{"id":5735,"date":"2026-10-21T06:13:35","date_gmt":"2026-10-21T06:13:35","guid":{"rendered":"https:\/\/gf.ukim.edu.mk\/?p=5735"},"modified":"2026-10-21T06:13:35","modified_gmt":"2026-10-21T06:13:35","slug":"%d0%bf%d1%80%d0%b5%d0%b3%d0%bb%d0%b5%d0%b4-%d0%bd%d0%b0-%d0%be%d0%b4%d0%be%d0%b1%d1%80%d0%b5%d0%bd%d0%b8-%d0%bc%d0%b0%d0%b3%d0%b8%d1%81%d1%82%d0%b5%d1%80%d1%81%d0%ba%d0%b8-%d1%82%d0%b5%d0%bc-23","status":"publish","type":"post","link":"https:\/\/gf.ukim.edu.mk\/en\/%d0%bf%d1%80%d0%b5%d0%b3%d0%bb%d0%b5%d0%b4-%d0%bd%d0%b0-%d0%be%d0%b4%d0%be%d0%b1%d1%80%d0%b5%d0%bd%d0%b8-%d0%bc%d0%b0%d0%b3%d0%b8%d1%81%d1%82%d0%b5%d1%80%d1%81%d0%ba%d0%b8-%d1%82%d0%b5%d0%bc-23\/","title":{"rendered":"\u041f\u0420\u0415\u0413\u041b\u0415\u0414 \u00a0\u041d\u0410 \u041e\u0414\u041e\u0411\u0420\u0415\u041d\u0418 \u041c\u0410\u0413\u0418\u0421\u0422\u0415\u0420\u0421\u041a\u0418 \u0422\u0415\u041c\u0418 \u041d\u0410 \u0413\u0420\u0410\u0414\u0415\u0416\u0415\u041d \u0424\u0410\u041a\u0423\u041b\u0422\u0415\u0422  \u0421\u043a\u043e\u043f\u0458\u0435, \u0423\u041a\u0418\u041c \u00a0&#8211;\u00a0 572. \u0441\u0435\u0434\u043d\u0438\u0446\u0430 \u043d\u0430 \u043d\u043d\u0441 \u043e\u0434\u00a0 30.9.2026\u0433."},"content":{"rendered":"<table width=\"726\">\n<tbody>\n<tr>\n<td rowspan=\"2\" width=\"36\">\u0420\u0435\u0434<\/p>\n<p>No.<\/td>\n<td rowspan=\"2\" width=\"114\">\u0418\u043c\u0435 \u0438 \u043f\u0440\u0435\u0437\u0438\u043c\u0435 \u043d\u0430 \u043a\u0430\u043d\u0434\u0438\u0434\u0430\u0442\u043e\u0442<\/td>\n<td colspan=\"2\" width=\"402\">\u041d\u0430\u0437\u0438\u0432 \u043d\u0430 \u0442\u0435\u043c\u0430\u0442\u0430<\/td>\n<td rowspan=\"2\" width=\"102\">\u0418\u043c\u0435 \u0438 \u043f\u0440\u0435\u0437\u0438\u043c\u0435 \u043d\u0430 \u043c\u0435\u043d\u0442\u043e\u0440\u043e\u0442<\/td>\n<td rowspan=\"2\" width=\"72\">\u0414\u0430\u0442\u0443\u043c \u0438 \u0431\u0440. \u043d\u0430 \u041e\u0434\u043b\u0443\u043a\u0430 \u043d\u0430 \u041d\u041d\u0421 \u0437\u0430 \u043f\u0440\u0438\u0444\u0430\u045c\u0430\u045a\u0435 \u043d\u0430 \u0442\u0435\u043c\u0430\u0442\u0430<\/td>\n<\/tr>\n<tr>\n<td width=\"204\">\u043d\u0430 \u043c\u0430\u043a\u0435\u0434\u043e\u043d\u0441\u043a\u0438 \u0458\u0430\u0437\u0438\u043a<\/td>\n<td width=\"198\">\u043d\u0430 \u0430\u043d\u0433\u043b\u0438\u0441\u043a\u0438 \u0458\u0430\u0437\u0438\u043a<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">&nbsp;<\/p>\n<p>&nbsp;<\/p>\n<p>1<\/td>\n<td width=\"114\">\u0410\u043b\u0435\u043a\u0441\u0430\u043d\u0434\u0440\u0430 \u0403\u043e\u0448\u0435\u0432\u0430<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u041c\u0415\u0422\u041e\u0414\u041e\u041b\u041e\u0413\u0418\u0408\u0410 \u0417\u0410 \u0422\u0415\u0425\u041d\u0418\u0427\u041a\u041e \u0412\u0420\u0415\u0414\u041d\u0423\u0412\u0410\u040a\u0415 \u041d\u0410 \u0412\u0410\u0420\u0418\u0408\u0410\u041d\u0422\u041d\u0418 \u0420\u0415\u0428\u0415\u041d\u0418\u0408\u0410 \u041d\u0410 \u041f\u0410\u0422\u041d\u0418 \u0414\u0415\u041b\u041d\u0418\u0426\u0418<\/td>\n<td width=\"198\"><em>METHODOLOGY FOR THE TECHNICAL ASSESSMENT OF ALTERNATIVE ROAD SECTIONS<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u0421\u043b\u043e\u0431\u043e\u0434\u0430\u043d \u041e\u0433\u045a\u0435\u043d\u043e\u0432\u0438\u045c<\/td>\n<td width=\"72\">7.10.2026<\/p>\n<p>02-2\/95-283<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">&nbsp;<\/p>\n<p>&nbsp;<\/p>\n<p>2<\/td>\n<td width=\"114\">\u0410\u043d\u0430 \u041a\u0430\u043c\u0447\u0435\u0441\u043a\u0430<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u041a\u041e\u041d \u041e\u0414\u0420\u0416\u041b\u0418\u0412\u0418 \u0418 \u0415\u041d\u0415\u0420\u0413\u0415\u0422\u0421\u041a\u0418 \u0415\u0424\u0418\u041a\u0410\u0421\u041d\u0418 \u0416\u0415\u041b\u0415\u0417\u041d\u0418\u0427\u041a\u0418 \u0421\u0422\u0410\u041d\u0418\u0427\u041d\u0418 \u0417\u0413\u0420\u0410\u0414\u0418<\/td>\n<td width=\"198\"><em>TOWARDS SUSTAINABLE AND ENERGY-EFFICIENT RAILWAY STATION BUILDINGS<\/em><\/td>\n<td width=\"102\">\u043d\u0430 \u043f\u0440\u043e\u0444. \u0434-\u0440 \u0422\u043e\u0434\u043e\u0440\u043a\u0430 \u0421\u0430\u043c\u0430\u0440\u045f\u0438\u043e\u0441\u043a\u0430<\/td>\n<td width=\"72\">7.10.2026<\/p>\n<p>02-2\/95-284<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">&nbsp;<\/p>\n<p>&nbsp;<\/p>\n<p>3<\/td>\n<td width=\"114\">\u0410\u043d\u0430 \u041c\u0430\u0440\u0438\u0458\u0430 \u0411\u043e\u0436\u0438\u043d\u043e\u0432\u0441\u043a\u0430<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0421\u041f\u041e\u0420\u0415\u0414\u0411\u0415\u041d\u0410 \u0410\u041d\u0410\u041b\u0418\u0417\u0410 \u041d\u0410 \u0414\u0418\u0413\u0418\u0422\u0410\u041b\u041d\u0418 \u0415\u041b\u0415\u0412\u0410\u0426\u0418\u0421\u041a\u0418 \u041c\u041e\u0414\u0415\u041b\u0418 \u041e\u0414 \u0420\u0410\u0417\u041b\u0418\u0427\u041d\u0418 \u0420\u0410\u0414\u0410\u0420\u0421\u041a\u0418 \u0421\u0410\u0422\u0415\u041b\u0418\u0422\u0421\u041a\u0418 \u041c\u0418\u0421\u0418\u0418<\/td>\n<td width=\"198\"><em>COMPARATIVE ANALYSIS OF DIGITAL ELEVATION MODELS DERIVED FROM DIFFERENT RADAR SATELLITE MISSIONS<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u041b\u0430\u0437\u043e \u0414\u0438\u043c\u043e\u0432<\/td>\n<td width=\"72\">7.10.2026<\/p>\n<p>02-2\/95-285<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">&nbsp;<\/p>\n<p>4<\/td>\n<td width=\"114\">\u0410\u043d\u0433\u0435\u043b\u0430 \u0422\u0440\u0430\u0458\u043a\u043e\u0441\u043a\u0430 \u0422\u0430\u043d\u0435\u0441\u043a\u0430<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">3D \u041a\u0410\u0420\u0422\u041e\u0413\u0420\u0410\u0424\u0421\u041a\u041e \u041c\u041e\u0414\u0415\u041b\u0418\u0420\u0410\u040a\u0415 \u041d\u0410 \u0423\u0420\u0411\u0410\u041d\u0418\u041e\u0422 \u041f\u0420\u041e\u0421\u0422\u041e\u0420<\/td>\n<td width=\"198\"><em>3D CARTOGRAPHIC MODELLING OF URBAN AREAS<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u0417\u043b\u0430\u0442\u043a\u043e \u0421\u0440\u0431\u0438\u043d\u043e\u0441\u043a\u0438<\/td>\n<td width=\"72\">7.10.2026<\/p>\n<p>02-2\/95-286<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">&nbsp;<\/p>\n<p>&nbsp;<\/p>\n<p>5<\/td>\n<td width=\"114\">\u0411\u0430\u0444\u0442\u0438\u0440 \u040f\u0430\u043c\u0431\u0430\u0437\u0438<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u041f\u0420\u041e\u0426\u0415\u041d\u0410 \u041d\u0410 \u0421\u0415\u0418\u0417\u041c\u0418\u0427\u041a\u0410\u0422\u0410 \u041e\u0422\u041f\u041e\u0420\u041d\u041e\u0421\u0422 \u0418 \u041c\u0415\u0420\u041a\u0418 \u0417\u0410 \u041a\u041e\u041d\u0421\u0422\u0420\u0423\u041a\u0422\u0418\u0412\u041d\u0410 \u0418\u041d\u0422\u0415\u0420\u0412\u0415\u041d\u0426\u0418\u0408\u0410 \u041d\u0410 \u041f\u041e\u0421\u0422\u041e\u0415\u0427\u041a\u0418 \u0410\u0420\u041c\u0418\u0420\u0410\u041d\u041e\u0411\u0415\u0422\u041e\u041d\u0421\u041a\u0418 \u041e\u0411\u0408\u0415\u041a\u0422 \u0421\u041e\u0413\u041b\u0410\u0421\u041d\u041e EN 1998-3<\/td>\n<td width=\"198\"><em>SEISMIC ASSESSMENT AND RETROFITTING OF AN EXISTING REINFORCED CONCRETE BUILDING ACCORDING TO EN 1998-3<\/em><\/p>\n<p>&nbsp;<\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u041a\u043e\u0446\u0435 \u0422\u043e\u0434\u043e\u0440\u043e\u0432<\/td>\n<td width=\"72\">7.10.2026<\/p>\n<p>02-2\/95-287<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">&nbsp;<\/p>\n<p>&nbsp;<\/p>\n<p>6<\/td>\n<td width=\"114\">\u0412\u0435\u0441\u043d\u0430 \u041d\u0438\u043a\u043e\u043b\u0438\u045c \u041e\u0433\u045a\u0435\u043d\u043e\u0432\u0438\u045c<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0410\u041d\u0410\u041b\u0418\u0417\u0410 \u041d\u0410 \u0412\u041b\u0418\u0408\u0410\u041d\u0418\u0415\u0422\u041e \u041d\u0410 \u0413\u0415\u041e\u041c\u0415\u0422\u0420\u0418\u0421\u041a\u041e\u0422\u041e \u041e\u0411\u041b\u0418\u041a\u0423\u0412\u0410\u040a\u0415 \u041d\u0410 \u0422\u0420\u0410\u0421\u0410\u0422\u0410 \u0412\u0420\u0417 \u0421\u041e\u0421\u0422\u041e\u0408\u0411\u0410\u0422\u0410 \u041d\u0410 \u0414\u041e\u041b\u041d\u0418\u041e\u0422 \u0421\u0422\u0420\u041e\u0408 \u041d\u0410 \u041f\u0410\u0422\u041e\u0422<\/td>\n<td width=\"198\"><em>ANALYSIS OF THE IMPACT OF ROAD GEOMETRY ON THE CONDITION OF THE SUBGRADE<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u0417\u043b\u0430\u0442\u043a\u043e \u0417\u0430\u0444\u0438\u0440\u043e\u0432\u0441\u043a\u0438<\/td>\n<td width=\"72\">7.10.2026<\/p>\n<p>02-2\/95-288<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">&nbsp;<\/p>\n<p>&nbsp;<\/p>\n<p>7<\/td>\n<td width=\"114\">\u0414\u0430\u043d\u0430\u0438\u043b \u0410\u043c\u0431\u0430\u0440\u045f\u0438\u0435\u0432<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u041f\u0420\u0418\u041c\u0415\u041d\u0410 \u041d\u0410 UAV \u0422\u0415\u0425\u041d\u041e\u041b\u041e\u0413\u0418\u0408\u0410 \u041f\u0420\u0418 \u041a\u041e\u041d\u0422\u0420\u041e\u041b\u0410 \u041d\u0410 \u0413\u0415\u041e\u041c\u0415\u0422\u0420\u0418\u0408\u0410\u0422\u0410 \u041d\u0410 \u0418\u0417\u0412\u0415\u0414\u0415\u041d\u0410\u0422\u0410 \u0421\u041e\u0421\u0422\u041e\u0408\u0411\u0410 \u041d\u0410 \u0418\u041d\u0424\u0420\u0410\u0421\u0422\u0420\u0423\u041a\u0422\u0423\u0420\u041d\u0418 \u041e\u0411\u0408\u0415\u041a\u0422\u0418<\/td>\n<td width=\"198\"><em>USE OF UAV TECHNOLOGY FOR GEOMETRIC CONTROL OF THE AS-BUILT CONDITION OF INFRASTRUCTURE FACILITIES<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u041b\u0430\u0437\u043e \u0414\u0438\u043c\u043e\u0432<\/td>\n<td width=\"72\">7.10.2026<\/p>\n<p>02-2\/95-289<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">&nbsp;<\/p>\n<p>8<\/td>\n<td width=\"114\">\u0414\u0430\u0440\u043a\u043e \u0408\u043e\u0432\u0435\u0432\u0441\u043a\u0438<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u041a\u041e\u041c\u041f\u0410\u0420\u0410\u0422\u0418\u0412\u041d\u0410 \u0410\u041d\u0410\u041b\u0418\u0417\u0410 \u041d\u0410 GNSS-\u0411\u0410\u0417\u0418\u0420\u0410\u041d \u0421\u0418\u0421\u0422\u0415\u041c \u0417\u0410 \u041a\u041e\u041d\u0422\u0420\u041e\u041b\u0410 \u041d\u0410 \u0413\u0420\u0410\u0414\u0415\u0416\u041d\u0418 \u041c\u0410\u0428\u0418\u041d\u0418 \u0418 \u041a\u041b\u0410\u0421\u0418\u0427\u041d\u0418 \u0413\u0415\u041e\u0414\u0415\u0422\u0421\u041a\u0418 \u041c\u0415\u0422\u041e\u0414\u0418 \u041a\u0410\u0408 \u041b\u0418\u041d\u0418\u0421\u041a\u0418\u0422\u0415 \u0413\u0420\u0410\u0414\u0411\u0418<\/td>\n<td width=\"198\"><em>COMPARATIVE ANALYSIS OF A GNSS-BASED MACHINE CONTROL SYSTEM AND CONVENTIONAL GEODETIC METHODS IN ROAD CONSTRUCTION<\/em><\/p>\n<p>&nbsp;<\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u041b\u0430\u0437\u043e \u0414\u0438\u043c\u043e\u0432<\/td>\n<td width=\"72\">7.10.2026<\/p>\n<p>02-2\/95-290<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">&nbsp;<\/p>\n<p>&nbsp;<\/p>\n<p>9<\/td>\n<td width=\"114\">\u0414\u0430\u0440\u043a\u043e \u041f\u0435\u0442\u0440\u043e\u0432<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0410\u041d\u0410\u041b\u0418\u0417\u0410 \u0418 \u0415\u0412\u0410\u041b\u0423\u0410\u0426\u0418\u0408\u0410 \u041d\u0410 \u0412\u0410\u0420\u0418\u0408\u0410\u041d\u0422\u041d\u0418 \u0420\u0415\u0428\u0415\u041d\u0418\u0408\u0410 \u0417\u0410 \u0421\u0422\u0410\u0411\u0418\u041b\u0418\u0417\u0410\u0426\u0418\u0408\u0410 \u0418 \u0417\u0410\u0428\u0422\u0418\u0422\u0410 \u041d\u0410 \u0418\u0421\u041a\u041e\u041f<\/td>\n<td width=\"198\"><em>ANALYSIS AND EVALUATION OF ALTERNATIVE SOLUTIONS FOR THE STABILIZATION AND PROTECTION OF A ROAD CUT<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u0417\u043b\u0430\u0442\u043a\u043e \u0417\u0430\u0444\u0438\u0440\u043e\u0432\u0441\u043a\u0438<\/td>\n<td width=\"72\">7.10.2026<\/p>\n<p>02-2\/95-291<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">&nbsp;<\/p>\n<p>&nbsp;<\/p>\n<p>10<\/td>\n<td width=\"114\">\u0414\u0435\u0458\u0430\u043d \u0410\u043d\u0433\u0435\u043b\u043e\u0432\u0441\u043a\u0438<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u041f\u0420\u041e\u0426\u0415\u041d\u041a\u0410 \u041d\u0410 \u0412\u0420\u0415\u0414\u041d\u041e\u0421\u0422 \u041d\u0410 \u041a\u0423\u040c\u0410 \u0421\u041e \u041d\u0423\u041b\u0422\u0410 \u041f\u041e\u0422\u0420\u041e\u0428\u0423\u0412\u0410\u0427\u041a\u0410 \u041d\u0410 \u0415\u041d\u0415\u0420\u0413\u0418\u0408\u0410<\/p>\n<p>&nbsp;<\/td>\n<td width=\"198\"><em>PROPERTY VALUATION OF NEARLY ZERO ENEGRY HOUSE CONSUMPTION<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u0422\u043e\u0434\u043e\u0440\u043a\u0430 \u0421\u0430\u043c\u0430\u0440\u045f\u0438\u043e\u0441\u043a\u0430<\/td>\n<td width=\"72\">7.10.2026<\/p>\n<p>02-2\/95-292<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">&nbsp;<\/p>\n<p>&nbsp;<\/p>\n<p>11<\/td>\n<td width=\"114\">\u0403\u043e\u0440\u0433\u0438 \u0421\u043e\u043a\u043e\u043b\u043e\u0432\u0441\u043a\u0438<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0423\u041f\u0420\u0410\u0412\u0423\u0412\u0410\u040a\u0415 \u0421\u041e \u0414\u041e\u0413\u041e\u0412\u041e\u0420\u041d\u0418 \u0412\u0410\u0420\u0418\u0408\u0410\u0426\u0418\u0418 \u0421\u041f\u041e\u0420\u0415\u0414 FIDIC RED BOOK 1999 \u041f\u0420\u0418 \u0418\u0417\u0412\u0415\u0414\u0411\u0410 \u041d\u0410 \u0422\u0423\u041d\u0415\u041b\u0418<\/td>\n<td width=\"198\"><em>MANAGEMENT OF CONTRACT VARIATIONS UNDER THE FIDIC RED BOOK 1999 IN TUNNEL CONSTRUCTION<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u041c\u0430\u0440\u0438\u0458\u0430\u043d\u0430 \u041b\u0430\u0437\u0430\u0440\u0435\u0432\u0441\u043a\u0430<\/td>\n<td width=\"72\">7.10.2026<\/p>\n<p>02-2\/95-293<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">&nbsp;<\/p>\n<p>&nbsp;<\/p>\n<p>12<\/td>\n<td width=\"114\">\u0403\u043e\u0440\u0453\u0438 \u0420\u0438\u0441\u0442\u043e\u0432<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u041e\u0426\u0415\u041d\u0410 \u041d\u0410 \u0408\u0410\u041a\u041e\u0421\u0422\u0410 \u041d\u0410 \u041f\u0420\u0418\u0422\u0418\u0421\u041e\u041a \u041d\u0410 \u0411\u0415\u0422\u041e\u041d\u041e\u0422 \u0421\u041e \u041f\u0420\u0418\u041c\u0415\u041d\u0410 \u041d\u0410 \u041c\u0415\u0425\u0410\u041d\u0418\u0427\u041a\u0418 \u0418 \u0414\u0418\u0413\u0418\u0422\u0410\u041b\u0415\u041d \u0421\u041a\u041b\u0415\u0420\u041e\u041c\u0415\u0422\u0410\u0420<\/td>\n<td width=\"198\"><em>ASSESSMENT OF CONCRETE COMPRESSIVE STRENGTH WITH MECHANICAL AND DIGITAL REBOUND HAMMERS<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u0422\u043e\u043d\u0438 \u0410\u0440\u0430\u043d\u0453\u0435\u043b\u043e\u0432\u0441\u043a\u0438<\/td>\n<td width=\"72\">7.10.2026<\/p>\n<p>02-2\/95-294<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">&nbsp;<\/p>\n<p>13<\/td>\n<td width=\"114\">\u0415\u043b\u0435\u043d\u0430 \u041a\u043b\u0438\u0441\u0430\u0440\u043e\u0432\u0430<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0422\u041e\u041f\u041b\u0418\u041d\u0421\u041a\u0418 \u041e\u0414\u0413\u041e\u0412\u041e\u0420 \u041d\u0410 \u0418\u0417\u041e\u041b\u0418\u0420\u0410\u041d\u0418 \u0427\u0415\u041b\u0418\u0427\u041d\u0418 \u041f\u0420\u041e\u0424\u0418\u041b\u0418 \u0418\u0417\u041b\u041e\u0416\u0415\u041d\u0418 \u041d\u0410 \u041b\u041e\u041a\u0410\u041b\u0418\u0417\u0418\u0420\u0410\u041d \u041f\u041e\u0416\u0410\u0420<\/td>\n<td width=\"198\"><em>THERMAL RESPONSE OF INSULATED STEEL SECTIONS EXPOSED TO LOCALIZED FIRE<\/em><\/td>\n<td width=\"102\">\u0434\u043e\u0446. \u0434-\u0440 \u041c\u0438\u043b\u0438\u0446\u0430 \u0408\u043e\u0432\u0430\u043d\u043e\u0432\u0430 \u041c\u0438\u0442\u0440\u0435\u0432\u0441\u043a\u0430<\/td>\n<td width=\"72\">7.10.2026<\/p>\n<p>02-2\/95-295<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">&nbsp;<\/p>\n<p>14<\/td>\n<td width=\"114\">\u0415\u043b\u0435\u043d\u0430 \u041a\u0443\u0437\u043c\u0430\u043d\u043e\u0432\u0441\u043a\u0430<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0410\u041d\u0410\u041b\u0418\u0417\u0410 \u0418 \u041f\u0420\u0415\u0422\u0425\u041e\u0414\u041d\u0410 \u041e\u0426\u0415\u041d\u041a\u0410 \u041d\u0410 \u0422\u041e\u0427\u041d\u041e\u0421\u0422 \u041d\u0410 \u041c\u0415\u0422\u041e\u0414\u0418\u0422\u0415 \u0417\u0410 \u041e\u0411\u0415\u041b\u0415\u0416\u0423\u0412\u0410\u040a\u0415 \u041d\u0410 \u0421\u041f\u0415\u0426\u0418\u0408\u0410\u041b\u041d\u0418 \u0413\u0420\u0410\u0414\u0411\u0418 \u041a\u0410\u0408 \u0418\u041d\u0424\u0420\u0410\u0421\u0422\u0420\u0423\u041a\u0422\u0423\u0420\u041d\u0418\u0422\u0415 \u041e\u0411\u0408\u0415\u041a\u0422\u0418<\/td>\n<td width=\"198\"><em>ANALYSIS AND PRELIMINARY ACCURACY ASSESSMENT OF METHODS FOR SETTING-OUT SPECIAL STRUCTURES IN INFRASTRUCTURE PROJECTS<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u041b\u0430\u0437\u043e \u0414\u0438\u043c\u043e\u0432<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-314<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">&nbsp;<\/p>\n<p>15<\/td>\n<td width=\"114\">\u0415\u043b\u0435\u043e\u043d\u043e\u0440\u0430 \u0410\u0442\u0430\u043d\u0430\u0441\u043e\u0432\u0430<\/td>\n<td width=\"204\">\u0412\u041b\u0418\u0408\u0410\u041d\u0418\u0415 \u041d\u0410 \u0412\u0420\u0415\u041c\u0415\u041d\u0421\u041a\u0410\u0422\u0410 \u0418 \u041f\u0420\u041e\u0421\u0422\u041e\u0420\u041d\u0410\u0422\u0410 \u0414\u0418\u0421\u041a\u0420\u0415\u0422\u0418\u0417\u0410\u0426\u0418\u0408\u0410 \u041d\u0410 \u0412\u0420\u041d\u0415\u0416\u0418\u0422\u0415 \u0412\u0420\u0417 \u0425\u0418\u0414\u0420\u041e\u041b\u041e\u0428\u041a\u041e \u041c\u041e\u0414\u0415\u041b\u0418\u0420\u0410\u040a\u0415 \u041d\u0410 \u0421\u041b\u0418\u0412<\/td>\n<td width=\"198\"><em>IMPACT OF TEMPORAL AND SPATIAL DISCRETIZATION OF PERCIPITATION ON BASIN HYDROLOGICAL MODELING<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u0412\u0438\u043e\u043b\u0435\u0442\u0430 \u0403\u0435\u0448\u043e\u0432\u0441\u043a\u0430<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-313<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">&nbsp;<\/p>\n<p>16<\/td>\n<td width=\"114\">\u0415\u043b\u0438\u0437\u0430\u0431\u0435\u0442\u0430 \u041a\u043e\u043b\u0438\u045c \u0421\u043e\u043a\u043e\u043b\u043e\u0432\u0441\u043a\u0430<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0423\u041f\u0420\u0410\u0412\u0423\u0412\u0410\u040a\u0415 \u0421\u041e \u041f\u0420\u041e\u041c\u0415\u041d\u0418 \u0412\u041e \u0414\u041e\u0413\u041e\u0412\u041e\u0420\u0418\u0422\u0415 \u0418 \u041d\u0418\u0412\u041d\u041e\u0422\u041e \u0412\u041b\u0418\u0408\u0410\u041d\u0418\u0415 \u0412\u0420\u0417 \u0420\u0418\u0417\u0418\u0426\u0418\u0422\u0415 \u041a\u0410\u0408 \u0413\u0420\u0410\u0414\u0415\u0416\u041d\u0418 \u041f\u0420\u041e\u0415\u041a\u0422\u0418<\/td>\n<td width=\"198\"><em>MANAGEMENT OF CONTRACT CHANGES AND THEIR IMPACT ON RISKS IN CONSTRUCTION PROJECTS<\/em><\/p>\n<p>&nbsp;<\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u041c\u0430\u0440\u0438\u0458\u0430\u043d\u0430 \u041b\u0430\u0437\u0430\u0440\u0435\u0432\u0441\u043a\u0430<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-312<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">&nbsp;<\/p>\n<p>17<\/td>\n<td width=\"114\">\u0417\u043e\u0440\u0430\u043d \u0410\u043d\u0434\u043e\u043d\u043e\u0432<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u041f\u0420\u0418\u041c\u0415\u041d\u0410 \u041d\u0410 \u041f\u0420\u0418\u041d\u0426\u0418\u041f\u0418 \u041e\u0414 \u0412\u0422\u041e\u0420\u0410 \u0413\u0415\u041d\u0415\u0420\u0410\u0426\u0418\u0408\u0410 \u041d\u0410 \u0415\u0412\u0420\u041e\u041a\u041e\u0414 7 \u0412\u041e \u0423\u0421\u0412\u041e\u0408\u0423\u0412\u0410\u040a\u0415 \u041d\u0410 \u0413\u0415\u041e\u041c\u0415\u0425\u0410\u041d\u0418\u0427\u041a\u0418 \u041f\u0410\u0420\u0410\u041c\u0415\u0422\u0420\u0418 \u041a\u0410\u0408 \u0425\u0418\u0414\u0420\u041e\u0408\u0410\u041b\u041e\u0412\u0418\u0428\u0422\u0410<\/td>\n<td width=\"198\"><em>APPLICATION OF PRINCIPLES FROM SECOND GENERATION OF EUROCODE 7 IN THE ADOPTION OF GEOMECHANICAL PARAMETERS FOR TAILINGS FACILITIES<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u0408\u043e\u0432\u0430\u043d \u0411\u0440. \u041f\u0430\u043f\u0438\u045c<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-318<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">&nbsp;<\/p>\n<p>18<\/td>\n<td width=\"114\">\u0408\u0430\u043d\u0430 \u0413\u0443\u0433\u0443\u043b\u043e\u0441\u043a\u0430<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0425\u0418\u0414\u0420\u0410\u0423\u041b\u0418\u0427\u041a\u0410 \u0410\u041d\u0410\u041b\u0418\u0417\u0410\u00a0 \u041d\u0410 \u0412\u041b\u0418\u0408\u0410\u041d\u0418\u0415\u0422\u041e \u041d\u0410 \u0417\u041e\u041d\u0418\u0420\u0410\u040a\u0415\u0422\u041e \u0418 \u0420\u0415\u0413\u0423\u041b\u0418\u0420\u0410\u040a\u0415\u0422\u041e \u041d\u0410 \u041f\u0420\u0418\u0422\u0418\u0421\u041e\u041a\u041e\u0422 \u0412\u0420\u0417 \u0417\u0410\u0413\u0423\u0411\u0418\u0422\u0415 \u041d\u0410 \u0412\u041e\u0414\u0410 \u0412\u041e \u0412\u041e\u0414\u041e\u0421\u041d\u0410\u0411\u0414\u0418\u0422\u0415\u041b\u041d\u0418\u0422\u0415 \u0421\u0418\u0421\u0422\u0415\u041c\u0418<\/td>\n<td width=\"198\"><em>HYDRAULIC ANALYSIS OF THE IMPACT OF ZONING AND PRESSURE REGULATION ON WATER LOSSES IN WATER SUPPLY SYSTEMS<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u0413\u043e\u0446\u0435 \u0422\u0430\u0441\u0435\u0441\u043a\u0438<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-311<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">&nbsp;<\/p>\n<p>19<\/td>\n<td width=\"114\">\u041b\u0430\u043c\u0431\u0435 \u040c\u0435\u043b\u0435\u0448\u043e\u0441\u043a\u0438<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0415\u0412\u041e\u041b\u0423\u0426\u0418\u0408\u0410 \u041d\u0410 \u0417\u0410\u041a\u041e\u041d\u0421\u041a\u0418\u0422\u0415 \u0420\u0415\u0428\u0415\u041d\u0418\u0408\u0410 \u0417\u0410 \u0415\u041a\u0421\u041f\u0420\u041e\u041f\u0420\u0418\u0408\u0410\u0426\u0418\u0408\u0410 \u0412\u041e \u0420\u0415\u041f\u0423\u0411\u041b\u0418\u041a\u0410 \u0421\u0415\u0412\u0415\u0420\u041d\u0410 \u041c\u0410\u041a\u0415\u0414\u041e\u041d\u0418\u0408\u0410 \u0412\u041e \u041f\u0415\u0420\u0418\u041e\u0414\u041e\u0422 1990\u20132026 \u0413\u041e\u0414\u0418\u041d\u0410<\/td>\n<td width=\"198\"><em>EVOLUTION OF THE LEGAL FRAMEWORK FOR EXPROPRIATION IN THE REPUBLIC OF NORTH MACEDONIA, 1990\u20132026<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u0417\u043b\u0430\u0442\u043a\u043e \u0421\u0440\u0431\u0438\u043d\u043e\u0441\u043a\u0438<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-319<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">&nbsp;<\/p>\n<p>20<\/td>\n<td width=\"114\">\u0409\u043e\u043f\u0447\u0435 \u0413\u043b\u0438\u0433\u043e\u0440\u043e\u0432\u0430<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0410\u041d\u0410\u041b\u0418\u0417\u0410 \u0418 \u041e\u0426\u0415\u041d\u041a\u0410 \u041d\u0410 \u041e\u0422\u041f\u041e\u0420\u041d\u041e\u0421\u0422\u0410 \u041d\u0410 \u0423\u0420\u0411\u0410\u041d\u0418 \u0412\u041e\u0414\u041e\u0421\u041d\u0410\u0411\u0414\u0418\u0422\u0415\u041b\u041d\u0418 \u0421\u0418\u0421\u0422\u0415\u041c\u0418 \u041f\u0420\u0418 \u0420\u0410\u0417\u041b\u0418\u0427\u041d\u0418 \u0415\u041a\u0421\u041f\u041b\u041e\u0410\u0422\u0410\u0426\u0418\u041e\u041d\u0418 \u0421\u0426\u0415\u041d\u0410\u0420\u0418\u0408\u0410<\/td>\n<td width=\"198\"><em>ANALYSIS AND ASSESSMENT OF THE RESILIENCE OF URBAN WATER SUPPLY SYSTEMS UNDER DIFFERENT OPERATIONAL SCENARIOS<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u0413\u043e\u0446\u0435 \u0422\u0430\u0441\u0435\u0441\u043a\u0438<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-310<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">21<\/td>\n<td width=\"114\">\u041c\u0430\u0440\u0458\u0430\u043d \u041c\u0438\u043b\u043e\u0448\u043e\u0441\u043a\u0438<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u041f\u0420\u0418\u041c\u0415\u041d\u0410 \u041d\u0410 SLAM \u0422\u0415\u0425\u041d\u041e\u041b\u041e\u0413\u0418\u0408\u0410\u0422\u0410 \u0417\u0410 \u0418\u0417\u0420\u0410\u0411\u041e\u0422\u041a\u0410 \u0418 \u0410\u0416\u0423\u0420\u0418\u0420\u0410\u040a\u0415 \u0413\u0415\u041e\u0414\u0415\u0422\u0421\u041a\u0418 \u041f\u041e\u0414\u041b\u041e\u0413\u0418<\/td>\n<td width=\"198\"><em>APPLICATION OF SLAM LIDAR TECHNOLOGY FOR THE CREATION AND UPDATING MAPS<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u0403\u043e\u0440\u0453\u0438 \u0403\u043e\u0440\u0453\u0438\u0435\u0432<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-315<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">22<\/td>\n<td width=\"114\">\u041c\u0430\u0440\u043a\u043e \u041c\u0430\u0440\u0446\u0438\u043a\u0438\u045c<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0421\u0415\u0418\u0417\u041c\u0418\u0427\u041a\u041e \u041e\u0414\u041d\u0415\u0421\u0423\u0412\u0410\u040a\u0415 \u041d\u0410 \u041c\u041e\u0421\u0422\u041e\u0412\u0418 \u0421\u041e \u0420\u0410\u0417\u041b\u0418\u0427\u041d\u0410 \u0412\u0418\u0421\u0418\u041d\u0410 \u041d\u0410 \u0421\u0420\u0415\u0414\u041d\u0418\u0422\u0415 \u0421\u0422\u041e\u041b\u0411\u041e\u0412\u0418<\/td>\n<td width=\"198\"><em>SEISMIC BEHAVIOUR OF BRIDGES WITH UNEQUAL PIER HEIGHTS<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u041a\u043e\u0446\u0435 \u0422\u043e\u0434\u043e\u0440\u043e\u0432<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-309<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">23<\/td>\n<td width=\"114\">\u041c\u0430\u0440\u0442\u0438\u043d\u0430 \u041c\u0430\u0440\u043a\u043e\u0441\u043a\u0430<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0421\u041f\u041e\u0420\u0415\u0414\u0411\u0415\u041d\u0410 \u0410\u041d\u0410\u041b\u0418\u0417\u0410 \u041d\u0410 \u041f\u0420\u041e\u0421\u0422\u041e\u0420\u041d\u0418 \u041f\u041e\u0414\u0410\u0422\u041e\u0426\u0418 \u0417\u0410 \u041f\u041e\u0422\u0420\u0415\u0411\u0418\u0422\u0415 \u041d\u0410 \u0418\u041d\u0424\u0420\u0410\u0421\u0422\u0420\u0423\u041a\u0422\u0423\u0420\u041d\u0418 \u041f\u0420\u041e\u0415\u041a\u0422\u0418<\/td>\n<td width=\"198\"><em>COMPARATIVE ANALYSIS OFSPATIAL DATA FOR THE NEEDS OF INFRASTRUCTURE PROJECTS<\/em><\/td>\n<td width=\"102\">\u0434\u043e\u0446. \u0434-\u0440 \u0424\u0438\u043b\u0438\u043f \u041a\u0430\u0441\u0430\u043f\u043e\u0432\u0441\u043a\u0438<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-300<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">24<\/td>\n<td width=\"114\">\u041c\u043e\u043c\u0438\u0440 \u0408\u0430\u043d\u043a\u043e\u0441\u043a\u0438<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u041f\u0420\u0418\u041c\u0415\u041d\u0410 \u041d\u0410 \u0412\u0415\u0428\u0422\u0410\u0427\u041a\u0410 \u0418\u041d\u0422\u0415\u041b\u0418\u0413\u0415\u041d\u0426\u0418\u0408\u0410 \u0412\u041e \u0414\u0418\u0413\u0418\u0422\u0410\u041b\u041d\u0410\u0422\u0410 \u041a\u0410\u0420\u0422\u041e\u0413\u0420\u0410\u0424\u0418\u0408\u0410<\/td>\n<td width=\"198\"><em>APPLICATION OF ARTIFICIALINTELLIGENCE IN DIGITAL CARTOGRAPHY<\/em><\/td>\n<td width=\"102\">\u0434\u043e\u0446. \u0434-\u0440 \u0424\u0438\u043b\u0438\u043f \u041a\u0430\u0441\u0430\u043f\u043e\u0432\u0441\u043a\u0438<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-308<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">25<\/td>\n<td width=\"114\">\u041d\u0430\u043a\u0438 \u041a\u043e\u0441\u0442\u043e\u0432<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0421\u041f\u041e\u0420\u0415\u0414\u0411\u0415\u041d\u0410 \u0410\u041d\u0410\u041b\u0418\u0417\u0410 \u041d\u0410 \u041a\u0410\u041f\u0410\u0426\u0418\u0422\u0415\u0422\u041e\u0422 \u041d\u0410 \u0421\u0422\u0410\u041d\u0414\u0410\u0420\u0414\u0415\u041d \u0414\u0412\u041e\u041b\u0415\u041d\u0422\u0415\u041d \u0418 \u0422\u0423\u0420\u0411\u041e-\u041a\u0420\u0423\u0416\u0415\u041d \u0422\u0415\u041a \u041f\u0420\u0418 \u0420\u0410\u0417\u041b\u0418\u0427\u041d\u0410 \u0420\u0410\u0421\u041f\u0420\u0415\u0414\u0415\u041b\u0411\u0410 \u041d\u0410 \u0421\u041e\u041e\u0411\u0420\u0410\u040c\u0410\u0408\u041d\u0418\u0422\u0415 \u0422\u041e\u041a\u041e\u0412\u0418<\/td>\n<td width=\"198\"><em>COMPARATIVE ANALYSIS OF THE CAPACITY OF STANDARD TWO-LANE AND TURBO ROUNDABOUTS UNDER DIFFERENT TRAFFIC-FLOW DISTRIBUTIONS<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u0421\u043b\u043e\u0431\u043e\u0434\u0430\u043d \u041e\u0433\u045a\u0435\u043d\u043e\u0432\u0438\u045c<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-307<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">26<\/td>\n<td width=\"114\">\u041d\u043e\u0432\u0435 \u0412\u0435\u043b\u0438\u043a\u0438\u045c\u0435\u0441\u043a\u0438<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0410\u041d\u0410\u041b\u0418\u0417\u0410 \u041d\u0410 \u0412\u041b\u0418\u0408\u0410\u041d\u0418\u0415\u0422\u041e \u041d\u0410 \u0411\u0420\u041e\u0408\u041e\u0422 \u0418 \u0418\u0417\u0411\u041e\u0420\u041e\u0422 \u041d\u0410 \u041c\u0415\u0420\u041d\u0418\u0422\u0415 \u0422\u041e\u0427\u041a\u0418 \u0412\u0420\u0417 \u0422\u041e\u0427\u041d\u041e\u0421\u0422\u0410 \u041d\u0410 \u0414\u0418\u0413\u0418\u0422\u0410\u041b\u041d\u0418\u0422\u0415 \u041c\u041e\u0414\u0415\u041b\u0418 \u041d\u0410 \u0422\u0415\u0420\u0415\u041d<\/td>\n<td width=\"198\"><em>ANALYSIS OF THE INFLUENCE OF THE NUMBER AND SELECTION OF SURVEY POINTS ON THE ACCURACY OF DIGITAL TERRAIN MODELS<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u0417\u043b\u0430\u0442\u043a\u043e \u0421\u0440\u0431\u0438\u043d\u043e\u0441\u043a\u0438<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-296<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">27<\/td>\n<td width=\"114\">\u041e\u043b\u0438\u0432\u0435\u0440 \u041c\u0438\u0445\u0430\u0458\u043b\u043e\u0432\u0441\u043a\u0438<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u041e\u041f\u0422\u0418\u041c\u0418\u0417\u0410\u0426\u0418\u0408\u0410 \u041d\u0410 \u041f\u0420\u041e\u0426\u0415\u0421\u0418\u0422\u0415 \u0417\u0410 \u041e\u0411\u0420\u0410\u0411\u041e\u0422\u041a\u0410 \u0418 \u0410\u041d\u0410\u041b\u0418\u0417\u0410 \u041d\u0410 LIDAR \u041f\u041e\u0414\u0410\u0422\u041e\u0426\u0418<\/td>\n<td width=\"198\"><em>OPTIMIZATION OF LIDAR DATA PROCESSING AND ANALYSIS PROCESSES<\/em><\/td>\n<td width=\"102\">\u0434\u043e\u0446. \u0434-\u0440 \u0424\u0438\u043b\u0438\u043f \u041a\u0430\u0441\u0430\u043f\u043e\u0432\u0441\u043a\u0438<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-297<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">28<\/td>\n<td width=\"114\">\u041f\u0430\u0432\u043b\u0438\u043d\u043a\u0430 \u0408\u0430\u043d\u0447\u0435\u0441\u043a\u0430<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0423\u041f\u0420\u0410\u0412\u0423\u0412\u0410\u040a\u0415 \u0421\u041e \u0420\u0418\u0417\u0418\u0426\u0418 \u041f\u0420\u0418 \u0418\u0417\u0413\u0420\u0410\u0414\u0411\u0410 \u0418 \u0420\u0415\u041a\u041e\u041d\u0421\u0422\u0420\u0423\u041a\u0426\u0418\u0408\u0410 \u041d\u0410 \u0416\u0415\u041b\u0415\u0417\u041d\u0418\u0427\u041a\u0410 \u0418\u041d\u0424\u0420\u0410\u0421\u0422\u0420\u0423\u041a\u0422\u0423\u0420\u0410<\/td>\n<td width=\"198\"><em>RISK MANAGEMENT IN RAILWAY INFRASTRUCTURE CONSTRUCTION AND RECONSTRUCTION<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u041c\u0430\u0440\u0438\u0458\u0430\u043d\u0430 \u041b\u0430\u0437\u0430\u0440\u0435\u0432\u0441\u043a\u0430<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-298<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">29<\/td>\n<td width=\"114\">\u0421\u0430\u0440\u0430 \u0408\u0430\u043d\u0447\u0435\u0441\u043a\u0430<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0410\u041d\u0410\u041b\u0418\u0417\u0410 \u041d\u0410 \u041f\u0420\u0418\u041c\u0415\u041d\u0410 \u041d\u0410 \u041f\u041e\u0414\u041e\u0411\u0420\u0415\u041d\u0410 \u041f\u041e\u0421\u0422\u0415\u041b\u041a\u0410 \u041d\u0410 \u0414\u041e\u041b\u041d\u0418\u041e\u0422 \u0421\u0422\u0420\u041e\u0408 \u041a\u0410\u0408 \u0415\u041a\u0421\u041f\u0420\u0415\u0421\u0415\u041d \u041f\u0410\u0422<\/td>\n<td width=\"198\"><em>ANALYSIS OF THE APPLICATION OF IMPROVED SUBGRADE MATERIALS ON AN EXPRESSWAY<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u0417\u043b\u0430\u0442\u043a\u043e \u0417\u0430\u0444\u0438\u0440\u043e\u0432\u0441\u043a\u0438<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-299<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">30<\/td>\n<td width=\"114\">\u0421\u0430\u0440\u0430 \u0421\u0442\u043e\u0458\u043a\u043e\u0441\u043a\u0430<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u041d\u0423\u041c\u0415\u0420\u0418\u0427\u041a\u041e \u041c\u041e\u0414\u0415\u041b\u0418\u0420\u0410\u040a\u0415 \u0418 \u0410\u041d\u0410\u041b\u0418\u0417\u0410 \u041d\u0410 \u0421\u0422\u0410\u0411\u0418\u041b\u041d\u041e\u0421\u0422\u0410 \u041d\u0410 \u041a\u0410\u0420\u041f\u0415\u0421\u0422\u0418 \u041a\u041e\u0421\u0418\u041d\u0418 \u0412\u041e \u0423\u0420\u0411\u0410\u041d\u0410 \u0421\u0420\u0415\u0414\u0418\u041d\u0410<\/td>\n<td width=\"198\"><em>NUMERICAL MODELING AND ANALYSIS OF ROCK SLOPE STABILITY IN URBAN ENVIRONMENT<\/em><\/td>\n<td width=\"102\">\u0432\u043e\u043d\u0440.\u043f\u0440\u043e\u0444.<\/p>\n<p>\u0434-\u0440 \u0421\u0435\u0430\u0434 \u0410\u0431\u0430\u0437\u0438<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-301<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">31<\/td>\n<td width=\"114\">\u0428\u045c\u0438\u043f\u0442\u043e\u043d \u0417\u0438\u0431\u0435\u0440\u0438<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0412\u041b\u0418\u0408\u0410\u041d\u0418\u0415 \u041d\u0410 \u0418\u0417\u0413\u0420\u0410\u0414\u0411\u0410\u0422\u0410 \u041d\u0410 \u041a\u0410\u041f\u0418\u0422\u0410\u041b\u041d\u0418 \u0418\u041d\u0424\u0420\u0410\u0421\u0422\u0420\u0423\u041a\u0422\u0423\u0420\u041d\u0418 \u041e\u0411\u0408\u0415\u041a\u0422\u0418 \u0412\u0420\u0417 \u041d\u0410\u0426\u0418\u041e\u041d\u0410\u041b\u041d\u0410\u0422\u0410 \u0413\u0415\u041e\u0414\u0415\u0422\u0421\u041a\u0410 \u0418\u041d\u0424\u0420\u0410\u0421\u0422\u0420\u0423\u041a\u0422\u0423\u0420\u0410<\/td>\n<td width=\"198\"><em>INFLUENCE OF CAPITAL INFRASTRUCTURE PROJECTS ON THE NATIONAL GEODETIC INFRASTRUCTURE<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u0417\u043b\u0430\u0442\u043a\u043e \u0411\u043e\u0433\u0434\u0430\u043d\u043e\u0432\u0441\u043a\u0438<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-302<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">32<\/td>\n<td width=\"114\">\u0421\u0438\u043b\u0432\u0438\u0458\u0430 \u0403\u043e\u0440\u0453\u0438\u0435\u0441\u043a\u0430<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0418\u041c\u041f\u041b\u0415\u041c\u0415\u041d\u0422\u0410\u0426\u0418\u0408\u0410 \u041d\u0410 \u0411\u0418\u041c \u041c\u0415\u0422\u041e\u0414\u041e\u041b\u041e\u0413\u0418\u0408\u0410\u0422\u0410 \u0412\u041e \u041a\u041e\u041d\u0421\u0422\u0420\u0423\u041a\u0422\u0418\u0412\u041d\u041e\u0422\u041e \u0418\u041d\u0416\u0415\u041d\u0415\u0420\u0421\u0422\u0412\u041e &#8211; \u0421\u0422\u0423\u0414\u0418\u0408\u0410 \u041d\u0410 \u0421\u041b\u0423\u0427\u0410\u0408 \u041d\u0410 \u0427\u0415\u041b\u0418\u0427\u041d\u0410 \u0418\u041d\u0414\u0423\u0421\u0422\u0420\u0418\u0421\u041a\u0410 \u0425\u0410\u041b\u0410<\/td>\n<td width=\"198\"><em>IMPLEMENTATION OF BIMMETHODOLOGY IN STRUCTURAL ENGINEERING: A CASE STUDY OF A STEEL INDUSTRIAL HALL<\/em><\/p>\n<p>&nbsp;<\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u0421\u0435\u0440\u0433\u0435\u0458 \u0427\u0443\u0440\u0438\u043b\u043e\u0432<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-317<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">33<\/td>\n<td width=\"114\">\u0414\u0440\u0430\u0433\u0430\u043d \u0414\u0438\u043c\u0438\u0442\u0440\u0438\u0435\u0432\u0441\u043a\u0438<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u041a\u041e\u041c\u041f\u0410\u0420\u0410\u0422\u0418\u0412\u041d\u0410 \u0410\u041d\u0410\u041b\u0418\u0417\u0410 \u041d\u0410 \u0420\u0415\u0428\u0415\u041d\u0418\u0415 \u0421\u041e \u0418 \u0411\u0415\u0417 \u0421\u0415\u0418\u0417\u041c\u0418\u0427\u041a\u0410 \u0424\u0423\u0413\u0410 \u0417\u0410 \u041a\u041e\u041d\u0421\u0422\u0420\u0423\u041a\u0426\u0418\u0408\u0410 \u0421\u041e \u041d\u0415\u0420\u0415\u0413\u0423\u041b\u0410\u0420\u041d\u0410 \u041e\u0421\u041d\u041e\u0412\u0410 \u0421\u041f\u041e\u0420\u0415\u0414 \u0415\u0412\u0420\u041e\u041a\u041e\u0414 8<\/td>\n<td width=\"198\"><em>COMPARATIVE ANALYSIS OF A BUILDING WITH AN IRREGULAR FLOOR PLAN WITH AND WITHOUT A SEISMIC SEPARATION JOINT ACCORDING TO EUROCODE 8<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u0415\u043b\u0435\u043d\u0430 \u0414\u0443\u043c\u043e\u0432\u0430 \u0408\u043e\u0432\u0430\u043d\u043e\u0441\u043a\u0430<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-303<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">34<\/td>\n<td width=\"114\">\u0418\u043b\u0438\u043d\u0430 \u0422\u0440\u0430\u0458\u043a\u043e\u0432\u0441\u043a\u0430<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0412\u041b\u0418\u0408\u0410\u041d\u0418\u0415 \u041d\u0410 \u041f\u0420\u0418\u0421\u0422\u0410\u041f\u041e\u0422 \u041d\u0410 \u0417\u0410\u0414\u0410\u0412\u0410\u040a\u0415 \u041d\u0410 \u0421\u0415\u0418\u0417\u041c\u0418\u0427\u041a\u041e\u0422\u041e \u0414\u0415\u0408\u0421\u0422\u0412\u041e \u0412\u041e \u0412\u0422\u041e\u0420\u0410\u0422\u0410 \u0413\u0415\u041d\u0415\u0420\u0410\u0426\u0418\u0408\u0410 \u041d\u0410 \u0415\u0412\u0420\u041e\u041a\u041e\u0414 8 \u041d\u0410 \u041e\u0414\u0413\u041e\u0412\u041e\u0420\u041e\u0422 \u041d\u0410 \u0410\u0420\u041c\u0418\u0420\u0410\u041d\u041e\u0411\u0415\u0422\u041e\u041d\u0421\u041a\u0418\u0422\u0415 \u0417\u0413\u0420\u0410\u0414\u0418<\/td>\n<td width=\"198\"><em>INFLUENCE OF THE NEW APPROACH TO SEISMIC ACTION DEFINITION IN THE SECOND GENERATION OF EUROCODE 8 ON THE RESPONSE OF REINFORCED CONCRETE BUILDINGS<\/em><\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u0415\u043b\u0435\u043d\u0430 \u0414\u0443\u043c\u043e\u0432\u0430 \u0408\u043e\u0432\u0430\u043d\u043e\u0441\u043a\u0430<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-316<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">35<\/td>\n<td width=\"114\">\u0414\u0435\u0458\u0430\u043d \u0408\u043e\u0440\u0434\u0430\u043d\u043e\u0432<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0423\u041f\u0420\u0410\u0412\u0423\u0412\u0410\u040a\u0415 \u0421\u041e \u0420\u0418\u0417\u0418\u0426\u0418 \u041f\u0420\u0418 \u0420\u0415\u0410\u041b\u0418\u0417\u0410\u0426\u0418\u0408\u0410 \u041d\u0410 \u041f\u0420\u041e\u0415\u041a\u0422\u0418 \u041e\u0414 \u0422\u0420\u0410\u041d\u0421\u041f\u041e\u0420\u0422\u041d\u0410 \u0418\u041d\u0424\u0420\u0410\u0421\u0422\u0420\u0423\u041a\u0422\u0423\u0420\u0410<\/td>\n<td width=\"198\"><em>RISK MANAGEMENT IN THE IMPLEMENTATION OF TRANSPORT INFRASTRUCTURE PROJECTS<\/em><\/p>\n<p>&nbsp;<\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u041c\u0430\u0440\u0438\u0458\u0430\u043d\u0430 \u041b\u0430\u0437\u0430\u0440\u0435\u0432\u0441\u043a\u0430<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-304<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">36<\/td>\n<td width=\"114\">\u0414\u0430\u043d\u0438\u0435\u043b \u041f\u0435\u0442\u043a\u043e\u0432<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">CFRP \u041a\u041e\u041c\u041f\u041e\u0417\u0418\u0422\u041d\u0418 \u0421\u0418\u0421\u0422\u0415\u041c\u0418 \u0417\u0410 \u0417\u0410\u0408\u0410\u041a\u041d\u0423\u0412\u0410\u040a\u0415 \u041d\u0410 \u0410\u0420\u041c\u0418\u0420\u0410\u041d\u041e\u0411\u0415\u0422\u041e\u041d\u0421\u041a\u0418 \u041a\u041e\u041d\u0421\u0422\u0420\u0423\u041a\u0426\u0418\u0418 \u2013 \u0422\u0415\u0425\u041d\u041e\u041b\u041e\u0413\u0418\u0408\u0410 \u041d\u0410 \u0418\u0417\u0412\u0415\u0414\u0411\u0410 \u0418 \u041f\u0420\u0410\u041a\u0422\u0418\u0427\u041d\u0410 \u041f\u0420\u0418\u041c\u0415\u041d\u0410<\/td>\n<td width=\"198\"><em>CFRP COMPOSITE SYSTEMS FOR STRENGTHENING REINFORCED CONCRETE STRUCTURES: EXECUTION TECHNOLOGY AND PRACTICAL APPLICATIONS<\/em><\/p>\n<p>&nbsp;<\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u041a\u043e\u0446\u0435 \u0422\u043e\u0434\u043e\u0440\u043e\u0432<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-305<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">37<\/td>\n<td width=\"114\">\u041b\u0438\u043b\u0458\u0430\u043d\u0430 \u0413\u0440\u043a\u043e\u0432\u0430<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0421\u041e\u0421\u0422\u041e\u0408\u0411\u0410 \u041d\u0410 \u041d\u0410\u041f\u0420\u0415\u0413\u0410\u040a\u0415 \u0418 \u0414\u0415\u0424\u041e\u0420\u041c\u0410\u0426\u0418\u0408\u0410 \u041d\u0410 \u0415\u041d\u0415\u0420\u0413\u0415\u0422\u0421\u041a\u0418 \u041a\u041e\u041b\u041e\u0412\u0418 \u041f\u041e\u0414 \u0413\u0410\u041b\u0415\u0420\u0418\u0408\u0410 \u041f\u0420\u0418 \u0422\u0415\u0420\u041c\u0418\u0427\u041a\u041e \u0418 \u0421\u0415\u0418\u0417\u041c\u0418\u0427\u041a\u041e \u0414\u0415\u0408\u0421\u0422\u0412\u041e \u0421\u041e \u0418\u041d\u0422\u0415\u0420\u0410\u041a\u0426\u0418\u0408\u0410 \u0422\u041b\u041e-\u041a\u041e\u041d\u0421\u0422\u0420\u0423\u041a\u0426\u0418\u0408\u0410<\/td>\n<td width=\"198\"><em>STRESS-STRAIN STATE OF ENERGY PILES BENEATH GALLERY UNDER THERMAL AND SEISMIC ACTIONS WITH SOIL-STRUCTURE INTERACTION<\/em><\/p>\n<p>&nbsp;<\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u0422\u043e\u0434\u043e\u0440\u043a\u0430 \u0421\u0430\u043c\u0430\u0440\u045f\u0438\u043e\u0441\u043a\u0430<\/td>\n<td width=\"72\">13.10.2026<\/p>\n<p>02-2\/95-320<\/td>\n<\/tr>\n<tr>\n<td width=\"36\">38<\/td>\n<td width=\"114\">\u0414\u0430\u043d\u0438\u0435\u043b \u041d\u0438\u043a\u043e\u043b\u043e\u0432\u0441\u043a\u0438<\/p>\n<p>&nbsp;<\/td>\n<td width=\"204\">\u0414\u0412\u041e\u0411\u0420\u041e\u0414\u041d\u0410 \u0427\u0415\u041b\u0418\u0427\u041d\u0410 \u0425\u0410\u041b\u0410 \u0421\u041e \u041a\u0420\u0410\u041d\u0421\u041a\u0418 \u0413\u0420\u0415\u0414\u0418 \u0410\u041d\u0410\u041b\u0418\u0417\u0418\u0420\u0410\u041d\u0418 \u0421\u041f\u041e\u0420\u0415\u0414 \u0415\u0412\u0420\u041e\u041a\u041e\u0414<\/td>\n<td width=\"198\"><em>TWO BAY STEEL HALL WITH CRANEWAY BEAMS ANALYZED ACCORDING TO EUROCODE<\/em><\/p>\n<p>&nbsp;<\/td>\n<td width=\"102\">\u043f\u0440\u043e\u0444. \u0434-\u0440 \u0414\u0435\u043d\u0438\u0441 \u041f\u043e\u043f\u043e\u0432\u0441\u043a\u0438<\/td>\n<td width=\"72\">8.10.2026<\/p>\n<p>02-2\/95-306<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<p>&nbsp;<\/p>","protected":false},"excerpt":{"rendered":"<p>\u0420\u0435\u0434 \u0431\u0440. \u0418\u043c\u0435 \u0438 \u043f\u0440\u0435\u0437\u0438\u043c\u0435 \u043d\u0430 \u043a\u0430\u043d\u0434\u0438\u0434\u0430\u0442\u043e\u0442 \u041d\u0430\u0437\u0438\u0432 \u043d\u0430 \u0442\u0435\u043c\u0430\u0442\u0430 \u0418\u043c\u0435 \u0438 \u043f\u0440\u0435\u0437\u0438\u043c\u0435 \u043d\u0430 \u043c\u0435\u043d\u0442\u043e\u0440\u043e\u0442 \u0414\u0430\u0442\u0443\u043c \u0438 \u0431\u0440. \u043d\u0430 \u041e\u0434\u043b\u0443\u043a\u0430 \u043d\u0430 \u041d\u041d\u0421 \u0437\u0430 \u043f\u0440\u0438\u0444\u0430\u045c\u0430\u045a\u0435 \u043d\u0430 \u0442\u0435\u043c\u0430\u0442\u0430 \u043d\u0430 \u043c\u0430\u043a\u0435\u0434\u043e\u043d\u0441\u043a\u0438 \u0458\u0430\u0437\u0438\u043a \u043d\u0430 \u0430\u043d\u0433\u043b\u0438\u0441\u043a\u0438 \u0458\u0430\u0437\u0438\u043a &nbsp; &nbsp; 1 \u0410\u043b\u0435\u043a\u0441\u0430\u043d\u0434\u0440\u0430 \u0403\u043e\u0448\u0435\u0432\u0430 &nbsp; \u041c\u0415\u0422\u041e\u0414\u041e\u041b\u041e\u0413\u0418\u0408\u0410 \u0417\u0410 \u0422\u0415\u0425\u041d\u0418\u0427\u041a\u041e \u0412\u0420\u0415\u0414\u041d\u0423\u0412\u0410\u040a\u0415 \u041d\u0410 \u0412\u0410\u0420\u0418\u0408\u0410\u041d\u0422\u041d\u0418 \u0420\u0415\u0428\u0415\u041d\u0418\u0408\u0410 \u041d\u0410 \u041f\u0410\u0422\u041d\u0418 \u0414\u0415\u041b\u041d\u0418\u0426\u0418 METHODOLOGY FOR THE TECHNICAL ASSESSMENT OF ALTERNATIVE [&hellip;]<\/p>\n","protected":false},"author":3,"featured_media":0,"comment_status":"closed","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[36],"tags":[],"class_list":["post-5735","post","type-post","status-publish","format-standard","hentry","category-soopstenija"],"acf":[],"_links":{"self":[{"href":"https:\/\/gf.ukim.edu.mk\/en\/wp-json\/wp\/v2\/posts\/5735","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/gf.ukim.edu.mk\/en\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/gf.ukim.edu.mk\/en\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/gf.ukim.edu.mk\/en\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/gf.ukim.edu.mk\/en\/wp-json\/wp\/v2\/comments?post=5735"}],"version-history":[{"count":2,"href":"https:\/\/gf.ukim.edu.mk\/en\/wp-json\/wp\/v2\/posts\/5735\/revisions"}],"predecessor-version":[{"id":5737,"href":"https:\/\/gf.ukim.edu.mk\/en\/wp-json\/wp\/v2\/posts\/5735\/revisions\/5737"}],"wp:attachment":[{"href":"https:\/\/gf.ukim.edu.mk\/en\/wp-json\/wp\/v2\/media?parent=5735"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/gf.ukim.edu.mk\/en\/wp-json\/wp\/v2\/categories?post=5735"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/gf.ukim.edu.mk\/en\/wp-json\/wp\/v2\/tags?post=5735"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}