The aim of the thesis is a reconstruct the railway station Bystřice pod Hostýnem, so it would suit current and future traffic. The main purpose of the reconstruction is a design of platforms that meet requirements for persons with reduced mobility under applicable legislation.

This study explores the role of universities as well as their strategies and extent to which entrepreneurship education is fostered in terms of policy frameworks, the curriculum and stakeholders‟ perceptions of entrepreneurship education. The study was guided by the question: “How do universities in Tanzania foster entrepreneurship education in different fields of study?” Shapero‟s entrepreneurial event model has been adapted to analyze the feasibility and desirability of entrepreneurship education in a university-wide curriculum. This is a case study of two public universities in Tanzania: the University of Dar es Salaam and Mzumbe University. In-depth interviews were conducted with lecturers across disciplines at the selected universities. Some officials from relevant government ministries and agencies were also interviewed. In addition to the interviews, relevant documents from the universities and government were also reviewed. An analysis of the data indicates that entrepreneurship education is not well-integrated within the university-wide curricula because its implementation does not suit the pedagogical needs of some disciplines. Its desirability and feasibility is still debatable because of various factors such as ; the incoherence between national and university policy strategies; complexity of university multidisciplinary structures; variations in stakeholders‟ perceptions; the business-oriented view of entrepreneurship education reflected in the literature and the evolution of the selected universities. However, the role of donor support for the current status of entrepreneurship education is significant by virtue of projects that are attached to some faculties and schools. Through these projects, entrepreneurship-related courses, programmes, centres and staff capacity development have been established. This study recommends that entrepreneurship education should be tailored to enhance the skills necessary for all forms of employment. This should go hand-in-hand with the establishment of boundary crossings between academia and emerging labour market. Donor-oriented projects should be well-negotiated between partners so that entrepreneurship education initiatives are tailored to suit the local context. / Thesis (PhD)--University of Pretoria, 2013. / gm2014 / Education Management and Policy Studies / unrestricted

I samband med slutavverkning uppstår ibland körskador på skogsmarken. Stora Enso Skog har sedan flera år tillbaka problem med allvarliga körskador kopplat till överfarter vid slutavverkning. I den här studien identifierades och analyserades orsakerna till varför de allvarliga körskadorna uppkom vid överfarterna. Studien är en analys av trakter med betygsatta överfarter i Stora Ensos Skogs Grönt bokslut för 2019 och 2020 samt Egenkontroll och Traktdirektiv för trakterna som kompletterades med en fältinventering. Detta möjliggjorde att se samband och utfall mellan planering och avverkningslagens utförande samt faktorer till avvikelser. Studiens resultat visade på brister i hanteringen av överfarter hos både planeringen och avverkningslagen. Resultatet visade även att avverkningslagen anser att överfarterna är underkända i klart lägre utsträckning än Grönt bokslut. Slutsatsen är att de allvarliga körskadorna uppkommer på grund av en kombination av flera olika faktorer.

The goal of the diploma thesis is the reconstruction of the Namest nad Oslavou railway station in aim to fulfill the requirements for the movement of persons with reduced mobility. It was necessary to design five platform edges with a height of the platform edge 550 mm above rail level in that context. Furthermore increased speed was designed in the main tracks. There was also included the design of reconstruction of drainage system of railway tracks.

Highway-rail grade crossings are safer than ever, but collisions between motor vehicles and trains persist. Some collisions could be prevented by actively maintaining such grade crossings, yet many at-grade rail crossings are only evaluated following collisions. Those crossings that experience no collisions may go decades without being inspected. In recent years, the Congress has allocated funds for a national High-Speed Intercity Passenger Rail program, and it is in the public’s interest for state road/highway agencies to inspect all highway-rail crossings in high-speed rail corridors to ensure that the warning systems in place are commensurate with the crossings’ needs. The objectives of this research are to a) determine the adequacy of traffic control devices at highway-rail grade crossings along the restored Vermonter tracks in Massachusetts; and b) to recommend crossings for closure and/or grade separation if it is determined that the traffic control devices are inadequate at an intersection. The major findings of this paper are that a majority of the at-grade rail crossings need some improvements to be in compliance with MUTCD standards. Additionally, four at-grade crossings are identified for closure, grade-separation, and/or additional traffic control devices beyond MUTCD standards.

Roads pose two central problems for wildlife: wildlife-vehicle collisions (WVCs) and habitat fragmentation. Wildlife exclusion fencing can reduce WVCs but can exacerbate fragmentation. In Chapter 1, I summarize the relevant studies addressing these two problems, with a focus on large mammals in North America. Chapters 2 and 3 summarize field assessments of technologies to reduce WVCs and maintain connectivity, specifically jumpout ramps and underpasses, along Highway 101 near San Luis Obispo, CA. In a fenced highway, some animals inevitably breach the fence and become trapped, which increases the risk of a wildlife-vehicle collision. Earthen escape ramps, or “jumpouts”, can allow the trapped animal to escape the highway corridor. Few studies have quantified wildlife use of jumpouts, and none for >2 years. We used wildlife cameras to quantify wildlife use of 4 jumpouts from 2012-2017. Mule deer were 88% percent of our detections and jumped out 20% of the time. After accounting for pseudoreplication, 33% of the events were independent events, and 2 groups of deer accounted for 41% of all detections at the top of the jumpout. Female deer were 86% of the detections and were much more likely than males to return to the jumpout multiple times. This is the first study to document use of jumpouts for more than 3 years, the first to account for pseudoreplication, and the first to quantify differences in jumpout use between male and female mule deer. We recommend a jumpout height between 1.75m-2m for mule deer to increase the jumpout success rate. Chapter 3 addresses factors that may affect the use of undercrossings by mule deer and other wildlife. Wildlife crossings combined with wildlife exclusion fencing have been shown to be the most effective method to reduce wildlife-vehicle collisions while maintaining ecological connectivity. Although several studies have quantified wildlife use of undercrossings, very few have exceeded 24 months, and the factors affecting carnivores use of the undercrossings remain unclear. We quantified mule deer, black bear, mountain lion, and bobcat use of 11 undercrossings along Highway 101 near San Luis Obispo, California from 2012-2017. We constructed zero-inflated Poisson general linear models on the monthly activity of our focal species using underpass dimensionality, distance to cover, substrate, human activity, and location relative to the wildlife exclusion fence as predictor variables. We accounted for temporal variation, as well as spatial variation by quantifying the landscape resistance near each undercrossing. We found that deer almost exclusively used the larger underpasses whereas the carnivores were considerably less selective. Bears used undercrossings more that were within the wildlife exclusion fence, whereas mountain lion activity was higher outside the wildlife exclusion fence. Bobcat activity was highest and most widespread, and was negatively associated with distance to cover. Regional connectivity is most important for bear and mountain lion, and the surrounding habitat may be the most important predictor for their use of undercrossings. We recommend placing GPS collars on our focal species to more clearly document fine-scale habitat selection near the highway.

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No description available.

The planned widening of U.S. Highway 17 along the east boundary of Great Dismal Swamp National Wildlife Refuge (GDSNWR) and a lack of knowledge about the refuge's bear population created the need to identify potential sites for wildlife crossings and estimate the size of the refuge's bear population. I collected black bear hair in order to collect DNA samples to estimate population size, density, and sex ratio, and determine road crossing locations for black bears (Ursus americanus) in GDSNWR in southeastern Virginia and northeastern North Carolina. I also investigated bear/vehicle collisions to determine patterns of road crossing. Genetic analysis of 344 hair samples collected on 2 trapping grids identified 85 unique individuals which I used in a mark-recapture analysis. Estimated population size on the trapping grids was 105 bears (95% CI = 91-148) and average density was 0.56 bears/km². This density estimate projected over the entire Great Dismal Swamp ecosystem yielded a population estimate of 308 bears (550 km2 X 0.56 bears/km²). Similar population estimates generated by Hellgren (1988), Tredick (2005), and this study suggest a stable bear population in the Great Dismal Swamp ecosystem over a 20-year period. I erected a 2.3-kilometer long strand of barbed wire along U. S. Highway 17 to monitor road crossing patterns near the Northwest River drainage. Genetic analysis identified 6 bears (4 males, 1 female, 1 unknown) that apparently crossed the highway in a 10-month period. Five of 6 bears deposited hair in a 171-m section which included the Northwest River corridor. The 6 bears detected crossed the road at least 11 times. I investigated 10 reports of bear/vehicle collisions on the periphery of the refuge from June 2000 to May 2002. Six bears (4M:1F:1 unknown) were confirmed killed during this time period. Based on reported bear/vehicle collisions from Hellgren (1988), the Virginia Department of Game and Inland Fisheries database, and this study, a minimum of 4 to 5 bears are struck by vehicles each year on the periphery of the refuge. I identified 2 areas of multiple bear/vehicle collisions: highway 58 on the north side of the refuge near Hampton Airport and Highway 17 on the eastern side of the refuge in the vicinity of the Northwest River corridor. / Master of Science

Forestry best management practices (BMPs) programs were developed by individual states in response to the Clean Water Act in order to protect water quality during and after timber harvests. Our research goals are to compare BMP implementation at stream crossings by region and road type in Virginia and to quantify effectiveness of BMPs by developing hypothetical upgrades and determining upgrade costs. Stream crossings (75 truck, 79 skidder) sampled for BMP implementation were on operational harvests conducted in 2016, from the Mountains, Piedmont, and Coastal Plain of Virginia. Erosion rates of stream crossing approaches were modeled using the Universal Soil Loss Equation modified for forest lands (USLE-Forest) and Water Erosion Prediction Project (WEPP) methodologies. Implementation ratings (BMP-, BMP-standard, BMP+) were developed to characterize crossings with respect to state implementation standards. Costs for upgrading crossings to a higher BMP category were estimated by adjusting cover percentages and approach lengths. Sixty-three percent of stream crossings were classified as BMP-standard, with an average erosion rate of 7.6 Mg/ha/yr; 25% of crossings were classified as BMP+, with an average erosion rate of 1.7 Mg/ha/yr; and 12% of crossings were classified as BMP-, with an average erosion rate of 26.2 Mg/ha/yr. Potential erosion rates decreased with increasing BMP implementation (p <0.0001). Average BMP implementation audit scores for stream crossings were 88% on skid trails and 82% on truck roads. To upgrade from a BMP- to BMP-standard, the cost-benefit ratio of dollars to tons of sediment prevented averaged $166.62/Mg for skid trails and $2274.22/Mg for truck roads. Enhancement to the BMP+ level is not economically efficient and BMP implementation at stream crossings reaches maximum efficiency at the BMP-standard level. / M. S.