A imprimaÃÃo betuminosa pode ser definida como a aplicaÃÃo de uma camada de material asfÃltico sobre uma base granular, com a finalidade de melhorar suas qualidades tecnolÃgicas. Nos pavimentos das rodovias de baixo volume de trÃfego o papel da imprimaÃÃo à ainda mais importante para o seu desempenho, tendo em vista a reduzida espessura dos seus revestimentos, aliada à sua pouca ou inexistente funÃÃo estrutural. Esse trabalho tem como objetivo principal investigar os principais fatores que influenciam na penetraÃÃo da imprimaÃÃo betuminosa para bases de pavimentos de rodovias de baixo volume de trÃfego do estado do CearÃ. Para tanto, foram coletadas amostras de solos na regiÃo do agropÃlo Baixo Jaguaribe, o qual foi selecionado pela sua importÃncia no cenÃrio econÃmico e social do estado. As amostras coletadas foram submetidas aos ensaios de caracterizaÃÃo, granulometria conjunta, Proctor, CBR e expansÃo na energia intermediÃria. Para preparaÃÃo dos corpos de prova submetidos aos ensaios de imprimaÃÃo foi realizada uma adaptaÃÃo do processo de compactaÃÃo executado no cilindro Proctor para o cilindro Marshall. Os materiais betuminosos empregados para execuÃÃo dos ensaios de imprimaÃÃo foram a emulsÃo RM-1C, o asfalto diluÃdo CM-30 e uma mistura produzida a partir da adiÃÃo do lÃquido da castanha de caju (LCC), ao cimento asfÃltico de petrÃleo (CAP). Os resultados obtidos do experimento revelaram que a imprimaÃÃo à uma operaÃÃo bastante complexa, que sofre a interferÃncia de diversos fatores, tais como: o tipo e a taxa de ligante aplicado, as condiÃÃes de preparo da superfÃcie da base, umidade de compactaÃÃo, etc. Verificou-se tambÃm, que o LCC pode ser utilizado satisfatoriamente, à luz da penetraÃÃo, como diluente asfÃltico. / Bituminous prime coat can be defined as the application of an asphalt film layer on a granular base, for the improvement of its technological qualities. In pavements subjected to the role of the prime coats is even more important due to the reduced thickness of the surface and its low or inexistent structural function. The purpose os this work is to investigate the main factors that affect the penetration of the bituminous prime coat in bases layers with traffic low volume in the state of CearÃ. Soil samples were collected in the agrozone of Baixo Jaguaribe. This region was selected because of importance in the economic and social scene of the state. The collected samples were submitted to characterization tests, gradation, Proctor, CBR and expansion considering the intermediate energy. An adaptation of the compacting process was done for preparing the samples submitted to the prime coat tests. The change in the procedure consisted in compacting through the Marshall cylinder, instead of the Proctor cylinder. The procedures of the Villiborâs methodology were adapted, as well. The bituminous materials used in the prime coat tests were the emulsion RM-1C and cutback CM-30. It was also used a binder produced with the addition of the liquid of the cashew nut (LCC) to the asphalt cement. Results observed of the experiments had disclosed that the prime coat is a complex material, itâs affect by many factors, such as: the type and the rate the applied binder, the preparing conditions of the base surface, moisture content in compaction, etc. It was also verified that the LCC can satisfactorily be used as cutback, observing the parameter of penetration.

The construction of new roads has many negative consequences for the environment, among others also increasing of the fragmentation of landscapes. One of the precautions to reduce the impact of these negative consequences for the environment is the construction of ecoducts. The question is whether the currently built ecoducts in the Czech Republic are functioning and whether the funds spent to reduce the negative impacts of road constructions are spent effectively. This thesis discusses the ecoducts of the Prague road ring. At the end of 2015, there were already completed seven ecoducts at the whole road ring. Their dimensional characteristics were ascertained by measuring, the soil on ecodusts was compared with the soil on the immediate surroundings and the assessment of the condition of the vegetation on the ecodustc was done. The results suggest that ecoducts the Prague road ring have many drawbacks and their efficiency is reduced due to their inappropriate solution.

Magister Public Health - MPH / Background: Road Traffic Accidents (RTAs) are an important cause of morbidity and mortality worldwide, especially in low and middle-income countries. Traffic police reports indicate that RTAs are amongst the commonest health challenges Swaziland faces. Assessing the magnitude of the challenge, understanding the impact on public health and gaining more insight into the actual risk factors involved in RTAs, and especially RTAs that result in serious injuries and fatalities, is important for the road transport authority, the traffic police and for public health planners, in order to improve road safety, to develop effective countermeasures and to improve preparedness for effective health care, respectively. There is an insufficiency of studies on risk factors associated with RTAs, and particularly those associated with serious and fatal RTAs, in Sub-Saharan countries in general and Swaziland specifically. Manzini, a busy small city in Swaziland with a population of 61000 and an estimate of approximately 12000 vehicles on its roads daily is the setting for this study. RTAs in Manzini, are considered as a major public health problem with many people either seriously injured or killed on the roads annually. Aim: The aim of this study was to determine the human (e.g. age, gender, speeding and drunk driving), vehicle (e.g. vehicle types and vehicle defects), infrastructural (e.g. type of roads, road surface defects and road lighting) and environmental risk factors (e.g. rain and darkness) associated with serious and fatal RTAs in Manzini city and surrounding suburbs in Swaziland. Methodology: A case control study, based on data collected from RTA records at Manzini Traffic Police Station, was conducted. The study population was all RTAs in Manzini, with cases being RTAs that resulted in serious or fatal injuries, while RTAs with no injuries (vehicle and property damage only) and minor injuries were categorised as controls. A sample size of 294 consisting of all 143 RTAs with fatal and serious injury that occurred from July 2013 to June 2015 in Manzini city as cases and a random sample of 151 controls from amongst the minor injury and property damage only RTAs, was selected. A standardised data extraction tool was used to collect data from routine traffic police records on all RTAs. Frequencies were calculated for categorical variables. Numerical variables were summarised mathematically, via their central tendencies and distribution as well as collapsed into meaningful categories. Bivariate analysis to ascertain odds ratios was undertaken and all risk factors that showed a significant association with severe and fatal RTAs were further assessed via multivariate logistic regression analysis. Ethical approval for the study was secured from the Swaziland National Ethics Committee and the University of the Western Cape Research and Ethics committee. Results: Factors that had an unconfounded association on multivariate analysis with serious/fatal RTAs, compared to minor RTAs, were: male drivers (AOR = 5.48; 95% CI = 1.63 – 18.43); drivers not wearing a seatbelt (AOR = 5.07; 95% CI = 2.39 – 10.74); pedestrian error (AOR = 2.66; 95% CI = 1.46 – 4.86); accidents occurring on weekends (AOR 3.62; 95% CI = 2.07- 6.33); and accidents occurring between 18:00 – 23:59 time of the day (AOR = 11.68; 95% CI = 4.49 - 30.39). Other factors such as: age of driver, no driver's license at the accident scene, drunk-driving, seasons of the year, driver error, vehicle type, vehicle defect, road surface type, road surface condition, weather condition, street light condition and urban/rural location were not found to be associated with serious/fatal RTAs in our study. Limitations Limitations of the study were that some data collected at the scene of the accident were incomplete and not collected in a standardised manner (alcohol use, speeding, vehicle defects, road defects and environmental factors) and that there was probable misclassification of some serious/fatal RTAs as minor ones and under-reporting of minor RTAs. Also several variables which may affect the severity of RTAs, such as educational level, socioeconomic status, medical illness, marital status and emotional status of the driver, were not routinely collected by the traffic police department and hence were not assessed. Conclusions and Recommendations: Modifiable risk factors that had an unconfounded positive association with serious/fatal RTAs were not using a seatbelt, night-time driving, weekend driving and pedestrian error, while male gender might be a proxy for reckless driving. Hence, education programmes for drivers and the public on behavioural change encouragement, improving pedestrians' road safety by provision of pedestrian sidewalks and crossing sites, coupled with increased traffic law enforcement at critical days and times, may result in reduction of serious/fatal RTAs.

M.Ing. / The focus of this dissertation is on the evaluation of management in traffic safety, and how it is applied, using the Road Traffic Management Corporation (RTMC) as a case study. Road Traffic Management in South Africa is in a state of crisis. The constitution provides for concurrency with respect to road traffic management, however, no mechanism has been implemented for co-operation and coordination. It has been found that the current institutional arrangements are not conducive to co-ordination and rapid interventions. Due to the scarcity of resources and the desire to streamline the institutional arrangements, an innovative model has been developed which will perform road traffic management collectively, the Road Traffic Management Corporation, RTMC. The implementation of the RTMC will require full co-operation and acceptance by all the various departments concerned, from National Government level, through to Provincial levels, and the Local Authorities. Before the Corporation can be implemented, the funding needs to be secured, and the source of the funding must be stable and committed. The implementing of such a corporation will be delicate, and organizational structure needs to be clear to all parties. At this early stage of the RTMC, the methods of management already used by the RTMC need to be compared to proper management principles, to ensure that the RTMC will have the best structure to ensure its success. Any uncertainties or concerns that may exist among those involved at lower levels can be communicated to top-level management implementing the corporation. By conducting an independent, external investigation, any short falls can be identified which may have been over looked previously. This dissertation aims to ensure that the RTMC adheres to the relevant management principles, focussing on the objective of improving road safety. A questionnaire is devised for the National Department of Transport, so that an independent view of the vision of the RTMC can be acquired. The organizational structure proposed by the RTMC is examined and evaluated to determine the relationship, communication channels, functions and responsibilities, which are intended between the various levels of management and stakeholders. The funding of a corporation such as the RTMC is considered, as the source of such funds needs to be secured before the RTMC can be implemented. A preliminary budget prepared for the RTMC is compared to what funding has been made available. The main objective of the RTMC is to improve road safety. Therefore, the process it intends to use is evaluated to determine whether the goals it intends to achieve through this process are realistic. The engineering function required to improve road safety will also be evaluated in terms of what can be done by engineers to improve the safety on South African roads.

M.Com. (Business Management) / Transport plays a pivotal role within the South African economy as it enables the country to achieve economic growth. The transport industry does not only facilitate the movement of freight and people, it also employs a great number of individuals and forms a major part of South Africa‟s GDP. The 8th Annual State of Logistics Survey for South Africa indicated that transport costs were accountable for 6.8 per cent of the country‟s GDP in 2010. The importance of the transport industry necessitates that the industry is operated efficiently and effectively. Transport mode choices are not only made based on transportation costs but various other factors are affecting how companies choose the mode of transport for their freight movement requirements. Other factors that are considered include transit time, reliability, accessibility, capability and security/safety. Opportunity costs should also be considered when choosing a mode of transport. There are various different types of opportunity costs that exist within the supply chain, these include the opportunity cost associated with poor service levels, the opportunity cost of returning a vehicle without a backhaul, opportunity costs due to delays, the opportunity cost of holding inventory and lost sales opportunity costs. As transportation costs are not the only factor that companies consider when making a modal choice decision, many companies within South Africa have been moving their goods off rail and onto road. This study highlights the importance of determining the impact that an inefficient mode of transport has on a company‟s transportation model and costs. The main focus of this study is to determine the logistics opportunity cost of using road transport within a mining company. A case study approach is followed as the study aims to present a complex problem experienced by one company to be analysed and presented in an easily understandable format. All the data and company information used within this study was supplied by company DKVL. Data was collected through unstructured personal interviews and specific questions were developed for each person interviewed. The data was triangulated and verified through the use of company DKVL‟s financial statements. From the results of this study, the logistics opportunity cost associated with the mode of transport is substantial. This necessitates the need for companies to revise their transport mode choice on a regular basis as it has a major impact not only on their transportation costs, but also on their inventory holding and carbon emissions. Based on the findings of this study, Transnet Freight Rail (TFR) should not only focus on expanding its existing capacity, it should also focus on improving its customer service delivery. By providing poor service delivery, companies will not shift their freight back onto rail and will rather choose to use road transport to receive the benefit of reliability and flexibility, even if it is a more expensive mode of transport. The knock-on effect of companies choosing to use road transport as opposed to rail transport is significant. The quality of South African roads will continue to deteriorate, companies will continue to pay more to maintain and repair their vehicles and the transport industry will continue to increasingly damage the environment through increased carbon emissions. The impact of not having reliable rail transport is increased logistics costs which have a significant impact on the South African economy.

La prise de conscience de l’implication des médicaments dans la genèse des accidents de la route date d’une vingtaine d’années. Les médicaments psycho-actifs peuvent altérer les capacités de conduite par leur action sur le système nerveux (par exemple, un effet sédatif le lendemain d’une prise d’hypnotique). D’autres médicaments sont susceptibles d’affecter les fonctions psychomotrices par leur action sur les fonctions physiologiques (tel que les hypoglycémies liées à un traitement antidiabétique). L’étude CESIR-A a été mise en place pour contribuer à la connaissance du lien épidémiologique entre médicaments et accidents de la route. L’étude utilise trois bases de données françaises : le Système National d’Information Inter-Régimes de l’Assurance Maladie (SNIIR-AM), les Procès Verbaux d’accidents (PV) et les Bulletins d’Analyse des Accidents Corporels de la circulation (BAAC). L’appariement de ces données a conduit à l’inclusion de 72,685 conducteurs impliqués dans un accident corporel sur la période juillet 2005-mai 2008. L’analyse a été réalisée grâce à deux méthodes: une analyse cas-témoin comparant les responsables aux non-responsables des accidents et une analyse dite en case-crossover. Les périodes d’exposition aux médicaments ont été estimées à partir des dates de délivrances de médicaments prescrits, puis remboursés par l’assurance maladie. L’étude des médicaments regroupés selon les quatre niveaux de risque sur la conduite définis par l’Agence Française de Sécurité Sanitaire des Produits de Santé (AFSSAPS) [du niveau 0 (pas de risque) au niveau 3 (risque élevé)], a montré que les utilisateurs de médicaments prescrits de niveau 2 et de niveau 3 ont un risque significativement plus élevé d’être responsables de leur accident (OR=1,31 [1,24-1,40] et OR=1,25 [1,12-1,40], respectivement). La fraction de risque attribuable à l’utilisation de ces médicaments était de 3,3% [2,7%-3,9%]. Le risque d’être responsable d’un accident était augmenté chez les utilisateurs de zolpidem (OR=1,28 [1,07-1,53]) mais pas chez les utilisateurs de zopiclone ou de benzodiazépines hypnotiques. Plus particulièrement, ce risque était augmenté chez les 139 conducteurs ayant eu plus d’un comprimé de zolpidem délivré par jour au cours des cinq mois précédant l’accident (OR=2,38 [1,61-3,52]). L’analyse case-crossover a mis en évidence un sur-risque d’accident de la route chez les utilisateurs de benzodiazépines hypnotiques seulement (OR=1,42 [1,09-1,85]). Les conducteurs exposés aux hypnotiques partagent les mêmes caractéristiques au regard du type d’accident, qui survenaient plus fréquemment sur autoroute. Dans notre base de données, 196 conducteurs ont été exposés à la buprénorphine et/ou à la méthadone, le jour de leur accident. Cette population spécifique était jeune, essentiellement masculine, avec d’importantes co-consommations, notamment d’alcool de médicaments de niveau 3. Les conducteurs exposés à la buprénorphine et/ou à la méthadone présentaient un risque accru d’être responsables de leur accident (OR= 2,19 [1,51-3,16]). Notre étude fournit des informations importantes sur la contribution des médicaments au risque d’accident de la route. D’après nos résultats, la classification de l’AFSSAPS semble appropriée concernant les médicaments de niveaux 2 et 3. Les sur-risques d’être responsable d’un accident chez les exposés au zolpidem ou aux traitements de substitution pourraient être liés, au moins en partie, au comportement à risque de ces conducteurs. L’amélioration du comportement des conducteurs représente un des défis pour la sécurité routière. L’objectif de la classification française et de la signalétique apposée sur les boîtes de médicaments est donc de fournir aux patients une information appropriée sur les effets des médicaments sur leur capacité de conduite. / In recent decades, attention has been increasingly focused on the impact of disabilities and medicinal drug use on road safety. Psychoactive medicines may impair driving abilities due to their action on the central nervous system (e.g. sedation in the morning following administration of a hypnotic), while other medicines may affect psychomotor functions by their action on physiological functions (e.g hypoglycaemic seizures related to diabetic treatment). The CESIR-A project was set up to improve the epidemiological knowledge on medicines and the risk of road traffic crashes. The study matched three French nationwide databases: the national healthcare insurance database, police reports, and the police national database of injurious crashes, leading to the inclusion of 72,685 drivers involved in an injurious road traffic crash from July 2005 to May 2008. Two methods were performed for data analysis: a case-control analysis in which cases where responsible drivers and controls non-responsible ones and a case-crossover analysis. Medicine exposures were estimated from prescription drug dispensations in the healthcare reimbursement database. The study of medicines grouped according to the four levels of driving impairment risk of the French classification system [from 0 (no risk) to 3 (high risk)], showed that users of level 2 and level 3 prescribed medicines were at higher risk of being responsible for the crash (OR=1.31 [1.24-1.40] and OR=1.25 [1.12-1.40], respectively). The fraction of road traffic crashes attributable to levels 2 and 3 medicines was 3.3% [2.7%-3.9%]. Zolpidem use was associated with an increased risk of being responsible for a road traffic crash (OR=1.28 [1.07-1.53]) whereas use of zopiclone and benzodiazepine hypnotics use was not. Responsibility risk was only increased in the 139 drivers with dispensing of more than one pill of zolpidem a day during the five months before the crash (OR=2.38 [1.61-3.52]). Case-crossover analysis showed an increased risk of crash for benzodiazepine hypnotic users only (OR=1.42 [1.09-1.85]). Hypnotic users shared similar crash characteristics, with crashes more likely to occur on highways. In our database, 196 drivers were exposed to buprenorphine and/or methadone on the day of crash. This specific population was young, essentially males, with important co-consumption of other substances, in particular alcohol and level 3 medicines. Injured drivers exposed to buprenorphine and/or methadone on the day of crash, had an increased risk of being responsible (OR=2.19 [1.51-3.16]). The case cross-over analysis did not demonstrate any association (OR=1.26 [0.93 - 1.70]). Our study provides evidence of the contribution of medicines to the risk of road traffic crashes. According to our results, the French risk classification seems relevant regarding medicines classified as levels 2 and 3 of risk for road traffic crashes. The observed increased risks of being responsible for a crash for zolpidem and substitution maintenance treatment users may be linked to risky behaviors. Improving driver behaviour is one of the challenges for road safety. Providing patients with proper information on the potential effect of medicines on their driving abilities is the main objective of drug and risk classifications such as the French one.

The research portrayed in this dissertation aims to derive empirical means of predicting CBR values from index testing parameters and parameters calculated from them (e.g. shrinkage product). The project involved compiling a database of test results for a range of rock material types across moist and dry regions in southern Africa. The database was compiled in such a way that it represents natural gravels sampled (mostly) for construction or rehabilitation of road layer works. The database included a location description, material description, Weinert N-Value, Atterberg Limits, grading analysis and CBR values. In addition to this, the linear shrinkage product, shrinkage product, grading coefficient, grading modulus and dust ratio were calculated and also used in the analyses. All the samples were divided into two groups based on climate, as described by Weinert (1980). The data was then further sub-divided into compaction classes (95%, 98% and 100% Mod AASHTO) and within these compaction classes, each sample was assigned to a rock material group based on the classification proposed by Weinert (1980), but with minor alterations (e.g. further subdivision of pedogenic deposits). A total of 60 groups were created. Data processing was done using grading normalised to 100% passing the 37,5mm screen. In order to limit interdependency resulting from the cumulative grading, the sieve analysis results were converted to percentages retained on each sieve. This was necessary as statistical regressions often rejected datasets due to interdependency among input parameters (such as Atterberg Limits and cumulative grading). Based on the nature of the data, both stepwise linear regressions and Weibull regressions were performed. Though the Weibull regression is more suitable to the data (in theory) the linear regression could not be excluded, due to variable data. In addition, the existing model proposed by Kleyn (1955) which was derived empirically by Stephens (1988) was also retained for the analysis. In an attempt to refine Kleyn s model, the two parameters used by the method (i.e. grading modulus and plasticity index) were used in normal linear regressions in an attempt to adapt the model to specific material (and compaction) groups in the two climatic regions. More than 130 regressions were done for the final analysis (excluding experimental regressions, etc.), after restricting the predicted CBR ranges in an attempt to eliminate the prevailing data trend. The attempt proved futile, though, placing severe restrictions on the derived models. For each of the 60 groups all four methods were tested (i.e. stepwise linear regression, Weibull regression, Kleyn s model and a linear model adapted for each group based on Kleyn s model) and the most suitable model selected. A number of regressions were incomplete due to insufficient data, particularly in the groups associated with dry regions. Results proved poor and are ascribed to data variability rather than test methods. The data variability, in turn, is the result of test methods with poor reproducibility and repeatability. In short, the test methods (the CBR in particular) resulted in inconsistent data and subsequently poor results, making accurate predictions nearly impossible. / Dissertation (MSc)--University of Pretoria, 2010. / Geology / unrestricted

Moving objects database systems are the most challenging sub-category among Spatio-Temporal database systems. A database system that updates in real-time the location information of GPS-equipped moving vehicles has to meet even stricter requirements. Currently existing data storage models and indexing mechanisms work well only when the number of moving objects in the system is relatively small. This dissertation research aimed at the real-time tracking and history retrieval of massive numbers of vehicles moving on road networks. A total solution has been provided for the real-time update of the vehicles’ location and motion information, range queries on current and history data, and prediction of vehicles’ movement in the near future. To achieve these goals, a new approach called Segmented Time Associated to Partitioned Space (STAPS) was first proposed in this dissertation for building and manipulating the indexing structures for moving objects databases. Applying the STAPS approach, an indexing structure of associating a time interval tree to each road segment was developed for real-time database systems of vehicles moving on road networks. The indexing structure uses affordable storage to support real-time data updates and efficient query processing. The data update and query processing performance it provides is consistent without restrictions such as a time window or assuming linear moving trajectories. An application system design based on distributed system architecture with centralized organization was developed to maximally support the proposed data and indexing structures. The suggested system architecture is highly scalable and flexible. Finally, based on a real-world application model of vehicles moving in region-wide, main issues on the implementation of such a system were addressed.

Habitat loss is the greatest contributor to the decline of species globally and thus understanding habitat use and the consequences fragmentation has on biodiversity is a fundamental step towards management and recovery. I conducted a radio-telemetry study to examine the spatial ecology and the effects of roads on Eastern Hognose Snakes (Heterodon platirhinos), a species at risk, in the Long Point Region of Ontario, Canada. I tested habitat selection at multiple spatial scales and I found that within the home range, snakes avoided agricultural land and selected open sand barrens, particularly for nesting. At the local scale, snakes avoided mature overstory trees and used younger patches of forest. Used locations had more woody debris, logs and low-vegetative coverage than locations selected at random. Eastern Hognose Snakes also showed avoidance of paved road crossings in their seasonal movements, but readily crossed unpaved roads. Management efforts for this species at risk should be placed on the conservation of sand barrens and on the construction of road underpasses to prevent genetic isolation of populations.

The aim of this thesis is to describe the motor vehicle taxation in the Member States of the European Union. The thesis is divided into three sub- chapters. The first chapter describes the historical development of the laws of the Member States of the European Union in the field of vehicle taxation. This chapter also describes types of charges, which may be subject to motor vehicles. This chapter ends with the introduction of EURO emission standards and their impact on motor vehicle taxation. The second chapter is devoted to the collection of road tax in the Czech Republic and its beneficiaries, the State Transport Infrastructure Fund. The third chapter discusses the issue of motor vehicle taxation in individual member countries of the European Union, including specific taxes in individual states, their structures and their revenues.