La presente tesis consiste en la investigación y desarrollo de la implementación de las tecnologías ITS para mejorar la transitabilidad en la intersección de las avenidas Primavera y Velasco Astete. Esta implementación está orientada a la disminución de la congestión vehicular en la intersección a través de una mejor gestión del tráfico sin la necesidad de implementar infraestructuras viales basadas en obras civiles, como ampliación de carriles, creación de viaductos, pasos a desnivel, entre otros, las cuales requieren una mayor inversión de capital. Es por esta razón que el objeto de esta tesis está en la propuesta de la mejora de la situación actual del tráfico en el escenario en estudio con la implementación de las tecnologías ITS mediante su simulación en el software Aimsun v8.2. Para ello, se estudiaron los niveles de servicio según los conceptos establecidos por la metodología HCM 2010. La implementación de los ITS en el escenario estudiado permitió una reducción promedio de 150 segundos en el tiempo de demora, los factores de la cola media y densidad vehicular también presentaron mejoras. Asimismo, el nivel de servicio, luego del análisis de resultados realizado, presentó una mejora significativa al pasar de una clasificación F a una clasificación C en la intersección principal estudiada. Finalmente, del análisis de costos realizado, a través de la asociación a los factores de valor social del tiempo, VHMD y tiempo de viaje, se obtuvo que la implementación de los ITS en la intersección representaría un beneficio de S/. 1,227.77 / km.hora.pasajeros promedio. / This thesis consists of the research and development of the implementation of ITS technologies to improve the passability at the intersection of Primavera and Velasco Astete avenues. This implementation is aimed at reducing vehicular congestion at the intersection through better traffic management without the need to implement road infrastructure based on civil works, such as extension of lanes, creation of viaducts, overpasses, among others, which require a greater capital investment. It is for this reason that the purpose of this thesis is in the proposal to improve the current traffic situation on the stage under study with the implementation of ITS technologies through its simulation in the Aimsun v8.2 software. For this, the service levels were studied according to the concepts established by the HCM 2010 methodology. The implementation of ITS in the scenario studied allowed an average reduction of 150 seconds in the delay time, the factors of the average tail and vehicle density also showed improvements. Likewise, the level of service (LOS), after the analysis of the results, presented a significant improvement when passing from an F classification to a C classification at the main intersection studied. Finally, from the cost analysis carried out, through the association with the social value factors of time, VHMD and travel time, it was obtained that the implementation of STIs at the intersection would represent a benefit of S /. 1,227.77 / km. Hour. Average passengers. / Tesis

Магистерская диссертация посвящена проблемам и перспективам совершенствования финансового контроля в России. Выпускная квалификационная работа состоит из введения, трех глав, заключения и списка использованных источников. В первой главе рассмотрены теоретические основы финансового контроля. Во второй главе проведен анализ государственных закупок Новоуральского городского округа и Свердловской области в сфере дорожного хозяйства. Третья глава посвящена разработке мероприятий по совершенствованию финансового контроля в сфере государственных закупок. / The master's thesis is devoted to the problems and prospects of improving financial control in Russia. The final qualifying work consists of an introduction, three chapters, a conclusion and a list of sources used. The first Chapter discusses the theoretical basis of financial control. In the second Chapter the analysis of public procurement of the novouralsky city district and Sverdlovsk region in the field of road management is carried out. The third Chapter is devoted to the development of measures to improve financial control in the field of public procurement.

En la ciudad del Cusco, la vialidad urbana está enmarcada en una grave problemática de ausencia total de acciones periódicas dirigidas al mantenimiento de vías pavimentadas, produciendo como resultado el deterioro acelerado de los pavimentos hasta casi su destrucción, por lo que, las vías urbanas pavimentadas de la ciudad del Cusco exigen una nueva manera de enfrentar la gestión vial. Para ello primeramente se realizó un análisis y diagnóstico situacional de los procesos de mantenimiento vial utilizados por la entidad responsable. Y luego como resultado de la investigación se presenta una propuesta de implementación del sistema de gestión de mantenimiento vial para las vías urbanas de la ciudad del Cusco. Asimismo como caso de estudió se presenta la gestión del pavimento de una vía de primer orden de la ciudad del Cusco, la Av. de la Cultura, cuyo pavimento fue construido el año 1972, en su ciclo de vida se realizaron actividades de mantenimiento a partir del año 1984, el año 1,999 se realizó la primera evaluación funcional y estructural, cuyos resultados exigieron que se realice un mantenimiento periódico. El año 2012-2013 se realizó una nueva evaluación funcional y estructural del pavimento, para predecir su modelo de comportamiento cuyos resultados indican que máximo el año 2020 debe realizarse un segundo mantenimiento periódico. Con los resultados obtenidos se realizó el análisis del estado de deterioro del ciclo de vida del pavimento y el análisis del costo del ciclo de vida para un periodo de 50 años en dos escenarios: escenario 1 considerando las actividades de mantenimiento rutinario y periódicos; escenario 2 sin considerar mantenimiento. En el análisis del estado de deterioro, análisis determinístico y grafico encontramos en el escenario 2 un VPN de S/.1, 003,829 más que el escenario 1. Lo que demuestra que la aplicación de actividades de mantenimiento rutinario y sobre todo periódico en la Av. De La Cultura (escenario 1), ha tenido resultados desde el punto de vista económico mucho más ventajosos que el no haber aplicado actividades de mantenimiento periódico y esto aumenta más si sumamos la mejora de la calidad de servicio y seguridad a los usuarios. / In the city of Cusco, the urban road is framed in a serious problem of total absence of periodic actions directed to the maintenance of paved roads, resulting in the accelerated deterioration of the pavements until almost their destruction, so, urban paved roads of the city of Cusco demand a new way of dealing with road management. Firstly, a situational analysis and diagnosis of the road maintenance processes used by the responsible entity was carried out. And then as a result of the investigation, a proposal for the implementation of the road maintenance management system for the urban roads of the city of Cusco is presented. Also as a case study is presented the management of the pavement of a road of the first order of the city of Cusco, the Av. de la Cultura, whose pavement was built in 1972, in its life cycle maintenance activities were carried out from from the year 1984, the year 1,999, the first functional and structural evaluation was carried out, the results of which required periodic maintenance. In 2012-2013, a new functional and structural assessment of the pavement was carried out to predict its behavior model, the results of which indicate that a second periodic maintenance should be carried out in the year 2020. With the results obtained, the analysis of the deterioration state of the life cycle of the pavement and the analysis of the life cycle cost for a period of 50 years was carried out in two scenarios: scenario 1 considering routine and periodic maintenance activities; Scenario 2 without considering maintenance. In the analysis of the state of deterioration, deterministic analysis and graph we find in scenario 2 a VPN of S/. 1, 003,829 more than scenario 1. This shows that the application of routine maintenance activities and especially newspaper in the Av. de la Cultura (scenario 1), has had results from the economic point of view much more advantageous than not having applied periodic maintenance activities and this increases more if we add the improvement of service quality and safety to users. / Trabajo de investigación

Thesis (MSc)--Stellenbosch University, 2015. / ENGLISH ABSTRACT: INTRODUCTION The Western Cape Government (WCG) uses Vehicle Operating Cost (VOC) as part of their Road Management System since 1992. VOC is used in the process of prioritisation of maintenance projects as well as for the identification of economically viable maintenance strategies and is thus an integral part of the system. In 2001 changes to the VOC calculation methodology in the system to Highway Development and Management (HDM-4) system methodology occurred. The reasons were twofold – to bring the calculation method in line with world trends and due to lack of updated cost factors used in the previous methodology. In October 2001 a model was implemented with riding quality (IRI) as independent variable. This model was partly based on regression table data. As no geometric/topography data, defined as Terrain data, was available at this stage, Terrain was ignored. In 2006 WCG Systems were updated with Global Positioning System (GPS) data and a process to classify or categorise Terrain was initiated, thus providing the opportunity to include Terrain. As part of the redevelopment to include Terrain, it was decided to re-evaluate the vehicle fleet. METHODOLOGY Various alternative methods to develop the Modified Simplification equations were available and evaluated, e.g. regression or direct mathematical substitution. HDM-4 requires the input of Vehicle Type dependent cost parameters that is based on real vehicles. The WCG required that changes to these dependent parameters is feasible, so that they can be updated periodically. A set of equations therefore needed to be developed, allowing the input of Vehicle Type dependent parameters and the subsequent calculation of VOC with riding quality (IRI) as independent variable. This renders the use of regression analysis untenable. Composition of the vehicle fleet on each road section is required to utilise HDM-4 for analyses. In order to simplify calculations, different traffic strata was defined, i.e. Business, Commuter, Rural and General. In the evaluation of the Vehicle it is this strata and data from permanent counting stations that is used to compile a Vehicle fleet. MODEL DEVELOPMENT The Modified Simplification to include Terrain results in 48 combinations of Vehicle Type, Surface Type and Terrain Type for the basic equation of VOC. VOC = TCav + PARTSCOST + LABOURCOST +DEPCSTav ( )´ Length of road segment 1000 +(FuelCostav +OilCostav )´ Length of road segment av TC -Tyre Cost PARTSCOST -Parts Cost LABOURCOST - Labour Cost av DEPCST - Depreciation Cost av FuelCost -Fuel Cost av OilCost - Oil Cost The variables in VOC are defined by a couple of equations. For explanatory purposes a numeric example is presented. CONCLUSION AND RECOMMENDATION The implementation of this Modified Simplification has assisted not only the WCG, but also other entities, that also use the VOC (published annually) based on these principles. Interested parties have the option to include Terrain in their implementation. Caution should be taken when using the Modified Simplification, as it is important that the principles used to simplify HDM-4 apply to the implementation and the business rules of the Management system of the user. The current development will not require a redevelopment due to any vehicle fleet change in future as the decision to simplify all defined Vehicle Types in HDM-4 allows the new fleet to be updated. Recommendation for further research and development include: • Standalone function that is already considered by the WCG • Investigating Published Vehicle data • Economic vehicle data for use in specific applications / AFRIKAANSE OPSOMMING: INLEIDING Sedert 1992 gebruik die Wes-Kaapse Regering (WCG) voertuiggebruikskoste (VOC) as deel van hul Plaveisel Bestuurstelsels. VOC word gebruik in die proses van prioritisering van die instandhoudingprojekte sowel as vir die identifisering van ekonomies-vatbare instandhouding-strategieë en is dus 'n integrale deel van die stelsel. In 2001 is daar besluit om oor te skakel na die berekeningsmetode van Highway Development and Management (HDM-4). Die redes was tweeledig – om die berekeningsmetode in lyn met die wêreld tendense te bring; en as gevolg van 'n gebrek aan opgedateerde koste-faktore in die voorheen-gebruikte metode. In Oktober 2001 is 'n VOC-model, met rygehalte (IRI) as onafhanklike veranderlike geïmplementeer. Hierdie model was gedeeltelik gebaseer op regressie tabel data. Aangesien daar geen geometriese/topografiese data (gedefiniëer as terreindata) beskikbaar was nie, is die terrein geïgnoreer. In 2006 is WCG Stelsels opgedateer met Globale Positionering Stelsel (GPS) data en 'n proses om terrein te klassifiseer is van stapel gestuur. Deur die verandering in beskikbare data, is die geleentheid om terrein in te sluit in die VOC model geskep. As deel van die insluiting van herontwikkeling om terrein in te sluit, is daar besluit om die voertuigvloot te her-evalueer. METODOLOGIE Verskeie alternatiewe metodes om die Gewysigde Vereenvoudiging-vergelykings te ontwikkel was beskikbaar en is geëvalueer, bv. regressie of direkte wiskundige vervanging en vereenvoudiging. HDM-4 se voertuigafhanklike koste-parameters is op werklike voertuie gebaseer. Die WCG het vereis dat hierdie afhanklike parameters veranderbaar moet wees, sodat hulle dit van tyd tot tyd kan opdateer. Dit was dus nodig om 'n stel vergelykings te ontwikkel met die tipe voertuigkosteafhanklike parameters as insette. Verder moes alle vergelykings weer in terme van rygehalte wees. Dit maak die gebruik van regressie-analise ononderhoubaar. Samestelling van die voertuigvloot op elke padseksie is 'n vereiste om HDM-4 aan te wend vir ontledingsdoeleindes. Ten einde berekeninge te vereenvoudig is verskillende verkeerstrata gedefinieer, naamlik Besigheid, Pendel, Landelik en Algemeen. In die evaluering van die Voertuig is dit hierdie strata en data uit permanente telstasies wat gebruik word om 'n voertuigvloot saam te stel. MODELONTWIKKELING Die Gemodifiseerde Vereenvoudiging, insluitend terrein, het 48 kombinasies van tipe voertuig, oppervlak en terrein vir die basiese vergelyking van VOC: VOC = TCav + PARTSCOST + LABOURCOST +DEPCSTav ( )´ Length of road segment 1000 +(FuelCostav +OilCostav )´ Length of road segment TCav - Bandkoste; PARTSCOST - Onderdele-koste; LABOURCOST - Arbeidskoste; av FuelCost - Brandstofkoste; av DEPCST - Waardeverminderingskoste; av OilCost - Oliekoste Die veranderlikes in VOC word gedefinieer deur 'n paar vergelykings. Vir verduidelikende doeleindes word 'n numeriese voorbeeld ingesluit. GEVOLGTREKKING EN AANBEVELING Die implementering van hierdie Gewysigde Vereenvoudiging het nie net die WCG nie, maar ook ander entiteite wat ook die VOC (jaarliks gepubliseer) gebruik, bygestaan. Belangstellendes het die opsie om die terrein in hul implementering in te sluit. Dit is belangrik om ag te slaan op die beginsels wat gebruik is om HDM-4 te vereenvoudig tesame met die besigheidsreëls van die Gewysigde Vereenvoudiging, indien dit gebruik word. Die huidige model vereis nie 'n herontwikkeling as gevolg van enige voertuigvloot verandering in die toekoms nie. As gevolg van die besluit om alle gedefinieerde tipes voertuig te vereenvoudig, kan die voertuigvloot keuse net in die stelsel opgedateer word. Aanbeveling vir verdere navorsing en ontwikkeling sluit in: • Alleenstaande funksie wat reeds deur die WCG beskou word • Ondersoek Gepubliseerde Voertuig data • Gebruik van Ekonomiese voertuigdata vir sekere toepassings

Detta är ett examensarbete på kandidatnivå på Lantmätarprogrammet med ekonomiskoch juridisk inriktning vid Högskolan i Gävle. Arbetet utförs på initiativ ochuppdrag av Riksförbundet Enskilda Vägar och handlar om ledningsrätt i enskild väg.Målet med studien är att utreda om samfällighetsföreningar har intressen och rättighetersom faller utanför lantmäteriförrättningen, identifiera orsaken samt ge konkretalösningsförslag. För att uppfylla studiens mål har följande frågeställningar formulerats:Hur upplåts ledningsrätt i praktiken inom en enskild väg som förvaltas av en samfällighetsförening? samt Har samfällighetsföreningar intressen, som borde beaktas, som fallerutanför ledningsrättsförrättningen? För att besvara ovanstående frågeställningar har intervjuer genomförts med RiksförbundetEnskilda Vägar, Lantmäteriet, ledningsägare samt en samfällighetsförening.Det har även sammanfattats ett antal förrättningsakter och rättsfall som varit av betydelseför studien. Det som kunde konstateras utifrån resultatet och diskussionen var att även fast ledningsrättutförs korrekt i praktiken innebär det inte att brister inte kan förekomma.Detta tros bero på bland annat de överenskommelser som kan ligga till grund förmånga ledningsrätter. Vidare kunde slutsatsen dras att de bestämmelser och standarddokumentsom används i ledningsrättsbesluten inte är anpassade utefter enskildavägar, vilket gör att några av samfällighetsföreningarnas intressen faller utanför förrättningen.Till exempel finns inga strikta bestämmelser kring ledningsrättens placering,återställning av vägen, hur arbetet bör utföras eller någon form av trafikanordningsplan.Detta bör åtgärdas genom att utbilda förrättningslantmätare i hur de börbemöta enskilda väghållare samt anpassade standarddokument och bestämmelser utefterenskilda vägar. Förslagsvis genom ett samarbete mellan Lantmäteriet och RiksförbundetEnskilda Vägar. / This is a bachelor thesis at the Study Programme in Land Management with financialand legal focus at the University of Gävle. This study is on the initiative and missionof the Swedish private road association, in Swedish Riksförbundet Enskilda Vägar, andis about the utility easement in private roads. The aim of this study is to investigatewhether joint road management associations has interests and rights that’s not consideredin the utility easement procedure, identify the cause and give concrete solutionsto the problem. In order to fulfill the objectives of the study, the followingquestions have been formulated: How is utility easement actually established within a privateroad that is managed by a joint road management association? and Do joint road managementassociations have interests, that should be taken into consideration, that’s not attendedin the utility easement procedure? In order to answer the questions above, interviews have been conducted with theSwedish private road association, the National Land Survey authority, owners ofutilities and a joint road management association. Several cadastral dossiers and legaldocuments, which has been of importance for the study, has also been summarized. What could be ascertained based on the results and the discussion was that eventhough the utility easement procedure is carried out correctly in practice, it doesnot mean that deficiencies cannot occur. This is believed to be due, among otherthings, to the agreement that the utility easement right is based. Furthermore, itcould be concluded that the regulations and standard documents used in the utilityorder are not adapted according to private roads, which means that some of the jointroad management association's interests are not considered in the utility easementprocedure. For example, there are no strict regulations regarding the location of theutility easement, restoration of the road, how the work should be carried out orsome sort of planning for the traffic during the utility construction. This should beremedied by educating the cadastral surveyors in how they should pay regard to privateroad owners as well as adapting the standard documents and regulations to privateroads. Suggested through a collaboration between the National Land Survey authoritiesand the Swedish private road association.

The cost of a road construction over its service life is a function of design, quality of construction as well as maintenance strategies and operations. An optimal life-cycle cost for a road requires evaluations of the above mentioned components. Unfortunately, road designers often neglect a very important aspect, namely, the possibility to perform future maintenance activities. Focus is mainly directed towards other aspects such as investment costs, traffic safety, aesthetic appearance, regional development and environmental effects. This doctoral thesis presents the results of a research project aimed to increase consideration of road maintenance aspects in the planning and design process. The following subgoals were established: Identify the obstacles that prevent adequate consideration of future maintenance during the road planning and design process; and Examine optimisation of life-cycle costs as an approach towards increased efficiency during the road planning and design process. The research project started with a literature review aimed at evaluating the extent to which maintenance aspects are considered during road planning and design as an improvement potential for maintenance efficiency. Efforts made by road authorities to increase efficiency, especially maintenance efficiency, were evaluated. The results indicated that all the evaluated efforts had one thing in common, namely ignorance of the interrelationship between geometrical road design and maintenance as an effective tool to increase maintenance efficiency. Focus has mainly been on improving operating practises and maintenance procedures. This fact might also explain why some efforts to increase maintenance efficiency have been less successful. An investigation was conducted to identify the problems and difficulties, which obstruct due consideration of maintainability during the road planning and design process. A method called “Change Analysis” was used to analyse data collected during interviews with experts in road design and maintenance. The study indicated a complex combination of problems which result in inadequate consideration of maintenance aspects when planning and designing roads. The identified problems were classified into six categories: insufficient consulting, insufficient knowledge, regulations and specifications without consideration of maintenance aspects, insufficient planning and design activities, inadequate organisation and demands from other authorities. Several urgent needs for changes to eliminate these problems were identified. One of the problems identified in the above mentioned study as an obstacle for due consideration of maintenance aspects during road design was the absence of a model for calculating life-cycle costs for roads. Because of this lack of knowledge, the research project focused on implementing a new approach for calculating and analysing life-cycle costs for roads with emphasis on the relationship between road design and road maintainability. Road barriers were chosen as an example. The ambition is to develop this approach to cover other road components at a later stage. A study was conducted to quantify repair rates for barriers and associated repair costs as one of the major maintenance costs for road barriers. A method called “Case Study Research Method” was used to analyse the effect of several factors on barrier repairs costs, such as barrier type, road type, posted speed and seasonal effect. The analyses were based on documented data associated with 1625 repairs conducted in four different geographical regions in Sweden during 2006. A model for calculation of average repair costs per vehicle kilometres was created. Significant differences in the barrier repair costs were found between the studied barrier types. In another study, the injuries associated with road barrier collisions and the corresponding influencing factors were analysed. The analyses in this study were based on documented data from actual barrier collisions between 2005 and 2008 in Sweden. The result was used to calculate the cost for injuries associated with barrier collisions as a part of the socio-economic cost for road barriers. The results showed significant differences in the number of injuries associated with collisions with different barrier types. To calculate and analyse life-cycle costs for road barriers a new approach was developed based on a method called “Activity-based Life-cycle Costing”. By modelling uncertainties, the presented approach gives a possibility to identify and analyse factors crucial for optimising life-cycle costs. The study showed a great potential to increase road maintenance efficiency through road design. It also showed that road components with low investment costs might not be the best choice when including maintenance and socio-economic aspects. The difficulties and problems faced during the collection of data for calculating life-cycle costs for road barriers indicated a great need for improving current data collecting and archiving procedures. The research focused on Swedish road planning and design. However, the conclusions can be applied to other Nordic countries, where weather conditions and road design practices are similar. The general methodological approaches used in this research project may be applied also to other studies.

El incremento de la población mundial y el aumento de las distintas urbes, genera un crecimiento desmesurado del parque automotor debido a la necesidad y demanda de movilidad por parte de la ciudadanía en general, para lo cual se exige el constante rediseño en la gestión y administración de la oferta vial en el transporte público. La presente investigación propone como objetivo Determinar los principales problemas que generan demoras por control en el transporte público en la intersección de las avenidas Tomás Marsano, Los Próceres y Caminos del Inca. Así mismo plantea ideas y consideraciones al momento de rediseñar la sección vial en una intersección considerando que sean incluyentes, seguras, sustentables y resilientes, Por consiguiente emplear la jerarquía de la movilidad que establece las prioridades en la movilidad urbana diaria. Para el análisis en la presente investigación se empleará el software Vissim donde se realizara una microsimulación y encontrar el modelo ideal para la intersección en estudio. Los resultados de la evaluación evidenciaron que el mayor porcentaje de vehículos que transitan por la intersección son autos particulares con un 52% camionetas rurales con un 17% y el transporte publico con el16%, en tal sentido se planteó un rediseño de la sección vial, planteando un carril de usos exclusivo para el transporte publico y al mismo tiempo incluyendo un carril para uso exclusivo de bicicletas. Por otro lado, se pudo mejorar el nivel de servicio de F a un nivel B-D. finalmente la propuesta de solución planteada no implica incrementar el ancho de la vía, sino mas bien adaptarnos a la mayor demanda del tipo de vehículo según resultados obtenidos del aforo realizado en la intersección. / The increase in the world population and the increase in the different cities, generates an excessive growth of the vehicle fleet due to the need and demand for mobility on the part of the general public, for which the constant redesign of management and administration is required. of the road supply in public transport. The objective of this research is to determine the main problems that generate delays due to control in public transport at the intersection of avenues Tomás Marsano, Los Próceres and Caminos del Inca. Likewise, it raises ideas and considerations when redesigning the road section at an intersection considering that they are inclusive, safe, sustainable and resilient, therefore using the mobility hierarchy that establishes the priorities in daily urban mobility. For the analysis in this research, the Vissim software will be used where a microsimulation will be carried out and the ideal model for the intersection under study will be found. The results of the evaluation showed that the highest percentage of vehicles that transit through the intersection are private cars with 52% rural trucks with 17% and public transportation with 16%, in this sense a redesign of the road section was proposed, proposing an exclusive use lane for public transport and at the same time including a lane for the exclusive use of bicycles. On the other hand, it was possible to improve the level of service from F to a level B-D. Finally, the proposed solution does not imply increasing the width of the road, but rather adapting to the greater demand for the type of vehicle according to the results obtained from the capacity made at the intersection. / Tesis

The cost of a road construction over its service life is a function of design, quality of construction as well as maintenance strategies and operations. An optimal life-cycle cost for a road requires evaluations of the above mentioned components. Unfortunately, road designers often neglect a very important aspect, namely, the possibility to perform future maintenance activities. Focus is mainly directed towards other aspects such as investment costs, traffic safety, aesthetic appearance, regional development and environmental effects. This doctoral thesis presents the results of a research project aimed to increase consideration of road maintenance aspects in the planning and design process. The following subgoals were established: Identify the obstacles that prevent adequate consideration of future maintenance during the road planning and design process; and Examine optimisation of life-cycle costs as an approach towards increased efficiency during the road planning and design process. The research project started with a literature review aimed at evaluating the extent to which maintenance aspects are considered during road planning and design as an improvement potential for maintenance efficiency. Efforts made by road authorities to increase efficiency, especially maintenance efficiency, were evaluated. The results indicated that all the evaluated efforts had one thing in common, namely ignorance of the interrelationship between geometrical road design and maintenance as an effective tool to increase maintenance efficiency. Focus has mainly been on improving operating practises and maintenance procedures. This fact might also explain why some efforts to increase maintenance efficiency have been less successful. An investigation was conducted to identify the problems and difficulties, which obstruct due consideration of maintainability during the road planning and design process. A method called “Change Analysis” was used to analyse data collected during interviews with experts in road design and maintenance. The study indicated a complex combination of problems which result in inadequate consideration of maintenance aspects when planning and designing roads. The identified problems were classified into six categories: insufficient consulting, insufficient knowledge, regulations and specifications without consideration of maintenance aspects, insufficient planning and design activities, inadequate organisation and demands from other authorities. Several urgent needs for changes to eliminate these problems were identified. One of the problems identified in the above mentioned study as an obstacle for due consideration of maintenance aspects during road design was the absence of a model for calculating life-cycle costs for roads. Because of this lack of knowledge, the research project focused on implementing a new approach for calculating and analysing life-cycle costs for roads with emphasis on the relationship between road design and road maintainability. Road barriers were chosen as an example. The ambition is to develop this approach to cover other road components at a later stage. A study was conducted to quantify repair rates for barriers and associated repair costs as one of the major maintenance costs for road barriers. A method called “Case Study Research Method” was used to analyse the effect of several factors on barrier repairs costs, such as barrier type, road type, posted speed and seasonal effect. The analyses were based on documented data associated with 1625 repairs conducted in four different geographical regions in Sweden during 2006. A model for calculation of average repair costs per vehicle kilometres was created. Significant differences in the barrier repair costs were found between the studied barrier types. In another study, the injuries associated with road barrier collisions and the corresponding influencing factors were analysed. The analyses in this study were based on documented data from actual barrier collisions between 2005 and 2008 in Sweden. The result was used to calculate the cost for injuries associated with barrier collisions as a part of the socio-economic cost for road barriers. The results showed significant differences in the number of injuries associated with collisions with different barrier types. To calculate and analyse life-cycle costs for road barriers a new approach was developed based on a method called “Activity-based Life-cycle Costing”. By modelling uncertainties, the presented approach gives a possibility to identify and analyse factors crucial for optimising life-cycle costs. The study showed a great potential to increase road maintenance efficiency through road design. It also showed that road components with low investment costs might not be the best choice when including maintenance and socio-economic aspects. The difficulties and problems faced during the collection of data for calculating life-cycle costs for road barriers indicated a great need for improving current data collecting and archiving procedures. The research focused on Swedish road planning and design. However, the conclusions can be applied to other Nordic countries, where weather conditions and road design practices are similar. The general methodological approaches used in this research project may be applied also to other studies. / <p>QC 20110407</p>

This master thesis deals with the pavement management system as a tool for a management and maintenance of the roads in the Liberec region. The aim is to collect road failures within the network pavement management system level on roads of 2nd and 3rd class. The resulting data will be used for evaluate pavement condition and make plans of pavement maintenance and rehabilitation in variants. Furthermore, the thesis deals with individual variants in the process of data evaluation when evaluating their suitability and accuracy. The theoretical part summarises the information needed to understand the functioning of the road management system, as well as a description of the software used to collect and subsequent work with the data. In the practical part are presented results of the thesis and moreover the questions arising from the goals set are answered.