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The digital terrain model (DTM) with removed pits is a precondition for hydrologic analysis. Two pit removal methods, the carving method and the filling method, are investigated in the paper for three different geomorphometric areas. The input data are digital elevation models (DEM) created by interpolation from photogrammetric surveying in the spatial resolution of 5x5 meters. A recommendation for the use of a more acceptable DEM creation method without pits, involving minimum geomorphometric changes, is given based on geomorphometric and statistical analyses. The importance of selecting a correct algorithm is proven.

Geoinformacijske analize na velikim područjima nameću potrebu za sve većom automatizacijom ne samo u obradi, već i prilikom prikupljanja podataka. Za potrebe istraživanja primjenjivana je metoda slikovne korelacije, koja automatizira i ubrzava postupak prikupljanja rastera visinskih točaka. Podaci su prikupljeni kombinacijom dviju osnovnih metoda usklađivanja, korelacijom zasnovanom na plošnim podacima i korelacijom zasnovanom na osobinama tekstura. Na tako nastalom digitalnom modelu reljefa (DMR), za potrebe hidroloških analiza, uklonjene su depresije. Depresije na DMR-u onemogućavaju simulaciju površinskog otjecanja, a mogu biti stvarne značajke terena ili su rezultat pogrešaka tijekom uzorkovanja. Uklanjanje depresija izvedeno je dvjema osnovnim metodama implementiranim u GIS programima, metodom otjecanja (carving or breaching) i metodom popunjavanja (filling). Metode su primijenjene na tri geomorfometrijski različita područja Republike Hrvatske: planinskom masivu Biokovo, brežuljkastom području planine Papuk i ravničarskom području općine Nijemci. Slikovna korelacija izvedena je u dvije rezolucije, 5x5 i 25x25 metara. Analiza podataka obuhvatila je geomorfometrijske i kvantitativne analize, te je za svako područje preporučena metoda uklanjanja depresija koja je manje izmijenila geomorfometriju DMR-a., Geoinformatic analysis on large areas imposes the need for increasing automatization not only in processing, but also in data collecting. Research requisite was the method of image correlation, which automates and accelerates the process of collecting the raster elevation dataset. Data was collected by the combination of two basic methodologies, area based and feature based matching methods. In the resulted Digital Elevation Model (DEM) the depressions were removed. Depressions in the DEM prevent the simulation of the surface runoff and can be either the actual terrain features or the result caused by sampling error. Depression removal was performed by two basic methods implemented in GIS software, the carving or branching method and the filling method. Both methods were used on three geomorphometrically different areas of Croatia: the mountain range Biokovo, the mountain Papuk and lowlands in the municipality Nijemci. Image correlation was done in two resolutions, 5x5 and 25x25 meters. Data analysis included the geomorphometrical and the quantitative analysis, and for each area, the method for depression removal was recommended as the method that changes the least the geomorphometry of the DEM.

Opisuje se ispitivanje provedeno u svrhu određivanja stanja kamene zaštite (školjere) lukobrana Kaše koji je kroz povijest štitio od morskih valova luku Dubrovnik. Lukobran je oštećen i treba ga sanirati. Osim određivanja stanja školjere ispitivanje je provedeno i radi utvrđivanja valne klime ispred lukobrana. Na temelju dugoročne valne klime definirano je stanje lukobrana u odnosu na projektno. Zaključeno je da školjeru treba zamijeniti ili dodati krupniju na cijelom pokosu., The testing conducted to determine condition of riprap at Kaše breakwater, which has been protecting Dubrovnik port against wave action through many centuries, is described. The breakwater is damaged and has to be remedied. In addition to inspection of riprap condition, the wave climate in front of the breakwater was also analyzed. The breakwater condition as related to design state was defined based on the long-term wave climate information. It was concluded that riprap must either be replaced or strengthened by adding bigger stone blocks along the entire slope.

Catchment runoff modeling is carried out by applying a concept of parametric runoff modeling or CRRS modeling (Conceptual rainfall – Runoff models). The CRRS model provides directives and recommendations for the adequate number of measured inputs (rainfall) and outputs (runoff) as to the most representative parameter method, which provides the most realistic solutions. Elements that define input in CRRS modeling are: hydraulic runoff models where the flow velocity component simulates water translation in the catchment; spatial model of terrain presented through discretization of catchment elements providing information as to terrain inclination, flow direction and flow path along the catchment surface. The CRRS modeling contains also reservoir elements which simulate the effect of catchment retention. The elaboration of CRRS model is planned on the example of the Botonega catchment for which a satisfactory rainfall and catchment data exists as well as appertaining runoff hydrographs necessary for the calibration and operation of the model., Modeliranje procesa otjecanja vode sa sliva izrađeno je primjenom koncepta parametarskog modeliranja otjecanja ili CRRS modeliranja (Conceptual Rainfall – Runoff Models). Za dovoljan broj mjerenih ulaza (oborine) i izlaza (hidrograma), CRRS model daje smjernice i preporuke za odabir najreprezentativnije parametarske metode i daje najrealnija rješenja. Elementi koji definiraju ulaz u CRRS modeliranje su: hidraulički model otjecanja, gdje se komponentom brzine tečenja simulira translacija vode u slivu; prostorni model terena, prikazan kroz diskretizacijski sustav elemenata sliva kao nositelja informacije o nagibu terena, pravcu i smjeru tečenja vode te duljini pređenog puta otjecanja vode po površini sliva. CRRS modeliranje se sastoji i od elementa rezervoara kojim se simulira efekat retencije sliva. Konkretizacija izrade CRRS modela predviđena je na primjeru sliva Botonege za koji postoji zadovoljavajuća baza podataka o oborinama i slivu, te pripadnim hidrogramima otjecanja, potrebnim za tariranje i kontrolu rada modela.

Inland water ports are key components of the entire transport system on inland waterways, and the success of complex transport process from the point of production to the point of final consumption is greatly dependent on them. Inland ports, situated on European waterways, with regard to the integral character of the transport and general economic market, are of particular importance. On the long-term basis, orientation of the European Community is to establish balance of transport development, stressing inland waterways and railways as alternative means of transport. This opens the opportunity for expansion of ports on inland waters. This refers mainly to ports in Eastern European Danubian Countries, where this fact is expected to influence directing of transport from Near East transport markets to the Danubian corridor and further to Western European countries. In Croatia, four port authorities are organized on inland waterways, as follows: in Vukovar for public ports on the Danube and the future Danube-Sava multipurpose canal, in Osijek for the Drava ports, while the jurisdiction on the Sava river is shared by the port authorities Sisak and Slavonski Brod. The Croatian ports system practically consists of four ports open to public transport of national importance: Sisak, Slavonski Brod, Osijek and Vukovar. Three of them (Slavonski Brod, Osije and Vukovar) are situated in the close vicinity of the transport corridor V c, while the ports Sisak and Slavonski Brod are situated along the transport corridor X. Their development will be greatly influenced by the importance of the transport corridors in the general traffic of the region, and vice versa. Master plans have been prepared for the ports Slavonski Brod, Osijek and Vukovar which imply their expansion, both as regards the reloading capacity and the operating space. Each of them has its specific properties resulting from the present situation, available space and physical and tranpost characteristics of their respective waterways. For the Sisak port the development plan has not been elaborated yet. Planned development of the Vukovar port includes modernizing and construction of additional port capacities in the existing port area, expansion of the port perimeter and integration with the industrial and economic zone of Borovo, investments in port infrastructure, inclusion of the port in the development of the industrial hinterland, modernizing of road and railway infrastructure in the port and in the access to the port, including connection to the major transport corridors (V c, X). The development plan of the Osijek port includes expansion of the port area to the total of 110 hectares and inclusion of the stretch from the Drava river km 12+600 to 15+490. The Plan also envisages inclusion of the island created by shortcutting the old Drava meander, and the present port area of 58.3 ha (aquatory 20.4 ha + territory 37.9 ha) will be extended to 10 ha of new territory. The development of the port Slavonski Brod is greatly dependent on the reliability and safety of navigation in the Sava river. The only present capacity in this port is reloading of crude oil in local transport to the Sisak port. In the final stage of development, the port Slavonski Brod would include 9 berths, specialized for reloading of general cargo, containers, gravel and sand, ro-ro transport, reloading of cereals, and for trans-shipment. The new Vukovar port on km 9 of the Danube-Sava Canal is envisaged within the scope of the Multipurpose Danube-Sava Canal Project. Development of this port depends on the development of transport and economic requirements and technical conditions. The forecast of future port traffic is about 5.7 million tons per annum in 30-years period (4.16 million tons per annum of water transport, and 1.56 tons of land transport). The port zone for water transport (trans-shipment) would consist of 3 port basins with 24 berths. The hinterland port zone would be connected to land transport, and would include the land terminal, production zone, trade and business zone, and commodity reserves. The facilities resulting from construction of this business zone would allow the increase of the traffic and production over 8 million tons per annum.