The subject of the thesis is to elaborate the search study of the southeastern two-line bypass of the town of Kromeriz in the road section II/432 to the road I/47. The goal of the proposed bypass is both to demonstrate the technical option of its guidance in the specified area and to reserve a space which can be incorporated into the ground plan of Kromeriz. The bypassed communication will especially in the prospective state lead away the transit traffic from the town center of Kromeriz.

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This master's thesis is written on behalf of the Royal Institute of Technology and the Swedish Transport Administration. The purpose of the study was to investigate, from a theoretical framework, the potential transition towards ERS from a specific actor's perspective. This actor is a consortium that represents and runs a small-scale socio-technical experiment in the form of an ERS demonstration project. The author has conducted the study through two main steps. The first step was to form an empirical starting point in the form of a literature study and interview study, followed by the creation of a theoretical framework with the central theory of transition management. The second step was a case study in the form of the ERS demonstration project eRoadArlanda, which was conducted through an interview study. Conclusions are based on the empirical material from the case study following the theoretical framework and concern the barriers and opportunities that exist within the development work regarding the transition towards ERS. In recent years, ERS has been mentioned as a strong candidate to counter act the fossil dependenceof the transport sector. The transport sector is characterized as a sophisticated mature sociotechnical system in an incremental fossil-driven technological development pathway and, hence, is naturally resistant to radical changes. In recent years, driven by progressive political climate goals, the need to establish solutions for the transport sector's fossil dependency has intensified. This has led to the potential ERS solution, which, through years of various development projects, especially in the form of demonstration projects, is now being evaluated to be tested commercially in a pilot. This leads to various challenges and uncertainties and forms the starting point of the study. The study investigates a specific actor's perspective within a broad empirical context in the form of apotential transition towards ERS. A theoretical framework with the central theory of transition management has been used to explain critical factors within the studied phenomenon. Transition management is a framework that aims to facilitate socio-technical transitions by working with shared multi-level problem structuring and vision-creation, thereby facilitating knowledge development and multi-level participation. The result of the study is based on that the driving force of establishing ERS originally descended from a private and public collaboration and that this driving force, in recent years, has become more politicized. Within this aspect, the author highlights barriers in the form of disagreements regarding the problem that ERS intend to solve and a divide regarding—which characterizations should characterize the future system ERS. Also, opportunities are highlighted—which are, aspects of the transition have been in accordance with the theoretical framework and can constitute a future basis for a successful transition to ERS. / Denna masteruppsats är skriven på uppdrag av Kungliga Tekniska Högskolan och Trafikverket. Syftet med studien är att från ett teoretiskt ramverk undersöka den potentiella övergången mot ERS från en specifik aktörs perspektiv. Denna aktör är ett konsortium som representerar och driver ett småskaligt socio-tekniskt experiment i form av ett ERS demonstrationsprojekt. Författaren har genomfört studien genom två huvudsakliga steg. Det första steget var att forma en empirisk utgångspunkt i form av en litteraturstudie och intervjustudie, följt av skapandet av ett teoretiskt ramverk med den centrala teorin transition management. Det andra steget utgjordes av casestudie i form av ERS demonstrationsanläggningen eRoadArlanda som genomfördes genom en intervjustudie. Slutsatser är baserade på det empiriska materialet från casestudien i enlighet med det teoretiska ramverket och berör vilka barriärer och möjligheter som finns inom utvecklingsarbetet gällande ERS. Under senare år har ERS blivit nämnd som en stark kandidat att motverka transportsektorns fossilberoende. Transportsektorn karaktäriseras som ett sofistikerat moget socio-tekniskt system som befinner sig inom en inkrementell fossildriven teknologisk utvecklingsbana och därav är naturligt motståndskraftigt mot radikala förändringar. Under senare år, drivet av progressiva politiska klimatmål, så har behovet kring att etablera lösningar för transportsektorn fossilberoende blivit mer intensifierat. Detta har lett till den potentiella lösningen ERS som genom år av diverse utvecklingsprojekt, framförallt i form av demonstrationsanläggningar, nu är aktuell att testas kommersiellt i en pilot. Detta föranleder till olika utmaningar och osäkerheter och utgör studiens utgångspunkt. Studien undersöker en specifik aktörs perspektiv inom en bred empirisk kontext i form av en potentiell övergång mot ERS. Ett teoretiskt ramverk med den centrala teorin transition management har använts för att uttyda kritiska faktorer inom det studerade fenomenet. Transition management är ett ramverk som ämnar att facilitera socio-tekniska övergångar genom att arbeta med gemensam problemstrukturering och vision-skapande på multinivå och därmed facilitera kunskapsutveckling och multinivå engagemang. Resultat av studien bygger på att den drivkraft att etablera ERS, som initialt härstammade från ett privat och offentligt samarbete, på senare år har blivit mer politiserad. Författaren belyser genom detta barriärer i form av oenigheter gällande problemet som ERS ämnar lösa samt en splittring gällande vilka karaktäriseringar som skall känneteckna det framtida systemet ERS. Dessutom belyses möjligheter - vilka aspekter av övergången som varit i enlighet med det teoretiska ramverket och kan utgöra en framtida grund för en framgångsrik övergång mot ERS.

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Construction of pavements requires the subgrades - which are the foundation of the structure, to be capable of supporting traffic loads that would be applied onto them. In the case that the subgrades are unable to support the structure, failure would occur. The subgrade being in-situ soil can be of poor quality if not properly constructed or improved if necessary. In Canada, the eastern region precisely Ontario and Quebec, is dominated by sensitive marine clays which when disturbed lose their strength drastically making them a geotechnical hazard. The soil's high sensitivity causes this behavior it poses. Therefore, to construct pavements in this type of soil, improvement techniques are required. One such is lime stabilization which improves the engineering properties of the soil. Research on the stabilization of sensitive marine clay in Canada has been conducted to a certain extent showing the effectiveness of the process in improving the soil's poor engineering properties. However, during the process of stabilization, the thermal (T), hydraulic (H), mechanical (M) and chemical (C) processes and interactions that occur influence the behavior of the stabilized clay. Environmental stresses such as moisture and temperature are also known to affect the coupled processes that occur. However, these coupled processes and their impact on the stabilized clay are not well known and understood. The goal of the research was to therefore, conduct various column experiments and monitoring to determine the evolution of the coupled THMC processes under normal curing and when daily thermal cycles were applied to the treated and untreated clay. Various columns were prepared in the laboratory to accommodate the compacted treated and untreated sensitive marine clay for monitoring over 28 days. In addition, columns from which samples for extensive geotechnical testing were collected, were prepared. The soils' strength and hydraulic conductivity were determined through testing while the suction, electrical conductivity and temperature evolution were determined by use of sensors placed within the columns. The developed mechanical properties of the soil were significantly improved by use of lime. This development of mechanical properties was further enhanced when the daily thermal cycles were applied to the soil due to increased curing temperature stimulated. In addition, to temperature and chemical reactions, it was observed that the hydraulic properties also contributed to the developed soil strength. The strongly coupled THMC processes were thus, observed during the treatment of the clay with lime. The results obtained will therefore, contribute to a better understanding of the coupled THMC processes that occur when sensitive marine clay is treated with lime. It will further contribute to cost effectively designing pavements in regions with sensitive marine clays or similar.

The study of ancient Maya causeways is crucial for understanding Maya social and spatial organization. Archaeologists have been interested in Maya causeways for decades, specifically documenting their locations. More recently, the use of Geographic Information Systems, or GIS, has been used for understanding the spatial organization of archaeological sites. GIS analyses on ancient Maya causeways however have been very limited. This thesis aims to evaluate ancient Maya causeways through GIS analysis. Specifically, five intersite causeway systems are looked at: the Mirador Basin, Yaxuna-Coba-Ixil, Uxmal-Nohpat-Kabah, Ake-Izamal-Kantunil, and Uci-Kancab-Ukana- Cansahcab. These causeway systems were evaluated using least-cost paths based on the terrain. In this thesis, I argue that the intersite causeways do not follow a least-cost path based on terrain and that the purpose of these roads varies between sites and regions.

Geo-specific road database development is important to a driving simulation system and a very labor intensive process. Road databases for driving simulation need high resolution and accuracy. Even though commercial software is available on the market, a lot of manual work still has to be done when the road crosssectional profile is not uniform. This research deals with geo-specific road databases development, especially for roads with non-uniform cross sections. In this research, the United States Geographical Survey (USGS) road information is used with aerial photos to accurately extract road boundaries, using image segmentation and data compression techniques. Image segmentation plays an important role in extracting road boundary information. There are numerous methods developed for image segmentation. Six methods have been tried for the purpose of road image segmentation. The major problems with road segmentation are due to the large variety of road appearances and the many linear features in roads. A method that does not require a database of sample images is desired. Furthermore, this method should be able to handle the complexity of road appearances. The proposed method for road segmentation is based on the mean-shift clustering algorithm and it yields a high accuracy. In the phase of building road databases and visual databases based on road segmentation results, the Linde-Buzo-Gray (LBG) vector quantization algorithm is used to identify repeatable cross section profiles. In the phase of texture mapping, five major uniform textures are considered - pavement, white marker, yellow marker, concrete and grass. They are automatically mapped to polygons. In the chapter of results, snapshots of road/visual database are presented.

This research focuses on extracting road models from stereo video sequences taken from a moving vehicle. The proposed method combines color histogram based segmentation, active contours (snakes) and morphological processing to extract road boundary coordinates for conversion into Matlab or Multigen OpenFlight compatible polygonal representations. Color segmentation uses an initial truth frame to develop a color probability density function (PDF) of the road versus the terrain. Subsequent frames are segmented using a Maximum Apostiori Probability (MAP) criteria and the resulting templates are used to update the PDFs. Color segmentation worked well where there was minimal shadowing and occlusion by other cars. A snake algorithm was used to find the road edges which were converted to 3D coordinates using stereo disparity and vehicle position information. The resulting 3D road models were accurate to within 1 meter.

Roadway crashes related to vision obstruction due to fog/smoke (FS) conditions constitute a challenge for traffic engineers. Previous research efforts mostly concentrated on the snow and rain related crashes. Statistics show that Florida is among the top three states in terms of crashes due to vision obstruction by FS. This research culminated in a comprehensive study of fog and smoke related crashes in the state of Florida. The analysis took into account the crashes that occurred between 2003 and 2007 on Florida state roads. Spatial analysis and injury severity analysis have been conducted and significant results have been identified. The spatial analysis by GIS examines the locations of high trends of FS related crashes on state roads in the State of Florida. Statistical features of the GIS tool, which is used efficiently in traffic safety research, has been used to find the crash clusters for the particular types of crashes that occur due to vision obstruction by FS. Several segmentation processes have been used, and the best segmentation for this study was found to be dividing the state roads into 1 mile segments, keeping the roadway characteristics uniform. Taking into account the entire state road network, ten distinct clusters were found that can be clearly associated with these types of crashes. However, no clear pattern in terms of area was observed, as it was seen that the percentage of FS related crashes in rural and urban areas are close. The general characteristics of FS related crashes have been investigated in detail. For the comparison to clear visibility conditions, simple odds ratios (in terms of crash frequencies) have been introduced. The morning hours in the months of December to February are found to be the prevalent time for fog related crashes, while for the smoke related crashes the dangerous time was found to be morning to midday in the month of May. Compared to crashes under clear-visibility conditions, the fog crashes tend to result in more severe injuries and involve more vehicles. Head-on and rear-end crashes are the two most common crash types in terms of crash frequency and severe crashes. For the injury severity analysis, a random effect ordered logistic model was used. The model in brief illustrates that the head-on and rear-end crash types are the two most prevalent crash types in FS conditions. Moreover, these severe crashes mainly occurred at higher speeds. Also they mostly took place on undivided roads, roadways without any sidewalk and two-lane rural roads. Increase of average daily traffic decrease the severity of FS related crashes. Overall, this study provides the Florida Department of Transportation (FDOT) with specific information on where improvements could be made to have better safety conditions in terms of vision obstruction due to FS in the state roads of Florida. Also it suggests the times and seasons that the safety precautions must be taken or the FS warning systems to be installed, and the controlling roadway geometries that can be improved or modified to reduce injury severity of a crash due to FS related vision obstruction.