dok se drugom razinom smatraju specijalizirane vladine agencije i državna tijela koja se primarno bave poslovima vezanim za obranu i sigurnost. Opravdano se pretpostavlja da izrada tih karata i s njima povezanih baza podataka omogućava cjelovit pristup problemu sigurnosti podvodnog okoliša kao integralnom dijelu nacionalne sigurnosti. Ove karte povećavaju razinu sigurnosti obavljanja odobalnih i podvodnih djelatnosti, a dijelom i razinu sigurnosti plovidbe. Primjenom predloženog općeg modela kartiranja opasnih entiteta u izradi batimetrijske karte podvodnog okoliša omogućuje se njegovo korištenje na svjetskoj razini. The subject of this this thesis is developing a model of classification and charting of dangerous entities of the underwater environment. The existing nautical charts show the entities of the underwater environment. However, they do not show the possible danger levels of these entities. Navigational publications give only limitations which refer to the possible dangers of these entities for maritime navigation and for example demersal fishing. The suggested model of classification enables creation of bathymetric charts of the underwater environment on which it is possible to show the danger levels of these entities. Application of the charting model in the creation of the bathymetric charts of the underwater environment would be done by hydrographic organizations. It is suggested to create the bathymetric charts of the underwater environment for two groups of users. The first group are state or private organizations or services to whom the data on the state of marine environment are important, while the other group are specialized govermental agencies and state bodies who primarily engage in activities related to defence and security. Creation of these charts and to them related database provides a comprehensive approach to the issue of security of the underwater environment as an integral part of national security. These charts improve the level of security in carrying out offshore and underwater activities as well as the level of safety of navigation to some extent. By applying the suggested model of charting of dangerous entities in creation of bathymetric charts of the underwater environment it is possible to use it worldwide.

NMEA sequences of three consumer grade GPS receivers of different age and prices were recorded. GPS signal obtained through a fixed, roof-mounted antenna was fed to the receivers in the lab. Their performance in quiet space weather and tropospheric weather conditions is compared. Positioning drifts caused by a solar storm and a snow storm are examined. Other positioning anomalies are described, especially diurnal height variation and constellation related effects. Overall consumer grade receiver positioning performance is evaluated.

Planiranje putovanja broda složen je i zahtjevan skup postupaka, nužan za sigurno i uspješno izvršenje plovidbenog pothvata, koji je formalno propisan i za kojeg odgovara zapovjednik broda. Za pravilno izvršenje planiranja putovanja zapovjednik ili časnik plovidbene straže na kojeg se delegira dio planiranja nužno mora imati određena znanja i vještine, ali i jasne odrednice kako postupiti u određenoj situaciji. Formalni, međunarodnim konvencijama definirani postupci samo su opći; nešto detaljniji su propisani postupci brodarskih kompanija, ali i međusobno neujednačeni. U skladu s tim suvremeni uvjeti vođenja broda zahtijevaju i određene mjere kako bi se unaprijedio formalni dio zahtjeva, ali isto tako i dopunile i ujednačile postojeće preporuke. Ovo vrijedi posebno za putovanje ili dio putovanja u obalnoj navigaciji. Oceanska plovidba nije ništa manje opasna od obalne, s obzirom na utjecaj oceanoloških i meteoroloških čimbenika ili ostalih neočekivanih čimbenika. Čak je i opasnija zbog velike udaljenosti od obale i slabije mogućnosti pružanja pomoći, no oceanska plovidba ima dvije glavne značajke o kojima primarno ovisi izbor rute: procjena budućeg stanja oceanoloških i meteoroloških čimbenika i njihov utjecaj na brod određenih dimenzija i značajki, te veliku raspoloživu površinu kojom brod može ploviti. U tom smislu razvijeni su razni modeli planiranja putovanja koji na temelju dugoročnih vremenskih prognoza biraju plovidbeni put s najkraćim vremenom plovidbe. Takvi modeli već su godinama u primjeni na brodovima te u obalnim institucijama specijaliziranim za odgovarajuću podršku brodovima. Za razliku od oceanske, u obalnoj navigaciji ne mogu se samo uzeti u obzir oceanološki i meteorološki čimbenici, već se oni nužno moraju promatrati u funkciji ograničenja nametnutih blizinom obale i ostalih navigacijskih opasnosti. Istraživanja u sklopu ove doktorske disertacije pokrenuta su kako bi se primarno ispitalo planiranje putovanja broda od strane zapovjednika i časnika palubne straže u obalnoj navigaciji: njihovo postupanje u skladu s propisima i preporukama, crtanje kursova kod prolazaka kanalima i obilaženja opasnosti, problemi koji ih opterećuju, utjecaj brodara i ostalih vanjskih čimbenika na odluke zapovjednika, itd. Dobiveni rezultati trebali bi ukazati na glavne nedostatke postojećeg sustava obveza i preporuka kod planiranja obalne navigacije, ponuditi dodatne preporuke te donekle standardizirati način povlačenje kursova. S obzirom da se preporuke temelje na procjeni potencijalnog broja nasukanja i sudara brodova, razvijeni su i dopunjeni postojeći modeli procjene, uz ispitivanje njihovog odnosa u različitim uvjetima plovidbe. Povlačenja kursova u navigaciji, planiranje putovanja broda, planiranje poslovanja brodara, itd. podrazumijeva stalno traženje optimalnog odnosa čimbenika sigurnosti i ekonomičnosti. Planiranje pomorskog putovanja u sklopu odluka zapovjednika najčešće podrazumijeva traženje što kraćeg vremena plovidbe uz zadovoljenje odgovarajućeg stupnja sigurnosti. Planiranje putovanja s gledišta brodara puno je kompleksnije i u pravilu podrazumijeva traženje najveće dobiti, tj. maksimalnih prihoda uz najmanje troškove. S obzirom na to da odluke zapovjednika kod planiranja putovanja nisu isključivo temeljene na njegovom znanju i iskustvu te informacijama dostupnim na brodu u datom trenutku, analizirat će se svi ostali čimbenici koji u konačnici djeluju ili mogu djelovati na opće planiranje putovanja. Svi se oni mogu podijeliti na čimbenike sigurnosti i ekonomičnosti. Passage planning is a complex and demanding set of formally specified procedures which are required for a safe and successful execution of a maritime adventure. A vessel's captain is responsible for passage planning. For proper execution of passage planning, the captain and officer of the watch, to whom a portion of planning is delegated, must have adequate competencies and skills, as well as clear guidelines on acting in particular situations. International conventions provide formal guidelines in a general way, whereas shipping companies have more detailed but unbalanced formal procedures. Therefore, certain measures are required by modern navigating conditions in order to enhance the formal part of the requirements and to amend and harmonize the existing guidelines. This particularly applies to the voyage or a part of the voyage in coastal service. Ocean navigation is not less hazardous than the coastal one. Given the impact of oceanographic and meteorological factors or other unexpected factors, it is even more hazardous due to remoteness and poorer rendering aid potentials. Deep-sea service involves two features that the route choice primarily depends on: an assessment of the future state of oceanographic and meteorological factors and their impacts on a ship of particular dimensions and characteristics, and a large available sailing area. In this regard, various passage planning models have been developed. They choose the optimal solution, i.e. shortest voyage time, based on long-term weather forecasts. These models have been in use for years, both in ships and in shore institutions specialized in adequate ship support. Unlike ocean navigation, coastal navigation takes into consideration oceanographic and meteorological factors within the context of constraints induced by the proximity of the shore and other threats to navigation. This doctoral dissertation includes research aimed at examining passage planning made by captains and officers of the watch in coastal navigation: acting in line with regulations and guidelines, plotting courses in narrow passages and avoiding dangers, problems they deal with, impacts of shipping companies and other external factors on their decision-making, etc. The obtained results should point out the main drawbacks of the existing system of duties and guidelines in short-sea navigation planning, suggest additional guidelines and, to a certain extent, standardize course plotting. As the guidelines are based on the appraisal of the potential frequency of groundings and collisions, the existing appraisal models have been amended and developed, and their relations have been examined in various sailing conditions. Plotting courses in navigation, voyage planning, shipping business planning, etc. imply constant seeking for an optimal balance among the safety and economical factors. Within the process of the captain's decision-making, passage planning most frequently implies finding the shortest voyage time and meeting certain safety requirements. From the ship operator's point of view, passage planning is much more complex and, as a rule, implies efforts to make the highest profit, i.e. maximum income at lowest cost. Since the captain's decisions regarding passage planning are not based solely on his competence, experience and information currently available on board, all other factors that eventually affect or may affect passage planning need to be analyzed. All of them can be grouped in safety and economical factors.