Uma das principais caracterÃsticas de obras rodoviÃrias à a forte incidÃncia de equipamentos pesados usados nos serviÃos de terraplenagem e de pavimentaÃÃo, que correspondem à maior parcela do orÃamento de uma obra desse gÃnero. Apesar dessa importÃncia, o processo de seleÃÃo dos equipamentos nÃo à bem definido. Empreiteiras dependem de julgamentos subjetivos baseados em experiÃncias anteriores, e, muitas vezes, nÃo hà sequer, nenhum processo de seleÃÃo, adotando-se a prÃtica de utilizar em todas as obras os mesmos equipamentos disponÃveis. O presente trabalho de dissertaÃÃo vem contribuir com o preenchimento desta lacuna, tendo como objetivo desenvolver um sistema de apoio à decisÃo para a seleÃÃo da frota de equipamentos. Apresenta-se a ferramenta computacional denominada de Sistema para SeleÃÃo de Equipamentos de Terraplenagem e PavimentaÃÃo (SiSEq), que pode, a partir das informaÃÃes de projeto, permitir ao tomador de decisÃo escolher a frota ideal de equipamentos. Como resultado, o SiSEq apresenta cenÃrios de configuraÃÃes de frotas, com produÃÃes dos equipamentos, nÃmero de unidades necessÃrias para atender ao prazo e custos de produÃÃo. Espera-se mostrar ao setor de construÃÃo que a ferramenta proposta pode ser Ãtil na avaliaÃÃo de cenÃrios, o que pode a levar a reduÃÃes de custos substanciais no valor de uma obra. / One of the main characteristics of road construction projects is the high utilization of heavy construction equipment in earthmoving and paving jobs, which correspond to the largest percentage of the budget of a project of this type. Despite its importance, the selection of equipment is not well defined. Contractors depend on subjective judgments based on personal experience and there is not usually any selection method. Contractors usually use the same construction equipment in all the projects. This thesis is a contribution to solve that problem and aims to develop a decision support system for selecting the equipment fleet. This work presents a computational system called SiSEq, which allows the decision maker to choose the ideal equipment fleet for a road construction project. SiSEq presents fleets scenarios, with production rates of the equipments, number of units required to meet the deadline and production costs. It is expected to show the construction community that the proposed system can be useful in evaluation of scenarios and in reduction of costs.

M.Ing. / South African road infrastructure has developed as product of various influences such as growth in traffic demand, economic and social demand, policies and imperatives, access needs and political ideologies and pressures. A country needs to revisit their road classification model on regular bases to ensure these influences are addressed. This support ensures sustainable economic and social growth in a region. Road classification models internationally and nationally use non-quantified terminology to classify road classes. Terminology such as “key towns” or “important towns” is commonly used. These terms creates misleading interpretations by authorities and transportation planners. This study developed a method to define road classification classes based on the economic activity and social interaction between origin and destination towns. The outcome is to eradicate the non-quantified terminology use in road classes.

M.Ing.(Engineering Management) / A lot have been said and written about how South African Small Micro and Medium Size Enterprises (SMMEs) in the Construction sector of the economy have failed in the delivery of their projects and about how they have not measured up in terms of the requirements needed to be competitive in the global place. Services delivery protests by communities where SMMEs have either failed to deliver their projects adequately or have out rightly abandoned projects are common features in our various electronic and print media, and in many cases these days the most reasons given for this behavior is the total collapse or lack thereof of proper financial management of the project. Because of the ease of procedure required to register construction outfits at the Department of Trade and Industry many have flocked to the opportunity and established business enterprises with the intention that at least they will be considered for one tender or the other to carry out some sort of construction work or the other in their various environments. Others registered such companies because they have links and ties to these opportunities in the various government establishments responsible for creating these works in the name of service delivery to their respective communities. Many of the proprietors of these enterprises, when they eventually get the job, have little or no financial knowledge on how to successfully manage a construction project and sometimes always based their financial judgment on the bottom line without considering the various factors that influence the bottom line profit. Virtual calculations of their financial inputs and relative desired outputs are done with little or no consideration for cost implications of the individual building blocks of the project itself. Safe to say, in many instances, the project fail or is abandoned due to mismanaged funds or the exhaustion of such funds required to carry the project to the completion stage. It has been observed in many instances and in interactions with some SMMEs in the construction sector that not many of the appointed Project Managers and/ or Site Managers have Project Management skills, and those who do have, in most cases are unable to apply these skills to their projects. Usually they just result to invoking personal experiences obtained from their various earlier endeavors in financial projections and decisions involving the management of their projects. More often than not, these financial projections and decisions become inaccurate and tend to drive the project into financial losses. This now begs the question, that if there exits simple mathematical techniques and methods of evaluating the various costs during the project life cycle, and weighing those daily weekly and monthly costs against targeted objectives, both in the planning and execution of the projects, wouldn’t it then be easier to make sensible financial decisions if we are able to control and manage project resource costs so much so that the resultant will always be the desired financial objectives? The aim therefore, of this dissertation is to examine a simple but adequately comprehensive method, of managing resources cost as applied to road construction projects and how, by also weighing the influence of other trade-offs such as quality and time within the life cycle, the project is kept in good financial status and is subsequently able to make a profit at the end of the day. An illustration of the application of this cost control method is highlighted in a case study of a road construction project in Limpopo undertaken by an emerging South African construction company. The financial management style and those factors that govern some of the cost decisions made during the course of the project are taking into account. The resultant financial success of the work so far is evidence that the cost control mechanism employed largely contributes to its present successful state. It can therefore be concluded that if properly implemented, this method will assist SMMEs in the promotion of proper cost control practices, and subsequent financial breakthroughs when applied to other similar projects.

Roads from the Perspective of the Environmental Law Abstract In this Thesis, in light of amendment of the Line Act which severely dampens the concerned authorities' means of protecting the environmental public interests, I present a brief introduction to the environmental protection legislation in relation to roads, road construction and road traffic, showing the state of related present-day legislation and means through which the environmental public interests are protected during the road construction process as of today. To this end, I present a brief description of negative effects of roads on the environment, i. e. environmental fragmentation, land annexation, pollution of land and air, noise and artificial lighting. Next, I am showing an in-depth analysis of means through which the Czech law deals with these negative effects and which means of protection against them it offers. I show the road construction process, means of environmental public interest protection in this process and administrative-legal acts through which the means of protection are applied. Here I mostly focus on the environmental public interests in environmental protection, limiting the environmental fragmentation and protection of land. Next, I present the current state of legislation dealing with the negative aspects of road...

Asphaltstraßenkonstruktionen werden sowohl durch den Verkehr als auch thermisch, hervorgerufen durch die klimatischen Umgebungsbedingungen, belastet. Veränderungen dieser Klimabedingungen wirken sich unmittelbar auf die Steifigkeit und somit die Widerstandsfähigkeit gegenüber den in die Straßenbefestigungen eingetragenen Verkehrslasten aus. Zukünftige klimatische Veränderungen können, werden sie nicht rechtzeitig und zutreffend erfasst sowie bei der Dimensionierung von Asphaltstraßenkonstruktionen adäquat berücksichtigt, zu einer frühzeitigen substanziellen Schädigung (Ermüdung) großer Teile des Straßenverkehrsnetzes führen. Für einen sowohl im ökonomischen als auch im ökologischen Sinn nachhaltigen Straßenbau ist es notwendig, umfangreiche Kenntnisse zu den Belastungsfaktoren einer Straße sowie zu deren zukünftigen Entwicklungen zu erlangen. / The asphalt road surface response depends on the traffic loads and the temperatures within the asphalt layers. Any change in the climatic conditions directly influences the inflexibility properties and thus the resistance to permanent deformation of the asphalt layers. Future climatic changes may lead to early road surface damage if they are not considered adequately within the design process. For this reason, a broad knowledge of the relevant load factors is imperative as a basis for economically and ecologically sustainable road surface design and construction in the future.

O presente trabalho abrange um estudo sobre a utilização de Índices de Qualidade da Água (IQA) para o monitoramento de cursos hídricos durante a fase de construção de um empreendimento rodoviário. Uma vez que obras rodoviárias tem potencial para causar numerosos impactos ambientais, inclusive, em cursos hídricos. Desta forma o monitoramento da qualidade da água é essencial para a manutenção da qualidade da água e minimização dos possíveis impactos. Atualmente existem inúmeras metodologias, que podem ser utilizadas para o monitoramento de cursos hídricos. Entre eles, destaca-se o IQA desenvolvido pela National Sanitation Foundation (NSF, 2010) e o IQA adaptado pela Companhia de Tecnologia de Saneamento Ambiental do Estado de São Paulo (CETESB). Porém, esta metodologia incorpora variáveis consideradas relevantes para a avaliação da qualidade das águas destinadas para abastecimento público. Assim, faz-se necessário calibrar o IQA para que reflita de maneira precisa as possíveis interferências sobre a qualidade da água durante a execução de obras rodoviárias Para isso, foram analisados os dados históricos da qualidade da água dos principais cursos hídricos monitorados durante a fase de implantação do Arco Rodoviário Metropolitano do Rio de Janeiro, considerando parâmetros físico-químicos e microbiológicos para o cálculo do IQA. Através da analise de componentes principais (ACP) foram obtidos coeficientes que possibilitaram a calibração do novo Índice de Qualidade da Água. Com a calibração concluída, procedeu-se para uma nova avaliação no IQA dos cursos hídricos monitorados. Os resultados obtidos permitem inferir que a utilização do IQA calibrado, possui uma melhor representação dos cursos hídricos monitorados, uma vez que, algumas variáveis tiveram seus pesos alterados e outras foram substituídas do IQA. No entanto, os resultados do IQA calibrado foram inferiores aos resultados do IQA NSF, porém, não foram identificadas alterações na qualidade da água entre os pontos de montante e jusante sendo os resultados influenciados pelas atividades na bacia de contribuição. / This work covers a study on the use of the Water Quality Index (WQI) for the monitoring of watercourses during road construction, considering that such activities lead to several environmental impacts, including those on watercourses. In this way, the monitoring of water quality is essential for maintaining water quality and minimizing possible impacts. Numerous methodologies exist today, which can be used to monitor watercourses. These include the WQI, developed by the National Sanitation Foundation (NSF, 2010) and the WQI adapted by the Environmental Sanitation Technology Company of the State of São Paulo (CETESB). However, this methodology incorporates variables considered relevant for the evaluation of the quality of the water intended for public supply. Thus, it is necessary to calibrate the WQI to accurately reflect possible interferences on water quality of the streams during road construction. Historical water quality data of the main watercourses monitored during the construction of the Arco Metropolitano do Rio de Janeiro was analyzed, considering physical-chemical and microbiological parameters for the calculation of the WQI After the analysis of the main components (PCA), coefficients were obtained that enabled the calibration of the new Water Quality Index. With the calibration completed, a new WQI evaluation of the monitored watercourses was carried out. The results show that the use of the calibrated IQA have a better representation of the monitored watercourses, since some variables had their factors changed and others were replaced by the WQI. The results of the calibrated WQI showed lower values than the NSF WQI results. However, no changes were identified in the water quality between the upstream and downstream points because the results are influenced by the activities in the contribution basin.

O presente trabalho abrange um estudo sobre a utilização de Índices de Qualidade da Água (IQA) para o monitoramento de cursos hídricos durante a fase de construção de um empreendimento rodoviário. Uma vez que obras rodoviárias tem potencial para causar numerosos impactos ambientais, inclusive, em cursos hídricos. Desta forma o monitoramento da qualidade da água é essencial para a manutenção da qualidade da água e minimização dos possíveis impactos. Atualmente existem inúmeras metodologias, que podem ser utilizadas para o monitoramento de cursos hídricos. Entre eles, destaca-se o IQA desenvolvido pela National Sanitation Foundation (NSF, 2010) e o IQA adaptado pela Companhia de Tecnologia de Saneamento Ambiental do Estado de São Paulo (CETESB). Porém, esta metodologia incorpora variáveis consideradas relevantes para a avaliação da qualidade das águas destinadas para abastecimento público. Assim, faz-se necessário calibrar o IQA para que reflita de maneira precisa as possíveis interferências sobre a qualidade da água durante a execução de obras rodoviárias Para isso, foram analisados os dados históricos da qualidade da água dos principais cursos hídricos monitorados durante a fase de implantação do Arco Rodoviário Metropolitano do Rio de Janeiro, considerando parâmetros físico-químicos e microbiológicos para o cálculo do IQA. Através da analise de componentes principais (ACP) foram obtidos coeficientes que possibilitaram a calibração do novo Índice de Qualidade da Água. Com a calibração concluída, procedeu-se para uma nova avaliação no IQA dos cursos hídricos monitorados. Os resultados obtidos permitem inferir que a utilização do IQA calibrado, possui uma melhor representação dos cursos hídricos monitorados, uma vez que, algumas variáveis tiveram seus pesos alterados e outras foram substituídas do IQA. No entanto, os resultados do IQA calibrado foram inferiores aos resultados do IQA NSF, porém, não foram identificadas alterações na qualidade da água entre os pontos de montante e jusante sendo os resultados influenciados pelas atividades na bacia de contribuição. / This work covers a study on the use of the Water Quality Index (WQI) for the monitoring of watercourses during road construction, considering that such activities lead to several environmental impacts, including those on watercourses. In this way, the monitoring of water quality is essential for maintaining water quality and minimizing possible impacts. Numerous methodologies exist today, which can be used to monitor watercourses. These include the WQI, developed by the National Sanitation Foundation (NSF, 2010) and the WQI adapted by the Environmental Sanitation Technology Company of the State of São Paulo (CETESB). However, this methodology incorporates variables considered relevant for the evaluation of the quality of the water intended for public supply. Thus, it is necessary to calibrate the WQI to accurately reflect possible interferences on water quality of the streams during road construction. Historical water quality data of the main watercourses monitored during the construction of the Arco Metropolitano do Rio de Janeiro was analyzed, considering physical-chemical and microbiological parameters for the calculation of the WQI After the analysis of the main components (PCA), coefficients were obtained that enabled the calibration of the new Water Quality Index. With the calibration completed, a new WQI evaluation of the monitored watercourses was carried out. The results show that the use of the calibrated IQA have a better representation of the monitored watercourses, since some variables had their factors changed and others were replaced by the WQI. The results of the calibrated WQI showed lower values than the NSF WQI results. However, no changes were identified in the water quality between the upstream and downstream points because the results are influenced by the activities in the contribution basin.

O presente trabalho abrange um estudo sobre a utilização de Índices de Qualidade da Água (IQA) para o monitoramento de cursos hídricos durante a fase de construção de um empreendimento rodoviário. Uma vez que obras rodoviárias tem potencial para causar numerosos impactos ambientais, inclusive, em cursos hídricos. Desta forma o monitoramento da qualidade da água é essencial para a manutenção da qualidade da água e minimização dos possíveis impactos. Atualmente existem inúmeras metodologias, que podem ser utilizadas para o monitoramento de cursos hídricos. Entre eles, destaca-se o IQA desenvolvido pela National Sanitation Foundation (NSF, 2010) e o IQA adaptado pela Companhia de Tecnologia de Saneamento Ambiental do Estado de São Paulo (CETESB). Porém, esta metodologia incorpora variáveis consideradas relevantes para a avaliação da qualidade das águas destinadas para abastecimento público. Assim, faz-se necessário calibrar o IQA para que reflita de maneira precisa as possíveis interferências sobre a qualidade da água durante a execução de obras rodoviárias Para isso, foram analisados os dados históricos da qualidade da água dos principais cursos hídricos monitorados durante a fase de implantação do Arco Rodoviário Metropolitano do Rio de Janeiro, considerando parâmetros físico-químicos e microbiológicos para o cálculo do IQA. Através da analise de componentes principais (ACP) foram obtidos coeficientes que possibilitaram a calibração do novo Índice de Qualidade da Água. Com a calibração concluída, procedeu-se para uma nova avaliação no IQA dos cursos hídricos monitorados. Os resultados obtidos permitem inferir que a utilização do IQA calibrado, possui uma melhor representação dos cursos hídricos monitorados, uma vez que, algumas variáveis tiveram seus pesos alterados e outras foram substituídas do IQA. No entanto, os resultados do IQA calibrado foram inferiores aos resultados do IQA NSF, porém, não foram identificadas alterações na qualidade da água entre os pontos de montante e jusante sendo os resultados influenciados pelas atividades na bacia de contribuição. / This work covers a study on the use of the Water Quality Index (WQI) for the monitoring of watercourses during road construction, considering that such activities lead to several environmental impacts, including those on watercourses. In this way, the monitoring of water quality is essential for maintaining water quality and minimizing possible impacts. Numerous methodologies exist today, which can be used to monitor watercourses. These include the WQI, developed by the National Sanitation Foundation (NSF, 2010) and the WQI adapted by the Environmental Sanitation Technology Company of the State of São Paulo (CETESB). However, this methodology incorporates variables considered relevant for the evaluation of the quality of the water intended for public supply. Thus, it is necessary to calibrate the WQI to accurately reflect possible interferences on water quality of the streams during road construction. Historical water quality data of the main watercourses monitored during the construction of the Arco Metropolitano do Rio de Janeiro was analyzed, considering physical-chemical and microbiological parameters for the calculation of the WQI After the analysis of the main components (PCA), coefficients were obtained that enabled the calibration of the new Water Quality Index. With the calibration completed, a new WQI evaluation of the monitored watercourses was carried out. The results show that the use of the calibrated IQA have a better representation of the monitored watercourses, since some variables had their factors changed and others were replaced by the WQI. The results of the calibrated WQI showed lower values than the NSF WQI results. However, no changes were identified in the water quality between the upstream and downstream points because the results are influenced by the activities in the contribution basin.

No description available.

In Stockholm multiple road construction projects are ongoing and the projects magnitude varies. A sustainable infrastructure is fundamental for the requirements put on the city traffic. Three road construction projects with the same building contractor have been studied for this degree project. Two larger and one smaller construction projects. One of Sweden’s largest construction companies is in the frontline on safety and health matter. It is of interest to compare the larger and the small project from a safety perspective. Large construction companies have developed own regulations concerning safety on the construction site. For the safety of the coworkers, differences between the projects, should be identified. If there is a violation of the safety-rules, there should be consequences, according to the company rules. It is of interest to study if there is differences between the taken measures between the studied projects. The method use to conclude the degree project have been; case study and qualitative research. All interviewed respondents’ feels that the prime risk filled activity they are exposed to in their daily work is surrounding civilians. One major difference between the projects is that the workers in the large construction projects considers that the most common near-accident occur in connection with lifting objects with heavy machines. 7 out of 13 respondents recalls that they at some point have had an unsafe behavior at the site that could have risk their own safety. 7 out of 8 of the respondents at the small construction project recalls that they do not used personal protective equipment, this is a major difference from the larger construction project.  Reprimands are more commonly given to skilled workers than to supervisors and site managers.