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This diploma thesis focuses on the issue of seniors in transportation and examines the typical causes of traffic accidents caused by the participation of persons of this age category. The theoretical part of the thesis explains the demographic development of the society with regard to the population’s mobility and describes the personality of the person in the transport environment from the traffic psychology point of view focusing on seniors. The empirical part of the thesis focuses on the analysis of traffic accidents with the participation of seniors, defining the causes. It sets out the practical tools that can be used to objectively assess the driver's ability to drive in terms of driver's age and the possibility of reducing the number of traffic accidents caused by the elderly.

The aim of this master's thesis is to design an extension of the existing simulation system for designing traffic intersections. The required extension will allow the use of the Siemens sX traffic controllers. The introduction to the topic of traffic engineering, traffic controllers configuration and the dynamic traffic control is discussed first. The next part is dedicated to describing the implementation of the existing simulation system. The following chapter describes the use of the sX traffic controllers and also describes the design of the required extension of the existing simulation system, for a purpose of enabling the use of sX traffic controllers. This is followed by a chapter describing the implementation of this extension. The last chapter is devoted to testing the whole system in terms of functionality and performance. Finally, other possibilities for the future development are outlined.

Annual Average Daily Traffic (AADT) data in the transportation industry today is an important tool used in various fields such as highway planning, pavement design, traffic safety, transport operations, and policy-making/analyses. Systematic literature review was used to identify the current methods of estimating AADT and ranked. Ordinary linear kriging occurred most. Also, factors that influence the accuracy of AADT estimation methods as identified include geographical location and road type amongst others. In addition, further analysis was carried out to determine the most apposite kriging algorithm for AADT data. Three linear (universal, ordinary, and simple), three nonlinear (disjunctive, probability, and indicator) and bayesian (empirical bayesian) kriging methods were compared. Spherical and exponential models were employed as the experimental variograms to aid the spatial interpolation and cross-validation. Statistical measures of correctness (mean prediction and root-mean-square errors) were used to compare the kriging algorithms. Empirical bayesian with exponential model yielded the best result.

This study presents a model that explains the traffic fatality by exploring the Poisson regression model using two types of explanatory variables – referred to as internal and external factors. Internal factors contain variables closely linked to traffic safety, such as speed limits and belt usage (Strandroth et al., 2012), whereas external factors comprise a set of variables that the Swedish Transport Administration cannot control, such as the economy and demographic change (Wiklund et al., 2012). The purpose of the study is to evaluate the impact that internal and external factors have on the traffic fatality. This is done by modeling the traffic fatality using internal factors and then assessing the contribution of adding external factors in the regression model with a forward variable selection strategy. This study uses Swedish traffic fatality data as monthly statistics. The main characteristics of the data are that fatalities have generally decreased with time. Also, the data is characterized by a long term cyclical pattern as well as a yearly cyclical pattern. For the purpose of modeling the impact of internal factors, a model inspired by Brüde (1995) has been adopted, using the variable time as the only explanatory variable. It is concluded that internal factors can be used to significantly explain the general trend of the development of traffic fatalities. The variables chosen to represent external factors were economic development, traffic exposure, demographic development and seasonal trend. The study concludes that the variables economic development, traffic exposure and demographic development significantly contribute to explain the long term cyclical trends, indicating that traffic fatality is a complex multivariate system where no single variable can solely explain its dynamics. The external factor seasonal trend has the most impact of the examined external factors and explains the yearly cyclical pattern by itself. The model presented in this study shows high explanatory power and overall good fit to fatality data, making it a promising tool for statistical analysis of factors contributing to fatality. Especially for the Swedish Transport Administration, the impact of external factors can be evaluated statistically. This study leaves room for further research to assess the impact of additional external factors as well as evaluating the model’s predictive power, both of interest to the Swedish Transport Administration. / Denna studie presenterar en modell som förklarar dödsfall i trafiken genom tillämpning av Poissonregression där två typer av förklaringsvariabler använts – interna och externa faktorer. Interna faktorer innefattar variabler som är direkt knutna till trafiksäkerhet, såsom hastighetsbegränsningar och användande av säkerhetsbälte (Strandroth et al., 2012). Externa faktorer är variabler som Trafikverket inte kan kontrollera, såsom landets ekonomi och demografiska förändringar (Wiklund et al., 2012). Syftet med denna studie är att evaluera påverkan av interna och externa faktorer på dödsfall i vägtrafik. Detta görs genom att analysera hur väl interna faktorer förklarar dödsfall i vägtrafik och sedan undersöka förbättringen av att införa externa faktorer som förklaringsvariabler genom användande av en forward variable selection-strategi. Denna studie använder månatlig data över dödsfall i svensk trafik. Dessa data karaktäriseras av en nedgående trend. Dynamiken av dödsfall visar på ett långt cykliskt mönster samt ett kortare, årligt mönster. I syfte att modellera påverkan av interna faktorer har en modell inspirerad av Brüde (1995) tillämpats. Denna modell använder enbart variabeln tid som förklaringsvariabel. Studien konstaterar att interna faktorer kan användas för att signifikant beskriva en generell trend för utvecklingen av dödsfall i vägtrafik. Variablerna som har valts att representera externa faktorer är ekonomisk utveckling, trafikarbete, demografi samt en säsongstrend. Studien konstaterar att variablerna ekonomisk utveckling, trafikarbete och demografi beskriver det långa cykliska mönstret, vilket tyder på att dödsfall i vägtrafik är av komplex natur och kan inte beskrivas av en ensam variabel. Den externa faktorn säsongstrend förbättrar modellen mest av de externa faktorerna och kan ensam förklara det kortsiktiga cykliska mönstret. Den modell som presenteras i denna studie har hög förklaringsgrad och en överlag bra modellanpassning, vilket gör den till ett lovande verktyg för statistisk analys av faktorer bidragande till dödsfall i trafiken. Modellen är av särskilt intresse för Trafikverket då den tillåter statistisk utvärdering av externa faktorers påverkan. Denna studie lämnar utrymme för framtida forskning att utvärdera påverkan av ytterligare externa faktorer samt att evaluera modellens förmåga att prognostisera framtida antal dödsfall i vägtrafik, vilka båda är intresseområden för Trafikverket.

Wide area cellular mobile networks have rapidly evolved over the years. In the beginning achieving wide area coverage was a great achievement – enabling subscribers to call from wherever they were currently located and whenever they wanted. Additionally these systems supported mobility of subscribers, so that calls could continue even while a subscriber moved from one cell to another. Today mobility management is something everyone takes for granted. New functionality is continuously being developed for these networks. An important aspect of this evolution has been to enable new applications and technologies to be introduced while maintaining interoperability with the existing technologies. These mobile networks use new technologies and enable new applications, but they interconnect with existing networks that utilize earlier technologies, such as the existing fixed telephone network. These interconnections enable communication between subscribers connected via all of these networks. In today’s mobile networks there are a variety of technologies working side by side, for example 2G, GPRS, 3G, and so on. The earlier networks used circuit switching technology, but the trend in later networks was to transition exclusively to packet switching. One of the most important network entities is the mobile switch center (MSC). In the earlier circuit switched networks the MSC is the heart of the circuit switching network. The MSC is responsible for management, control, and communication to and from the mobile stations (MSs) in the area managed by the MSC. The MSC stores information about each of the MSs in one or more databases. In the subscriber’s home network the information about their subscription is stored in a home location register (HLR), while when this subscriber is in another network information is stored in a visitor location register (VLR). The MSC together with other elements of the core network handles mobility management, enabling both handover and roaming. A gateway MSC enables MSs to communicate with phones connected to the fixed network. The aim of this thesis is to analyze the traffic situation for Kulyab region in order to configure and install the MSC in Kulyab. For the time being there is no radio network controller (RNC) in Kulyab region, so the MSC in Kulyab will be configured to support 2G traffic. The configuration will be based on the expected mobile traffic load in the Kulyab region, thus the first steps in the process were to collect and analyze data about the existing traffic in this region that is currently served by a MSC located outside of this region. The configuration of the new MSC will be based on this analysis. After installing and configuring the new MSC some question need to be answered, namely: Can the MSC in Kulyab support all the base stations in Kulyab region? If not, how many base stations can it support? To what extent does the addition of this new MSC improve the overall network in terms of increased reliability, capacity, and throughput? How much will the capacity of the existing MSC, that is responsible for traffic outside Dushanbe, be increased due to the introduction of the new MSC? / Den mobila täckningen har utvecklats snabbt under åren. Att uppnå den mobila täckningen var i början en stor prestation – att kunna erbjuda telefontjänster för abonnenterna var än de befann sig och när de ville. Förutom detta så stödde detta system också fri rörlighet för abonnenterna. Under ett samtal kunde de förflytta sig från en cell till ett annan utan att samtalet bröts. Nu är mobilitetshanteringen någonting självklart. Nya funktioner utvecklas ständigt för dessa nätverk. En viktig aspekt för utvecklingen är att möjliggöra så att nya applikationer och teknologier kan introduceras och fortfarande vara kompatibla med de existerande teknikerna. Dessa mobilnätverk använder nya tekniker och möjliggör nya applikationer som är kompatibla med det existerande nätverket. Det existerande nätverket använder sig av tidigare teknologier, så som den fasta telefonnätet. Detta möjliggör kommunikation mellan abonnenterna från olika nätverk. I dagens nätverk finns det ett antal olika nätverk, som t.ex. 2G, GPRS, 3G och så vidare. Det tidigare nätverket använde sig av kretskopplad teknik, men trenden är attuteslutande använda sig av paketkopplad teknik. En av de viktigaste nätverksenheterna är ”Mobile switch center” (MSC). I de tidigare kretskopplade nätverket är MSC hjärtat i det kretskopplade nätverket. MSC är ansvarig för hanteringen, kontrollen och kommunikation till och från demobila enheterna (MS) i området som kontrolleras av MSCn. MSC lagrar information om var och en av MS i ett eller flera databaser. I abonnentens hemnätverk finns information om abonnentens abonnemang i ett hemregister (HLR). När abonnenten befinner sig i ett annat nätverk lagras informationen i ett gästregister (VLR). MSC hanterar mobilitet tillsammans med andra nätverksenheter i ”Core network” (CN) och möjliggör överlämnande (handover) och roaming. ”Gateway MSC” GMSC möjliggör kommunikation mellan MS och det fasta nätverket. Syftet med examensarbetet är att analysera trafiken för Kulyab-regionen för att konfigurera och installera en MSC i Kulyab. För tillfället finns ingen ”Radio network controller” (RNC) i regionen Kulyab, så MSCn i Kulyab kommer att konfigureras för att stödja 2G trafik. Konfigurationen baseras på den förväntade belastningen av mobiltrafiken i Kulyab-regionen, följaktligen är det första steget i processen att samla ihop och analysera information om den existerande trafiken i Kulyab-regionen. Trafiken tillhörande Kulyab-regionen handskas för närvarande av en MSC som befinner sig utanför detta område. Konfigurationen av den nya MSCn kommer att baseras på denna analys. Efter installationen och konfigurationen av den nya MSCn kommer följande frågor att bli besvarade, nämligen: Kan MSCn i Kulyab stödja alla basstationerna i Kulyab regionen? Om inte, hur många basstationer kan MSCn stödja? Till vilken grad kommer den nya MSCn att förbättra nätverket i termer av ökad tillförlitlighet, kapacitet och trafikgenomströmning? Hur mycket kommer kapacitetsökningen för den existerande MSC utanför Dushanbe att öka då MSC i Kulyab installeras?

The growing population and motorization generate more movements. In many cities, the increase of population and motorization is much greater than the development of the capacity of the transportation network. For unprotected road users, the risk of getting in a traffic accident increases and the risk of being more severely injured in an accident. In March 2020, a pandemic was declared because of a Coronavirus. More people started to work/study from home to prevent the virus from spreading by avoiding unnecessary trips, gatherings, and crowded areas. Therefore, travel behaviours have shifted during the pandemic compared to previous years. This project aims to get knowledge of how mobility and traffic accidents are affected by significant shifts of travel flow, predict the effect of traffic accidents based on mobility, and evaluate the risk of travelling on a particular road segment. / <p>Examensarbetet är utfört vid Institutionen för teknik och naturvetenskap (ITN) vid Tekniska fakulteten, Linköpings universitet</p>

Crashes resulting from automobiles running a red light are typically severe in nature. One way to try to reduce the number and severity of these types of crashes is by increasing the red clearance interval of a traffic signal. In Portland, Oregon, eight intersections received a variety of treatments including red extensions. Determining which treatment had what effect can be difficult to weed out. Using a combination of crash analysis and a model simulating an intersection with red extensions, this paper describes the estimated impact of red light running intersection upgrades and red extensions on crashes. By performing a variety of before and after crash analysis, a reduction of angle crashes after treatments was detected, with a crash modification factor of 0.64 +/- 0.28 using the Empirical-Bayes method. Output from the simple simulation also suggest that red light running crashes can be reduced with red extension technology and confirms crash modification values determined from the Empirical-Bayes method.

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The purpose of the following report is to account for and summarize the authority and tasks that municipalities, authorities and contractors have in the implementation of temporary traffic diversions. In addition to this, the cooperation between all actors has also been investigated with the aim of finding out what types of routines and potential tools are used in connection with the work. The implementation of the report is based on a qualitative study, for which relevant people with different tasks have been interviewed or answered questionnaires. Furthermore, governing documents for relevant parties have been studied with the intention of describing the requirements that apply to work adjacent to or on the road. The results have subsequently been compiled in an account of the work parties' tasks, views and suggestions for improvement. In this it appears that the road maintenance authorities have an examinative responsibility and has the authority to approve the work carried out on its behalf. For and in particular all road works, of which the diversion is a part, traffic device plans must also be drawn up and describe solutions for traffic-related problems. These are the tasks of the executing contractor to draft with regard to the requirements of the road maintenance authority. It also appears that the majority of the interviewees consider the cooperation to be satisfactory, but state how interpretation of the governing documents can result in conflicts between the parties. In addition, significant differences for the systems used in the coordination can be noted for each municipality and authority.