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With the development of autonomous driving technology, the requirements for machine perception have increased significantly. In particular, camera-based lane detection plays an essential role in autonomous vehicle trajectory planning. However, lane detection is subject to high complexity, and it is sensitive to illumination variation, appearance, and age of lane marking. In addition, the sheer infinite number of test cases for highly automated vehicles requires an increasing portion of test and validation to be performed in simulation and X-in-the-loop testing. To model the complexity of camera-based lane detection, physical models are often used, which consider the optical properties of the imager as well as image processing itself. This complexity results in high efforts for the simulation in terms of modelling as well as computational costs. This paper presents a Phenomenological Lane Detection Model (PLDM) to simulate camera performance. The innovation of the approach is the modelling technique using Multi-Layer Perceptron (MLP), which is a class of Neural Network (NN). In order to prepare input data for our neural network model, massive driving tests have been performed on the M86 highway road in Hungary. The model’s inputs include vehicle dynamics signals (such as speed and acceleration, etc.). In addition, the difference between the reference output from the digital-twin map of the highway and camera lane detection results is considered as the target of the NN. The network consists of four hidden layers, and scaled conjugate gradient backpropagation is used for training the network. The results demonstrate that PLDM can sufficiently replicate camera detection performance in the simulation. The modelling approach improves the realism of camera sensor simulation as well as computational effort for X-in-the-loop applications and thereby supports safety validation of camera-based functionality in automated driving, which decreases the energy consumption of vehicles.

Primary non-Hodgkins lymphoma of the uterine cervix is a very rare diagnosis. A 54-year-old woman presented with a 3-month history of postmenopausal bleeding per vaginum. On examination, a friable, fungating lesion was seen on the cervix. Histology revealed a CD 20 positive high-grade non-Hodgkin’s diffuse large B cell lymphoma from cervical biopsies and endometrial curettage. She was diagnosed as stage IE after workup and subsequently treated with six cycles of R-CHOP chemotherapy followed by radiotherapy of the involved field.

Due to the dynamic nature and complexity of road traffic, road safety is one of the most demanding social challenges. Therefore, contemporary road safety strategies incorporate a multidisciplinary and comprehensive approaches to address this problem and improve the safety of each individual element, i.e., the human, vehicle, and road. Traffic control devices are an important part of road infrastructure, among which road markings and road signs play a significant role. In general, road markings and signs represent basic means of communication between the road authorities and road users and, as such, provide road users with necessary information about the rules, warnings, obligations, and other information related to the upcoming situations and road alignment. The aim of this entry is to briefly present the main functions and characteristics of road markings and signs, and their role in road safety. In addition, practical issues and future trends and directions regarding road markings and signs are discussed.

Driver distraction has been identified as a contributing factor to road crashes, among which the most common is the use of mobile phones while driving. For this reason, the aim of this paper is to analyse the behaviour of young drivers while they use mobile phones (answering a telephone call, texting, and browsing the internet) and drive in a simulated urban environment. In total 28 volunteers participated in the study. Several variables were recorded for each participant: driving speed, acceleration, deceleration, and eye movement. The results show that the difference in driving speed, acceleration, and deceleration was relatively small for each task and for the control condition (no use of mobile phone). However, when looking at the total time required for conducting each task, participants spent 26.44% of the time looking at the phone when texting, 37.01% when browsing the internet, and 2.27% when talking on the phone. In addition, participants viewed on average 66.45% traffic signs when distracted, compared to 79.22% during undistracted driving. Based on the results, a proactive approach to reduce the problem related to the use of mobile phones while driving is proposed.

The direct and selective mechanochemical halogenation of C–H bonds in unsymmetrically substituted azobenzenes using N-halosuccinimides as the halogen source under neat grinding or liquid-assisted grinding conditions in a ball mill has been described. Depending on the azobenzene substrate used, halogenation of the C–H bonds occurs in the absence or only in the presence of PdII catalysts. Insight into the reaction dynamics and characterization of the products was achieved by in situ Raman and ex situ NMR spectroscopy and PXRD analysis. A strong influence of the different 4,4’-substituents of azobenzene on the halogenation time and mechanism was found.

Professional drivers play a crucial role in many businesses and the lives of people. They are responsible for transferring people and goods between distant points, enabling safe and efficient flows. The road traffic death rate is from 8.3 to 27.5 per 100,000 inhabitants in the countries globally. Because professional drivers spend a significant amount of time on the road, their appropriate selection may contribute to general traffic safety. In addition, an adequate selection of candidates significantly impacts the financial costs of the employing company. However, the recruitment procedure is a very complex task where multiple criteria should be considered. By its nature, this is a typical multi-criteria decision-making problem. The purpose of this paper is twofold: to contribute to the methodological, as well as to the professional field. Considering the professional, we propose a decision-making tool in the procedure of professional driver selection. There are several methodological contributions. By reviewing the literature, we identified 14 criteria for candidate selection. In the proposed model, by using expert opinion and implementing DEMATEL and Fuller’s pairwise comparisons, we ranked these criteria and determined the seven most important for further calculation procedure. Here, we introduced an original approach for measuring the reliability of obtained answers. Then, to rank the candidates, the fuzzy AROMAN approach is applied for the first time in the literature. The input data were obtained in the form of a survey, where the experts evaluated the importance of criteria and their interrelation. We used MS Excel and MATLAB for data processing. An additional methodological contribution of this study is an advancement of the AROMAN method by the proposal of an algorithm for the calculation of parameter λ used in the final ranking formula. To illustrate the applicability of the proposed model, a case study is provided. Based on the results, we can conclude that the new methodological approaches can be successfully used in the procedure of professional driver selection, as well as in solving other multi-criteria decision-making problems.

Road markings are necessary basic features that increase road safety; they are currently irreplaceable for both human drivers and the emerging automated vehicles technology. Retroreflectivity, achieved through incorporation of glass beads, is their key property, particularly important during driving at night time and in inclement weather conditions. One of modern road marking materials is cold plastic, which can be applied at either thick-layer structure or a thin-layer flat line and always must be reflectorised. An option for reflectorisation, particularly popular in Asia, is the use of prefabricated retroreflective spots. In a field test their performance was compared against two types of glass beads. The outcome indicates that the use of retroreflective spots brings no advantage either from the perspective of performance or environmental protection. The measured service life of road markings reflectorised with premium glass beads was almost three times longer as compared to obtained with the prefabricated retroreflective spots; initial performance was almost equal. Environmental assessment, based on series of renewals to maintain the required minimum retroreflectivity for 10 years, also confirmed significant disadvantage associated with the utilisation of the retroreflective spots. The use of premium glass beads would require only 29 % of titanium dioxide and 40 % of the resins that would be demanded with the use of retroreflective spots. Hence, from the perspective of long-term performance and minimisation of carbon footprint, utilisation of premium glass beads to reflectorise sprayed cold plastic was advantageous because they provided very good initial performance that was long-lasting.

Road markings provide drivers with the information necessary for their comfortable and safe journey. To achieve that, they must be visible in all driving conditions, which means that they have to be renewed and maintained in a timely manner. This research aims to develop a model for predicting the service life of paint, thermoplastic and agglomerate cold plastic road markings. The research comprised 5218.00 km (115 roads) of solvent-borne paint road markings, 579.00 km (30 roads) of thermoplastic and 4979.00 km (30 roads) of agglomerate cold plastic road markings. The retroreflectivity of road markings was measured two times (after renewal and after winter) using the dynamic measuring method. Service life prediction model was developed for each material based on factors such as initial retroreflectivity, road marking age and position, annual average daily traffic and winter maintenance activity of the road. Developed models were tested using a new data set, and all three models showed satisfactory accuracy. The application of the model enables road authorities to optimise road-marking maintenance activities, while at the same time, ensuring the level of visibility required by drivers.

Traffic signs as part of traffic control plan inform traffic participants about road conditions, dangers, limitations and other information needed for their safety on the road. The meaning of traffic signs is defined by their shape, colour and symbol. The quality of the symbol design, manifested in its simplicity and clarity, can influence the understanding of the traffic signs thus affecting the perception. The aim of the study is to investigate, using eye tracking system, the understanding of warning and mandatory signs based on relevant and measurable eye movements: total visit duration, visit count, average fixation duration and fixation count. It was found that the participants, in order to understand signs, tend to detain longer, more often look back and have more fixations on signs whose meaning is not understood. The results also show that more experienced drivers usually base their understanding on experience thus understanding faster and with less number of fixations as opposed to younger drivers.

Road markings are an important component of delineation, intended to provide guidance and warning, to manage and regulate road traffic. In order to properly fulfil their function, road markings must be visible and it is precisely the visibility, in terms of road safety, that presents their most important characteristic. Practical tests showed that the marking visibility, or retroreflectivity, changes depending on directionality, showing higher values in the direction the marking is applied than in the opposite direction. This paper addressed the impact of road markings directionality on their retroreflectivity using the dynamic method for testing retroreflectivity. The research considered paint, thermoplastic and structural markings made of cold plastic. The results showed that the impact of directionality of paint and flat thermoplastic markings on their retroreflectivity is negligible. The average difference in retroreflectivity of renewed paint markings is 13.1 mcd/m2·lx and 11.85 mcd/m2·lx for existing paint markings, while the respective difference concerning flat thermoplastic markings is 9.60 mcd/m2·lx for renewed markings and 9.20 mcd/m2·lx for existing markings. A more significant difference was noted with structural markings made of cold plastic, namely 62.80 mcd/m2·lx for renewed markings and 49.60 mcd/m2·lx for existing markings. The results for paint and thermoplastic markings show that directionality should not be taken into consideration when evaluating their quality, which greatly facilitates and simplifies the process of testing the markings retroreflectivity. The stated results are of great importance for traffic safety and markings maintenance system.

Automated driving can no longer be referred to as hype or science fiction but rather a technology that has been gradually introduced to the market. The recent activities of regulatory bodies and the market penetration of automated driving systems (ADS) demonstrate that society is exhibiting increasing interest in this field and gradually accepting new methods of transport. Automated driving, however, does not depend solely on the advances of onboard sensor technology or artificial intelligence (AI). One of the essential factors in achieving trust and safety in automated driving is road infrastructure, which requires careful consideration. Historically, the development of road infrastructure has been guided by human perception, but today we are at a turning point at which this perspective is not sufficient. In this study, we review the limitations and advances made in the state of the art of automated driving technology with respect to road infrastructure in order to identify gaps that are essential for bridging the transition from human control to self-driving. The main findings of this study are grouped into the following five clusters, characterised according to challenges that must be faced in order to cope with future mobility: international harmonisation of traffic signs and road markings, revision of the maintenance of the road infrastructure, review of common design patterns, digitalisation of road networks, and interdisciplinarity. The main contribution of this study is the provision of a clear and concise overview of the interaction between road infrastructure and ADS as well as the support of international activities to define the requirements of road infrastructure for the successful deployment of ADS.

As part of the traffic control plan, road markings form the traffic surface and provide visual guidance for road users. Since their first application to the present day, road markings have become a common element of road infrastructure and one of the basic low-cost safety measures. The aim of this paper is to provide a systematic review of the most significant academic activities to date regarding the influence of longitudinal and transverse road markings as well as road markings for hazard locations (curves, intersections, and rural-urban transitions) on driver’s behaviour and overall road safety. The review includes a total of 71 studies from which are 52 peer-reviewed journal studies, 4 conference proceedings, and 15 professional reports. The studies are, based on their aim, divided into two categories: (1) studies on the impact of road markings on driver behaviour (36 studies) and (2) studies on the impact of road markings on road safety (35 studies).

(1) Background: Due to its high safety potential, one of the most common ADAS technologies is the lane support system (LSS). The main purpose of LSS is to prevent road accidents caused by road departure or entrance in the lane of other vehicles. Such accidents are especially common on rural roads during nighttime. In order for LSS to function properly, road markings should be properly maintained and have an adequate level of visibility. During nighttime, the visibility of road markings is determined by their retroreflectivity. The aim of this study is to investigate how road markings’ retroreflectivity influences the detection quality and the view range of LSS. (2) Methods: An on-road investigation comprising measurements using Mobileye and a dynamic retroreflectometer was conducted on four rural roads in Croatia. (3) Results: The results show that, with the increase of markings’ retroreflection, the detection quality and the range of view of Mobileye increase. Additionally, it was determined that in “ideal” conditions, the minimal value of retroreflection for a minimum level 2 detection should be above 55 mcd/lx/m2 and 88 mcd/lx/m2 for the best detection quality (level 3). The results of this study are valuable to researchers, road authorities and policymakers.

We present the synthesis and analytical, spectroscopic and computational characterization of three amino-substituted benzo[b]thieno[2,3-b]pyrido[1,2-a]benzimidazoles as novel pH probes with a potential application in pH-sensing materials. The designed systems differ in the number and position of the introduced isobutylamine groups on the pentacyclic aromatic core, which affects their photophysical and acid-base properties. The latter were investigated by UV-Vis absorption and fluorescence spectroscopies and interpreted by DFT calculations. An excellent agreement in experimentally measured and computationally determined pKa values and electronic excitations suggests that all systems are unionized at neutral pH, while their transition to monocationic forms occurs at pH values between 3 and 5, accompanied by substantial changes in spectroscopic responses that make them suitable for detecting acidic conditions in solutions. Computations identified imidazole imino nitrogen as the most favorable protonation site, further confirmed by analysis of perturbations in the chemical shifts of 1H and 13C NMR, and showed that the resulting basicity emerges as a compromise between the basicity-reducing effect of a nearby nitrile and a favorable contribution from the attached secondary amines. With this in mind, we designed a system with three amino substituents for which calculations predict pKa = 7.0 that we suggest as an excellent starting point for a potential pH sensor able to capture solution changes during the transition from neutral towards acidic media.

Lateral support systems in vehicles have a high potential for reduction of lane departure crashes. To profit from their full potential, such systems should function properly in adverse conditions. Literature indicates that their accuracy varies between day and night-time. However, detailed quantifications of the systems’ performance in these conditions are rare. The aim of this study is to investigate the differences in detection quality and view range of Mobileye 630 in dry daytime and night-time conditions. On-road tests on four rural road sections in Croatia were conducted. Wilcoxon signed-rank test was used to test the difference between the number of quality rankings while absolute average, average difference and standard deviation were used to analyse the view range. Also, a paired samples t-test was used to test the difference between conditions for each line on each road. The overall results confirm that a significant difference in lane detection quality view range exists between tested conditions. “Medium” and “high” detection confidence (quality level 3 and 2), increased by 5% and 8% during night-time compared to daytime while level 0 (“nothing detected”) decreased by 12%. The view range increased (almost 16% for middle line) during daytime compared to night-time. The findings of this study expand the existing knowledge and are valuable for research and development of machine-vision systems but also for road authorities to optimize the markings’ quality performance.

Advanced Driver Assistance System (ADAS) represents a collection of vehicle-based intelligent safety systems. One in particular, Traffic Sign Recognition System (TSRS), is designed to detect and interpret roadside information in the form of signage. Even though TSRS has been on the market for more than a decade now, the available ones differ in hardware and software solutions they use, as well as in quantity and typology of signs they recognize. The aim of this study is to determine whether differences between detection and readability accuracy of market-ready TSRS exist and to what extent, as well as how different levels of “graphical changes” on the signs affect their accuracy. For this purpose, signs (“speed limit” and “prohibition of overtaking”) were placed on a test field and 17 vehicles from 14 different car brands underwent testing. Overall, the results showed that sign detection and readability by TSRS differ between car brands and that even small changes in the design of signs can drastically affect TSRS accuracy. Even in a controlled environment where no sign has been altered, there has been a 5% margin of misread signs.

Traffic signs are the basic elements of communication between the relevant road authorities and road users. They manage, regulate, inform and warn road users to ensure their safe movement throughout transport networks. Traffic signs must be timely visible to all traffic participants in all weather and traffic conditions in order to fulfil their function, which means they must have satisfactory retroreflection properties. This paper presents a research of the deterioration of traffic signs retroreflection. The aim of this article is to develop models that will effectively enable predicting the retroreflection of traffic signs and thus optimize the maintenance activities and replacement of road signs to increase road safety. The research included measurements of retroreflection of retroreflective material Classes I and II (white, red and blue colour) and Class III (red and yellow colour). Based on the collected data from the City of Zagreb (Republic of Croatia), the authors developed the models to estimate the functional service life of certain colours and materials used to make traffic signs. Considering that the average coefficient of determination for all the models is between 0.55-0.60, they present an effective tool in the traffic sign maintenance system.

The study investigates how the presence of traffic signalling elements (road markings and traffic signs) affects the behaviour of young drivers in night-time conditions. Statistics show that young drivers (≤30 years old) are often involved in road accidents, especially those that occur in night-time conditions. Among other factors, this is due to lack of experience, overestimation of their ability or the desire to prove themselves. A driving simulator scenario was developed for the purpose of the research and 32 young drivers took two runs using it: (a) one containing no road markings and traffic signs and (b) one containing road markings and traffic signs. In addition to the driving simulator, eye tracking glasses were used to track eye movement and an electrocardiograph was used to monitor the heart rate and to determine the level of stress during the runs. The results show statistically significant differences (dependent samples t-test) between the two runs concerning driving speed, lateral position of the vehicle, and visual scanning of the environment. The results prove that road markings and traffic signs provide the drivers with timely and relevant information related to the upcoming situation, thus enabling them to adjust their driving accordingly. The results are valuable to road authorities and provide an explicit confirmation of the importance of traffic signalling for the behaviour of young drivers in night-time conditions, and thus for the overall traffic safety.

Road markings quality control implies conducting several different tests, of which the most significant are visibility tests comprising daytime and night-time visibility measurements by applying the static or the dynamic measuring method. Although the dynamic test method allows measuring the visibility along the entire road section and thus provides a more complete and objective evaluation of road markings quality compared to the static method, it does not measure daytime visibility, for which both the European and the national directives define the minimum requirements. The purpose of this paper is to examine the correlation between daytime and night-time visibility based on static measurements conducted on state roads in the Republic of Croatia. The correlation analysis determined that the strength of relationship between daytime and night-time visibility, is relatively weak. Despite being relatively weak, the relationship still exists, which was the reason for conducting a further analysis. In the analysis, a unique coefficient was obtained through the ratio of retroreflection value and daytime visibility value for all the measurements. The unique coefficient was basis for development of a model that will be able to calculate the daytime visibility based on the results of the dynamic measurements of road markings night-time visibility. The authors evaluated the model with a t-test and concluded that the accuracy of the model is statistically satisfactory.

Logistics and distribution centres represent very significant infrastructure elements of the macro-logistic system. The creation of the logistics and distribution centres and their connection into a wide (global) network have resulted in the creation of conditions for an adequate distribution of labour and significant increase in the productivity of all the logistics elements and processes, noting that the logistics and distribution centres in this concept have a superregional significance. This paper represents the summary (results) of the research that was carried out on a large number of logistics and distribution centres with the aim of considering the complexity and the issues related to the logistics and distribution centres and the distribution network, their elements and action of the subsystems according to the following criteria: spatial, technical, technological, and organizational, with the aim of defining the categorisation model of the logistics and distribution centres. The analysis of the selected data collected during the research has resulted in defining of the categorisation model of the logistics and distribution centres which foresees six categories. Each of the foreseen categories has been defined according to the set model by the mentioned traffic, technical and technological, and organisational characteristics and the level of service. This is precisely where the application of the categorisation model of the logistics and distribution centres can be found, which will define the relevant categories of the centres applicable in the creation of effective distribution

Planning of distribution understands the development of afeasible and viable distribution plan of finished products fromthe producers, via logistics and distribution centres, storage orcrossdocking, to end users. Furthermore, planning represents asupp01t to decision-making by identifying the alternatives of thefuture activities and by selecting the good and optimal ones. It isimportant to note that the scope of planning of logistics and distributionprocesses is not limited only to the planning of production,transport or distribution. It covers the entire logisticsand distribution process with all these elements.

The system which connects all the elements between theproducer and the consumer is called the supply chain. This definitionof the supply chain shows its complexity, dynamics anduncertainty. Successful operation of supply chains requires thebest possible coordination of its elements, which obviously indicatesthe utmost importance of the information flow alongthem. The operation of supply chains on the whole has to bemore successful than the operation of their individual elements.It should be noted that such a complex process may give rise toa series of problems, unwanted events, as well as substantial reductionin profits and the level of service. One of such unwantedphenomena which may occur in the supply chain is the"bullwhip effect". This is a possible increase in the diversity oforders which occurs when we move along the elements of thesupply chain (from the customers' orders to the producers' orders).The work analyses the processes within the supply chainsand the occurrence of the bullwhip effect. The main causes ofthe bullwhip effect that we encounter daily in the supply chainshave been clearly defined. The paper also presents the mainnegative consequences of such a disturbance within the supplychains, and provides possible solutions for avoiding the bullwhipeffect.

During driving one of the basic tasks of the driver is to followthe traffic route in such a way as not to endanger in the processother traffic participants. In order to improve the drivingsafety, the manufacturers install new safety systems in the cars.Thus, the safety system !LAS (Involuntary Lane-crossing AlertSystem) warns the drivers of the unintended and incorrectcrossing of the full or broken line during driving. The properfunctioning of !LAS requires high quality road markings on thecarriageway in order to allow the mentioned safety system toidentify them on time and correctly. Road markings can be definedas a set of longitudinal and transversal lines, signs andsymbols, the combination of which designs the surfaces on thetraffic infrastructure. They represent a part of the whole trafficsignalization and cannot be replaced by other markings or regulations.The road markings have the task of visually guiding thedriver, allowing the drivers to be able to forecast the route oftheir safe movement. Every crossing of the full or broken line atspeeds higher than 80 km/h and without an activated indicatoris identified by !LAS and the driver is warned by the vibration ofthe driver seat. Road markings are the best aid in side, i. e.transversal locating of the vehicle and they influence directly theoperation of the safety system !LAS during driving.

To increase flexibility in today’s global marketplace is needed to remain competitive and respond to rapidly changing markets. From that point of view, supplier selection represents one of the most important functions to be performed by the purchasing department. The supplier selection is a multi-criterion problem which includes both quantitative and qualitative criteria. In order to select the best suppliers, it is necessary to make a trade off between these criteria. The article deals with supplier selection using the Analytic Hierarchy Process (AHP). AHP provides a framework for making effective decisions in complex decision situations (e.g. vendor selection), helps to simplify and accelerate the natural process of decision making. AHP is a method of decomposition of complex unstructured situation into simpler components, thus creating a hierarchical system problem. The paper describes the general design of model supplier selection using the AHP with an application of the proposed model in a manufacturing company that selects a suitable supplier of three potential suppliers. The aim of this paper is to understand the strategic operating decision area of the supplier selection process and to aid decision makers with varying degrees of importance to reach consensus in rating alternative suppliers.

The objective of this study was to assess the effects of breeding methods on grain yield and grain yield components in winter barley cross Timura * Osk.4.208/2-84 by growing 150 lines of F4 generation advanced by single seed descent method (SSD) and 26 lines of F4 generation advanced by pedigree method under two planting densities (400 kernels/m2 and 100 kernels/m2 ). The mean value of the population for grain yield per plot at both planting densities found by the pedigree method (400 kernels/m2 and 100 kernels/m2 ) was significantly increased compared to the SSD method. However, when five most yielding lines developed from both breeding methods were compared, it was found that SSD method was superior compared to the pedigree method at both planting densities (400 kernels/m2 and 100 kernels/m2 ). Five most yielding lines advanced by the SSD method were superior for the traits of lower heritability such as grain yield per plant and the number of fertile tillers at thin planting density (100 kernels/m2 ) in comparison to the lines advanced by the pedigree method. Howerer, pedigree method was superior for these traits at thick planting density (400 kernels/m2 ). Phenotypic variability for all analysed traits was reduced by pedigree method in comparison with SSD method. The SSD method was important in preserving the variability of traits with high heritability such as mass of one grain and the grain number per spike. It was found that even though the selection response is greater in populations with a higher genetic variance it is possible to grow the most yielding lines or lines with similar yields from the populations with a reduced phenotypic variance, but with high mean value for grain yield.

Regression analysis of grain yield based on State Statistics Department of The Republic of Croatia data in period from year 1971 to 1999 pointed at annual growing trend in rate of 56 kg/ha/year. Grain yield decreasing in rate of 90 kg/ha/year years was founded by the analysis of grain yield based on trials of Agricultural institute Osijek trials for varieties that were the most represented and the most acceptuated in wide production for period of five years at winter barley and 16 kg/ha/year at spring barley. By comparing the malt quality of winter and spring barley, we have concluded that, in average, varieties of spring barley had greater and more unfavorable protein content in malt, but lower viscosity and greater diastatic malting power than winter barley. In total, in the period 1970-1996 year content of extract was 79.19 %, difference in extract content was 2.49 %, protein content in malt was 12.53 %, and Kolbach from 41.12, Hartong from 42.36, viscosity cp from 8.6 to 1.549, and diastatic power from 309. In spring barley extract varied from 74.10 to 82.80 %, and in winter barley from 75.00 to 83.50 %. On the basis of malt analyses of varieties and lines from trials in 1998. year, we have estimated that the highest extract in spring barley had variety Krona (83.20 %), Scarlet (83.90 %) and OS-line Osk.5.21/3-95 (83.90 %), and Krona (0.6 %) and OS-line Osk.5.21/3-95 (0.7 %) were characterized by the with lowest extract difference F/N in spring barley. The highest extract content in winter barley had Sladoran (82.00 %) and Zlatko (81.50 %), with extract difference F/G of 1.7 % (Zlatko) and 2 % (Sladoran). Varieties of winter barley are characterized by higher malt viscosity (1.60-1.93), and only variety Sladoran had lower viscosity (1.55). In spring barley the lowest malt viscosity had variety Krona (1.44), followed by varieties Gimpel (1.51), Orbit (1.51), and OS-lines Osk.6.145-95 (1.50) and Osk.5.21/3-95 (1.52). Krona (91), Orbit (85) and Osk.5.21/3-95 (88) have realized the best results in view of friability. In production of winter barley and in investigated thirty year period the most important varieties were Mursa, Alpha, Pan, Robur, Sladoran, Plaisant and Rex, and in production of spring barley varieties Union, Velebit, Berenice, Jaran, Gimpel and Astor.