The immense urbanization of the twentieth century resulted in population and territory growth through the attachment of several nearby villages to the growing city of Budapest. Thus, the yet strictly organized structure of the city became increasingly uneven in terms of available infrastructure and the districts in the outskirts became hardly accessible through means of transportation. In this thesis several paths for a new ring-road connecting the districts in the outskirts of the city are analyzed, having as starting point different plans being designed but not yet developed by Centre for Budapest Transport. The potential path of the new ring-road should be close to the east railway bypass, named Körvasút (Ring-rail) lane starting from Váci road in the north to Soroksári road in the South. The best alignment is discussed in more details, offering a clear view for the reader about its effects – if realized – on the present traffic situation in Budapest. Furthermore, one of the core parts of this paper is the definition of a sustainable, modern goal and criteria system, paying attention to the tasks and aspects of Centre for Budapest Transport (BKK) meanwhile focusing on environmental, social and financial sustainability as well. Thinking about the livability of the city in the future, this is of utmost importance. / Den enorma urbaniseringen under nittonhundratalet resulterade i befolknings- och territoriumstillväxt genom sammanslagning av flera närliggande byar till den växande staden av Budapest. Således blev en ännu strikt organiserad struktur i staden alltmer oorganiserad när det gäller tillgänglig infrastruktur, och distrikten i utkanten av staden var knappt tillgängliga via transportmedel. I denna uppsats analyseras flera alternativ till en ny ringväg, som skall förbinda stadsdelarna i stadens utkant, med utgångspunkt från olika planer som är utformade, men som ännu inte har utvecklats av Centrum för Budapest Transport. Det potentiella läget för den nya ringleden ska vara nära den östra järnvägsknutpunkten, som heter "Körvasút körfalt" som börjar från Váci utca i norr, till Soroksári väg i söder. Den bästa anpassningen diskuteras mer i detalj, och erbjuder läsaren en tydlig bild om dess effekter - om de förverkligas - på den nuvarande trafiksituationen i Budapest. Dessutom är en av de centrala delarna av denna uppsats definitionen av ett hållbart, modernt mål och kriterier, som uppmärksammar de uppgifter och aspekter av Centrum för Budapest Transport, samtidigt som fokus även ligger på miljömässighet, samt social och ekonomisk hållbarhet. Att tänka på beboeligheten i staden i framtiden, är av yttersta vikt.

Construction of infrastructure does not only mean large capital investments but also future costs to operate and maintain these assets. Decision making in planning and design of roads will impact the need of future operation and maintenance activities. Additionally, infrastructure management is often under increasing pressure of aging structures, limited budgets and increased demands from public which require transparency in the decision making. Life cycle costing is a methodology that takes into account costs throughout an asset’s life cycle including investment, operation, maintenance and disposal. Despite the methodology’s existence for more than 40 years, the practical application is often reported to be scarce in both private and public sectors. Implementation in road planning and management means a high complexity where the life cycle costing can to be applied from early planning, design, construction and management in which all influence life cycle cost. Life cycle costing can also be applied in many different ways, level of detail and for different type of studies. For effective implementation of life cycle costing in road planning, design and management, different considerations need to be understood. In this thesis the application of life cycle costing has been studied through case study research. The main case selected was an investment to convert a single carriageway road to a, so called, sparse collision-free road. Through widening and separation between driving directions the traffic safety is significantly improved. However, in recent years increased operation and maintenance costs have been associated with the road type. Especially concerns regarding increased road user cost during road works have been expressed. This case was examined in two case studies from different perspectives. The first one was to study the implications on project appraisal and the second one examined the possibility to optimise pavement design. Results from cost benefit analyses based on established road appraisal techniques indicated that operation and maintenance related costs had limited impact on profitability. The second study also indicated that future cost can be influenced differently depending on criteria for optimal alternative. Based on economic analyses using established techniques, increased operation and maintenance liabilities appear to be of limited concern, in contrary to the perception. In future research this need to be set in context of road management with refined analysis in order to study implications for future management. / <p>QC 20141028</p>

Das Risiko, im Straßenverkehr getötet zu werden, ist für Motorrad-Aufsassen vielfach höher als für andere Verkehrsteilnehmer. Dabei spielt das Verhalten der Motorradfahrer eine zent-rale Rolle. In Abhängigkeit von ihrer Fahrkompetenz können Fahrer durch entsprechendes Agieren und Reagieren kritische Situationen und Unfälle vermeiden. Zur Analyse des Fahrerverhaltens in Situationen individuell unterschiedlicher Kritikalität wurden Versuchs-fahrten mit Motorradfahrern unterschiedlicher Fahrerfahrung auf einem abgesperrten Test-gelände und im öffentlichen Straßenverkehr durchgeführt. Dazu wurde ein Versuchsmotor-rad mit Messtechnik ausgestattet, um detaillierte Informationen zum Fahrer, zum Fahrzeug und zur Umgebung zu erfassen. Die Probanden wiesen große Unterschiede im Fahrerverhal-ten auf, was in den meisten Fällen auf die unterschiedlichen Fahrerfahrungen der Teilneh-mer zurückzuführen ist. Durch detaillierte Analysen des Fahrerverhaltens konnten fahrer-spezifische Defizite festgestellt und entsprechende Verbesserungsmöglichkeiten aufgezeigt werden. Auf Basis dieser Erkenntnisse wurden Konzepte zur Unterstützung des Fahrers bei der Erweiterung seiner Fahrkompetenz beim Motorradfahren aufgestellt. Die Konzepte se-hen eine aus Standardmanövern und Realverkehrsfahrten kombinierte Schulung bzw. ein kombiniertes Training vor. Im Rahmen dessen werden dem Fahrer vor, während oder nach der Fahrt direkt oder indirekt (über eine Begleitperson) relevante Informationen im Hinblick auf entsprechende Verbesserungsmöglichkeiten zur Verfügung gestellt. Darüber hinaus wur-de ein kompakter Datenrekorder prototypisch entwickelt, womit die Grundlage für den prak-tischen Einsatz geschaffen wurde.

The master‘s thesis deals with accidents in road transport in the Czech Republic, Norway and Finland. It includes analysis and comparison of accident rates in those states, an overview of accidents in recent years, legislative requirements and trends in this area and then based on analysis of current proposals includes measures to increase safety in road transport.

This diploma thesis focuses on the analysis and solution of selected transport modes of the town of Šlapanice in the South Moravian Region. This work contains an analysis of transport modes, especially for road transport, parking and cycling and proposes their optimization to increase safety, fluidity or comfort for residents. The first part describes the current state of road, rail, public and bicycle transport. In the second part, the work focuses on road transport, evaluated in terms of traffic safety and compliance with legislative requirements with a proposed solution. Furthermore this work solve parking, when the town of Šlapanice was divided into functional zones according to use and shortcomings were found in selected localities with stating the proposed solution. In the last part, the cycle routes are solved, their shortcomings are found and solutions are given.

Den ökning av fordon som har skett från mitten av 1950-talet till början på 2000-talet har utvecklats till ett stort samhällsproblem som påverkar den upplevda tryggheten bland många barn och deras vårdnadshavare. Ett stort antal vårdnadshavare upplever att området kring barnens skola samt vägen mellan hemmet och skolan är otrygg. Detta gör att många föräldrarskjutsar sina barn till och från skolan med bil, vilket i sin tur leder till att de barn och unga som fortfarande går eller cyklar utsätts för ännu större risk. Det fria skolvalet i kombinationmed etablering av friskolor har förvärrat situationen ytterligare då barnen generellt sett får längre skolväg när föräldrarna fritt får välja skola. När barnen inte längre placeras i den närmsta skolan blir det svårt för kommunerna att förutse vilka vägar som kommer att användas som skolvägar. Detta leder till att många skolvägar inte är utformade med barnen i fokus, vilket hade varit gynnsamt sett utifrån flera perspektiv. Inom ramen för denna uppsats har det genomförts en fallstudie på två mellanstora kommuner i Dalarna med syfte att undersöka hur de arbetar med planering av skolvägar samt huruvida barnkonsekvensanalys är ett verktyg som används för att säkerställa barns bästa. Resultatet kan tyda på att det finns ett glapp mellan teori och praktik då ingen av de tillfrågade kommunerna uppger att de genomför barnkonsekvensanalyser. En av kommunerna uppger att de inte heller har någon rutin för att genomföra dialoger med barn och unga. Detta trots att det numera finns ett lagstadgat krav som säger att barn ska ges möjlighet att uttrycka sin åsikt i alla frågor som rör dem enligt barnkonventionen. Utöver detta genomförs en surveyundersökning för att undersöka hur vårdnadshavare till barn i mellanstadiet ser på trafiksäkerheten längs barnens skolväg samt hur deras barn tar sig till och från skolan. Det visar sig att majoriteten av de barn som går i årskurs 4-6 på de utvalda skolorna går eller cyklar till och från skolan på egen hand. Enkätundersökningen pekar på att 12% av barnen i Borlänge och 16% av barnen i Falun skjutsas till skolan. Majoriteten av vårdnadshavarna uppger att det är av praktiska- eller bekvämlighetsskäl som barnen skjutsas till och/eller från skolan. / The increase in the number of cars that has taken place from the mid-1950s to the beginning of the 2000s has developed into a major societal problem that affects the perceived security among many children and their guardians. Many guardians experience that the school area and the road between home and school is insecure. For that reason, many parents choose to transport their children to and from school by car, which affects the children who are still walking, or cycling as they are exposed to even greater risk. The free choice of school in combination with the establishment of independent schools has further aggravated the situation as the children get a longer way to school when the parents are free to choose a school. When the children are no longer placed in the nearest school, it becomes difficult for the municipalities to predict which roads will be used as school roads. As a result, many school roads are not designed with the children in focus, which would have been favorable. In this study, a case study was conducted on two medium-sized municipalities in Dalarna with the aim of investigating how they work with planning school routes and whether child impact assessment is a tool used to ensure the best interests of children. The results may indicate that there is a gap between theory and practice as none of the municipalities carry out child impact assessments. One of the municipalities also tells that they have no routine for conducting dialogues with children and young people even though there is now a statutory requirement that children should be given the opportunity to express their opinion on all issues concerning them, according to the Convention on the Rights of the Child. A survey has been conducted to examine what guardians of children in middle school think about the traffic safety along their children's school roads and how their children travel to and from school. It turns out that most of the children in grades 4-6 in the selected schools walk or cycle to and from school on their own. The survey indicates that 12% of the children in Borlänge and 16% of the children in Falun are transported to school. Most guardians considerit is practical or convenience that the children are transported by car.

Vilken transportväg är den miljövänligaste för att ta sig från plats A till plats B? För att ta reda på detta krävs det någon form av modell för vägnätet som gör det möjligt att beräkna den totala bränsleförbrukningen för en viss resväg. Ett sätt att skapa en sådan kostnadsmodell är genom att applicera vägnätet på en höjdmodell med mål att vägnätet ska få höjddata. Problemet med denna metod är dock att stora plötsliga höjdskillnader genereras vilket inte motsvarar verkligheten. Syfte med detta arbete är därför att undersöka orsaken eller orsaker till varför stora höjdskillnader uppstår vid en direkt applikation av vägnät på en höjdmodell. I denna studie motsvaras vägnätet av NVDB (Sveriges nationella vägdatabas) som innehåller Sveriges vägar, och höjdmodellen av en höjdmodell framtagen med hjälp av Lantmäteriets laserskanning. Rapporten delas in i två delar - en teoridel och en databearbetning. Den första delen, teoridelen, ska ge en inblick i hur NVDB och Lantmäteriets höjdmodell är framtagna. I denna del finns även information om de tre studieområdena Göteborg, Kiruna och Värnamo. Den andra delen som är databearbetning handlar istället om att slå ihop de två dimensionerna för att senare kunna identifiera eventuella problemområden. För att åstadkomma detta används bland annat Extract By Mask och Focal Statistics i programmet ArcGIS. Resultatet från denna studie visar att den vanligaste orsaken till att problemområden uppstår är att vägnätet i NVDB hamnar utanför den fysiska och verkliga vägen på höjdmodellen. Andra orsaker som kunde identifieras är kritiska punkter såsom tunnlar och broar. Att vägnätet hamnar utanför beror på att generaliseringsregler tillämpas vid framtagning av NVDB. För att lösa problemet med plötsliga höjdförändringar skulle exempelvis interpolation kunna användas för att jämna ut skillnaden. / Which transport route from point A to point B is the most environmentally friendly? To determine it, a model of the road network is needed to calculate the total fuel consumption for a specific route. One way to create this type of cost model is to apply the road network to a height model, intending to assign height data for the road network. However, the problem with this method is that large, sudden height differences occur which do not correspond to reality. The motive of this work is to investigate the cause or causes of why these height differences appear with the direct application of a road network onto a height model. In this report, the road network is NVDB (National Road Database of Sweden) which contains all roads of Sweden, and the height model is a height model produced by the laser scanning of Lantmäteriet. The report is divided into two parts - literature study and data processing. The first part, the literature study, is supposed to give an insight into how NVDB and the height model are created. This part also contains information about the three study areas Göteborg, Kiruna and Värnamo. In the second part, which is the data processing, the two dimensions are merged and are later analyzed to identify any problem areas. To achieve this, the software program ArcGIS is used, and Extract By Mask and Focal Statistics are some used functions. The results from this study indicate that the most common source of problem areas where height differences occur is that the road network in NVDB is placed incorrectly and therefore does not correspond to the physical world whereas often is the road on the height model. Another common source are critical points such as tunnels and bridges. When producing the NVDB, rules of generalization are applied, resulting in the road network placed outside the physical road. A potential solution for the sudden height change is using interpolation between points to level out the height difference.

GPS technology has been embedded into portable, low-cost electronic devices nowadays to track the movements of mobile objects. This implication has greatly impacted the transportation field by creating a novel and rich source of traffic data on the road network. Although the promise offered by GPS devices to overcome problems like underreporting, respondent fatigue, inaccuracies and other human errors in data collection is significant; the technology is still relatively new that it raises many issues for potential users. These issues tend to revolve around the following areas: reliability, data processing and the related application. This thesis aims to study the GPS tracking form the methodological, technical and practical aspects. It first evaluates the reliability of GPS based traffic data based on data from an experiment containing three different traffic modes (car, bike and bus) traveling along the road network. It then outline the general procedure for processing GPS tracking data and discuss related issues that are uncovered by using real-world GPS tracking data of 316 cars. Thirdly, it investigates the influence of road network density in finding optimal location for enhancing travel efficiency and decreasing travel cost. The results show that the geographical positioning is reliable. Velocity is slightly underestimated, whereas altitude measurements are unreliable.Post processing techniques with auxiliary information is found necessary and important when solving the inaccuracy of GPS data. The densities of the road network influence the finding of optimal locations. The influence will stabilize at a certain level and do not deteriorate when the node density is higher.

There are around 300, 000 kilometer of gravel roads throughout the Swedish countryside, used every day by common people and companies. These roads face constant wear due to harsh weather as well as from heavy traffic, and thus, regular maintenance is required to keep up the road standard. A cost effective maintenance requires knowledge of where support is needed and such data is obtained through inventorying. Today, the road inventory is done primarily by hand using manual tools and requiring trained personel. With new tools, this work could be partially automated which could save on cost as well as open up for more complex analysis. This project aims to investigate the possibility of automating road inventory using computer vision and machine learning. Previous works within the field show promising results using deep convolutional networks to detect and classify road anomalies like potholes and cracks on paved roads. With their results in mind, we try to translate the solutions to also work on unpaved forest roads. During the project, we have collected our own dataset containing 3522 labelled images of gravel and forest roads. There are 203 instances of potholes, 614 bare roads and 3099 snow covered roads. These images were used to train an image segmentation model based on the YOLOv8 architecture for 30 epochs. Using transfer learning we took advantage of pretrained weights gained from training on the COCO dataset. The predicted road segmentation results were also used to estimate the width of the road, using the pinhole camera model and inverse projective geometry. The segmentation model reaches a AP50−95 = 0.746 for the road and 0.813 for the snow covered road. The model shows poor detection of potholes with AP50−95 = 0.048. Using the road segmentations to estimate the road width shows that the model can estimate road width with a mean average error of 0.24 m. The results from this project shows that there are already areas where machine learning could assist human operators with inventory work. Even difficult tasks, like estimating the road width of partially covered roads, can be solved with computer vision and machine learning.

In order to avoid the occurrence of early-age damage, cement-treated base (CTB) materials must be allowed to cure for a period of time before the pavement can be opened to traffic. Trafficking of a CTB before sufficient strength gain has occurred can lead to marring or rutting of the treated layer. The specific objectives of this research were to examine the correlation between Clegg impact values (CIVs) determined using a heavy Clegg impact soil tester and rut depths measured in newly constructed CTB and subsequently establish a threshold CIV at which rutting should not occur.The experimental work included field testing at several locations along United States Highway 91 near Smithfield, Utah, and laboratory testing at the Brigham Young University (BYU) Highway Materials Laboratory. In both the field and laboratory test programs, ruts were created in CTB layers using a specially manufactured heavy wheeled rutting device (HWRD). In the field, ruts caused by repeated passes of a standard pickup and a water truck were also evaluated. The collected data were analyzed using regression to identify a threshold CIV above which the CTB should not be susceptible to unacceptable rutting. From the collected data, one may conclude that successive wheel passes each cause less incremental rutting than previous passes and that CTB similar to the material tested in this research should experience only negligible rutting at CIVs greater than about 35. The maximum rut depth measured in either field or laboratory rutting tests was less than 0.35 in. in this research, probably due to the high quality limestone base material utilized to construct the CTB. In identifying a recommended threshold CIV at which CTB layers may be opened to early trafficking, researchers proposed a maximum tolerable rut depth of 0.10 in. for this project, which corresponds to a CIV of approximately 25. Because a CIV of 25 is associated with an acceptably minimal rut depth even after 100 passes of the HWRD, is achievable within a reasonable amount of time under normal curing conditions, and is consistent with earlier research, this threshold is recommended as the minimum average value that must be attained by a given CTB construction section before it can be opened to early trafficking. Use of the proposed threshold CIV should then ensure satisfactory performance of the CTB under even heavy construction traffic to the extent that the material properties do not differ greatly from those of the CTB evaluated in this research.