The South African National Roads Agency Ltd (SANRAL) is the custodian of the 9 208km national road network in South Africa. SANRAL's mandate is to develop, maintain and operate this national economic asset. 26,3°/o of the national road network consists of toll roads. The operation and maintenance of the toll facilities are let by SANRAL through a public open tender process. The successful tenderer is then appointed by SANRAL on a contract basis as the toll road operator. The operation and management of toll facilities involve various technical and managerial disciplines, such as electrical, mechanical and civil engineering, toll collection, and operations management. Historically, toll operations contracts were fragmented into separate sub-contracts for each of the disciplines. This resulted in a substantial amount of project management input from SANRAL. In addition to SANRAL's high level of management input, it also carried the risk of fraud. SANRAL had no incentives for a toll operator to increase the toll revenues, neither did it impose any penalties for poor performance. In order to simplify the project structure, as well as to improve on the old toll contract format, SANRAL developed a new toll operations contract model, aptly named Comprehensive Toll Road Operations and Maintenance or CTROM (C-T -ROM). Amongst others, the benefits of the new contract format are: • That it simplifies SANRAL's management input by providing a single point of contact between SANRAL and a principal toll operator, under whose supervision all the sub-contractors reside. The toll operator therefore assumes the responsibility and accountability to manage the sub-contractors. • The introduction of penalties that are imposed on the toll operator, should he not perform his contractually specified duties and obligations. • The transfer of fraud risk to the toll operator. • An increase in the toll revenue by offering the toll operator a revenue-sharing incentive. The first contracts let under the CTROM format were the N2 North Coast Toll Road and the N2 South Coast Toll Road in July 2001. As these toll routes had been in operation for a while before the CTROM contracts were procured, comparisons could be made on the pre-CTROM and post-CTROM costs. Initial indications were, although there were some structural differences between the old and the new format, that these two CTROM contracts were between 7 and 13°/o more expensive than their predecessors. An extrapolation of these values to all the current CTROM contracts results in additional costs to SANRAL of between R 10m and R 20m per annum, when compared to the previously used managed contract format. The more expensive CTROM contracts have brought about significant benefits, such as the tra'nsfer of fraud risk from SANRAL to the toll operator, as well as a simpler project structure in the form of a single point of responsibility. The intention of this research report is to determine whether the increase in cost has been worthwhile, and whether there are areas for further improvement. In other words, are the more expensive CTROM contracts providing SANRAL with an associated increase in value for its money? Not only is SANRAL concerned with the prudential expenditure of its toll revenues, but it is also under legislated obligations to ensure that funds are spent in the most appropriate and efficient ways. In order to better understand value for money and related concepts, the author explores various academic theories in the form of a literature study. By building a platform from which to conduct further analyses, the author can then apply the newly found knowledge to test the hypothesis that SANRAL is not achieving optimal value for money on its CTROM contracts. Concepts and theories that are studied in the literature review include: • The legislative and institutional framework; and • Key terminology such as risk management, the public sector comparator, value for money, and performance penalties on contracts. Many of the concepts have been explored worldwide, especially in developed countries such as Australia, Canada, Hong Kong and the United Kingdom, where those countries' governments actively encourage private sector investment in public infrastructure. In the analytical part of the research report, the author explores the causes of the additional costs on two of SANRAL's toll routes, namely: • The Mariannhill Toll Route, which is located on the N3 between Pinetown and Key Ridge in the province of KwaZulu-Natal; and • The N 17 Toll Route between Springs and Wemmer Pan in the province of Gauteng. The analyses suggest that the operations and maintenance (O&M) costs of the N3 Mariannhill and N 17 toll routes under the CTROM contracts are 46,3°/o and 20,4°/o more expensive than on the previous contracts. Some of the factors that could play a role in the increased cost of the CTROM contracts are: • The contract duration; • Risk transfer to the toll operator; • Penalties applied when the toll operator does not conform to the required specifications; and • Complex performance specifications. University of Pretoria Graduate School of Management MBA Research Report RPJ820 v P Suremann 91052719 October 2004 Digitised by the University of Pretoria, Library Services, 2014 The author concludes that there are a number of factors that negatively influence the cost of the CTROM contracts. The author therefore recommends that the factors that are within the control of SANRAL be changed. These improvements should bring about better value for money on SANRAL's toll operations contracts. / Dissertation (MAdmin)--University of Pretoria, 2004. / gm2014 / School of Public Management and Administration / unrestricted

This thesis deals with a part of complex land consolidation process in the cadastral area of Biskupice u Jevíčka. This phase is called Analysis of the current situation. It contains thorough field road network research including photo documentation, evaluation of hydrologic and erosion characteristics. Following software were used for the aim: ArcGIS, QGIS, DesQ-MaxQ, Atlas DMT, Proland.

Die Straßenunterhaltung stellt in Deutschland Bund, Länder, Landkreise und Gemeinden vor eine finanzielle Herausforderung, die es zu lösen gilt. Die vorliegende Arbeit bietet dazu Landkreisen und Gemeinden eine Methode, Straßenunterhaltungskosten langfristig zu senken. Die Methode ist dabei auf einen Straßenkomplettrückbau ausgelegt. Zur Identifizierung rückbaugeeigneter Straßen werden quantitative und qualitative Kriterien vorgestellt. Zu den quantitativen Kriterien zählen die Ver-gleichsgrößen: Mehraufwandsleistung und der Mehraufwand X-Wert. Als Mehraufwand wird die zusätzliche Reisezeit bezeichnet, die ohne die Straße bewältigt werden müsste. Die Mehraufwands-leistung gibt die Mehraufwände aller Nutzer einer Straße pro Tag wieder. Je höher die Verkehrsmenge einer Straße, desto höher ist die Mehraufwandsleistung. Der Mehraufwand X-Wert beschreibt den Mehraufwand pro Person eines Ortes. Zur Bestimmung der Wichtigkeit einer Straße werden beide Größen gewichtet zusammengefasst. Zur Berechnung der Vergleichsgrößen wurden im Vorfeld Ent-scheidungen getroffen, so besteht der Mehraufwand nur aus der Fahrzeit. Die Fahrzeit wird für lokal begrenzte Verbindungen wie dem täglichen Einkauf, Erledigungen, Bildung, innerwöchentliche Frei-zeitaktivitäten und Begleitwegen ermittelt, die ungefähr innerhalb eines 30-km-Radius erreichbar sind, sowie für Arbeitswege mit Fahrzeiten bis 1:45 Stunden. Wirtschaftsverkehr wird nicht berechnet. Die Routen der betrachteten Verbindungen werden für den motorisierten Verkehr, den nichtmotorisierten Verkehr und den öffentlichen Personennahverkehr berechnet. Zur Routenermittlung werden Quelle-Ziel-Beziehungen genutzt, deren Routen über Straßen verlaufen, die für das jeweilige Verkehrsmittel zugelassen sind und die Verkehrsmenge aufnehmen können. Eine flexible Zielwahl wird berücksichtigt. Für Straßen mit geringer Wichtigkeit wird anhand der qualitativen Kriterien geprüft, ob die Straßen wirklich rückbaugeeignet sind. Dazu werden die Themen: Rettungsdienst, Nahversorgung, ganzjährige Erreichbarkeit, öffentlicher Verkehr, Dienstleister, Lärm, Sicherheit und weitere Kriterien bedacht. Nur für rückbaugeeignete Straßen wird das Einsparpotential kalkuliert. Dazu nennt die Arbeit entsprechende Kostensätze. Ziel der Arbeit war es, diese Methode zu entwickeln und deren Anwendbarkeit zu prüfen. Die Methode ist umsetzbar. Die benötigten Daten sind beschaffbar. Die Objektivität der Methode ist durch die Anpassbarkeit an die Ziele des Untersuchungsgebiets vor bewusst herbeigeführter Scheinobjektivität nicht geschützt. Weiterer Forschungsbedarf besteht zur Implementierung eines öffentlichen Verkehrs-Verbindung-Tools, welches die Fahrtmöglichkeiten pro Tag ausgibt, und zu einer vergleichenden Bewertungsmethode von Aufwandserhöhungen verschiedener Routen mit Bezug zum gegenwärtigen Aufwand kommt.

Die Straßenunterhaltung stellt in Deutschland Bund, Länder, Landkreise und Gemeinden vor eine finanzielle Herausforderung, die es zu lösen gilt. Die vorliegende Arbeit bietet dazu Landkreisen und Gemeinden eine Methode, Straßenunterhaltungskosten langfristig zu senken. Die Methode ist dabei auf einen Straßenkomplettrückbau ausgelegt. Zur Identifizierung rückbaugeeigneter Straßen werden quantitative und qualitative Kriterien vorgestellt. Zu den quantitativen Kriterien zählen die Ver-gleichsgrößen: Mehraufwandsleistung und der Mehraufwand X-Wert. Als Mehraufwand wird die zusätzliche Reisezeit bezeichnet, die ohne die Straße bewältigt werden müsste. Die Mehraufwands-leistung gibt die Mehraufwände aller Nutzer einer Straße pro Tag wieder. Je höher die Verkehrsmenge einer Straße, desto höher ist die Mehraufwandsleistung. Der Mehraufwand X-Wert beschreibt den Mehraufwand pro Person eines Ortes. Zur Bestimmung der Wichtigkeit einer Straße werden beide Größen gewichtet zusammengefasst. Zur Berechnung der Vergleichsgrößen wurden im Vorfeld Ent-scheidungen getroffen, so besteht der Mehraufwand nur aus der Fahrzeit. Die Fahrzeit wird für lokal begrenzte Verbindungen wie dem täglichen Einkauf, Erledigungen, Bildung, innerwöchentliche Frei-zeitaktivitäten und Begleitwegen ermittelt, die ungefähr innerhalb eines 30-km-Radius erreichbar sind, sowie für Arbeitswege mit Fahrzeiten bis 1:45 Stunden. Wirtschaftsverkehr wird nicht berechnet. Die Routen der betrachteten Verbindungen werden für den motorisierten Verkehr, den nichtmotorisierten Verkehr und den öffentlichen Personennahverkehr berechnet. Zur Routenermittlung werden Quelle-Ziel-Beziehungen genutzt, deren Routen über Straßen verlaufen, die für das jeweilige Verkehrsmittel zugelassen sind und die Verkehrsmenge aufnehmen können. Eine flexible Zielwahl wird berücksichtigt. Für Straßen mit geringer Wichtigkeit wird anhand der qualitativen Kriterien geprüft, ob die Straßen wirklich rückbaugeeignet sind. Dazu werden die Themen: Rettungsdienst, Nahversorgung, ganzjährige Erreichbarkeit, öffentlicher Verkehr, Dienstleister, Lärm, Sicherheit und weitere Kriterien bedacht. Nur für rückbaugeeignete Straßen wird das Einsparpotential kalkuliert. Dazu nennt die Arbeit entsprechende Kostensätze. Ziel der Arbeit war es, diese Methode zu entwickeln und deren Anwendbarkeit zu prüfen. Die Methode ist umsetzbar. Die benötigten Daten sind beschaffbar. Die Objektivität der Methode ist durch die Anpassbarkeit an die Ziele des Untersuchungsgebiets vor bewusst herbeigeführter Scheinobjektivität nicht geschützt. Weiterer Forschungsbedarf besteht zur Implementierung eines öffentlichen Verkehrs-Verbindung-Tools, welches die Fahrtmöglichkeiten pro Tag ausgibt, und zu einer vergleichenden Bewertungsmethode von Aufwandserhöhungen verschiedener Routen mit Bezug zum gegenwärtigen Aufwand kommt.

This paper aims to assess the limits of urban fabric for the autonomous vehicles and demands of AVs on the infrastructure. It includes the existing road situation and required transformation for successful adaptability of this smart mobility in future. It is predictable that the cities ought to be reshaped before this advanced autonomous technology takes over our roads and makes the current vehicular mobility less popular or perhaps obsolete. To host AV´s, the future city will have to be smart and data-driven. This paper also discusses different aspects of autonomous vehicle technology and their suitability. For the roads and networks to be suitable for self-driving vehicles, the infrastructure will surely be upgraded according to the level of automation that will rule the roads in a specific location. Three standard models are developed in attempt to create different scenarios for successful operation of driverless cars on roads of various functional natures. First of all, the paper introduces the concept of smart cities and its components. Then it unfolds the technological aspects of autonomous mobility and its related challenges. After a brief overview of the basic concepts, the paper primarily discusses the demands of autonomous vehicles on infrastructure in terms of standard road widths, lanes, geometry, complexity, parking needs and trafficability. The paper further proceeds with case studies from three different geographical locations. The model scenarios are implemented on these cities to evaluate possibility of their existing infrastructure to accommodate self-driving cars. These hybrid model scenarios are crucially important part of this research as they contribute to final conclusions and suggestions. However, they need further development and work in near future for further research in this field.

No description available.

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.

The application of GPS probes in traffic management is growing rapidly as the required data collection infrastructure is increasingly in place in urban areas with significant number of mobile sensors moving around covering expansive areas of the road network. Most travelers carry with them at least one device with a built-in GPS receiver. Furthermore, vehicles are becoming more and more location aware. Currently, systems that collect floating car data are designed to transmit the data in a limited form and relatively infrequently due to the cost of data transmission. That means the reported locations of vehicles are far apart in time and space. In order to extract traffic information from the data, it first needs to be matched to the underlying digital road network. Matching such sparse data to the network, especially in dense urban, area is challenging. This thesis introduces a map-matching and path inference algorithm for sparse GPS probes in urban networks. The method is utilized in a case study in Stockholm and showed robustness and high accuracy compared to a number of other methods in the literature. The method is used to process floating car data from 1500 taxis in Stockholm City. The taxi data had been ignored because of its low frequency and minimal information. The proposed method showed that the data can be processed and transformed into information that is suitable for traffic studies. The thesis implemented the main components of an experimental ITS laboratory, called iMobility Lab. It is designed to explore GPS and other emerging traffic and traffic-related data for traffic monitoring and control. / <p>QC 20121107</p>

Orientador: Erivaldo Antonio da Silva / Resumo: O processamento digital de imagens (PDI) consiste em uma área de grande interesse científico. Em Cartografia, o PDI é muito utilizado para extração de feições cartográficas de interesse presentes nas imagens de sensoriamento remoto (SR). Dentre as feições cartográficas, a detecção de malhas viárias é de grande interesse científico, pois proporciona a obtenção de informações atualizadas e acuradas para a realização de planejamentos urbanos. Devido à sua importância, a literatura científica possui diversos trabalhos propondo diferentes metodologias de extração de malhas viárias em imagens digitais. Dentre as metodologias, é possível encontrar metodologias propostas baseadas em lógica fuzzy, em detector de bordas e crescimento de regiões, por exemplo. Contudo, os estudos existentes focam na aplicação da metodologia de extração para determinadas áreas ou situações e utilizam recortes da imagem em seus estudos devido à grande quantidade de informações contidas nessas imagens. O avanço tecnológico proporcionou que imagens de SR sejam adquiridas com alta resolução espacial, espectral e temporal. Esse fato produz uma grande quantidade de dados a serem processados durante estudos desenvolvidos nessas imagens, o que acarreta um alto custo computacional e, consequentemente, um alto tempo de processamento. Na tentativa de reduzir o tempo de execução das metodologias de extração, os desenvolvedores dedicam esforços na redução da complexidade dos algoritmos e na utilização de outros recurs... (Resumo completo, clicar acesso eletrônico abaixo) / Resumen: El procesamiento digital de imágenes (PDI) consiste en un área de gran interés científico en diferentes áreas. En Cartografía, el PDI es muy utilizado en estudios de teledetección para extracción de los objetos cartográficos de interés presentes en las imágenes orbitales. Entre los objetos cartográficos de interés, la detección de redes viales se ha vuelto de gran interés científico proporcionando la obtención de informaciones actualizadas y precisas para la realización de planificaciones urbanas, por ejemplo. En este sentido, la literatura científica posee diversos trabajos proponiendo diferentes metodologías de extracción de redes viales en imágenes orbitales. Es posible encontrar metodologías propuestas basadas en lógica fuzzy, detector de bordes y crecimiento por región, por ejemplo. Sin embargo, los estudios existentes se centran en la aplicación de la metodología de extracción para determinadas áreas o situaciones y utilizan recortes de la imagen orbitales en sus estudios debido a la gran cantidad de informaciones contenidas en esas imágenes. Además, el avance tecnológico proporcionó que las imágenes de teledetección se adquieran con altas resoluciones espacial, espectral y temporal. Este hecho produce una gran cantidad de datos a ser procesados durante estudios desarrollados en esas imágenes, lo que acarrea en un alto costo computacional y, consecuentemente, un alto tiempo de procesamiento. En el intento de reducir el tiempo de respuesta de las metodologías de extracci... (Resumen completo clicar acceso eletrônico abajo) / Abstract: Digital image processing (DIP) consists of an area of great scientific interest in different areas. In Cartography, the DIP is widely used in remote sensing studies to extract cartographic features of interest present in orbital images. Among the cartographic features, the detection of road networks has become of great scientific interest, since it can provide accurate and updated information for urban planning, for example. In this sense, the scientific literature has several works proposing different methodologies of extraction of road networks in orbital images. It is possible to find proposed methodologies based on fuzzy logic, edge detector and growth by region, for example. However, the existing studies focus on the application of the extraction methodology to certain areas or situations and use orbital image cuts in their studies due to the large amount of information contained in these images. In addition, the technological advance has allowed the acquisition of remote sensing images with high spatial, spectral and temporal resolutions. This fact produces a large amount of data to be processed during studies developed in these images, which results in a high computational cost and, consequently, a high processing time. In an attempt to reduce the response time of the extraction methodologies, the developers dedicate efforts in reducing the complexity of the algorithms and in using some available hardware resources suggesting solutions that include software and hardwar... (Complete abstract click electronic access below) / Doutor

Constituant une synthèse documentaire manquant jusqu’ici pour l’Auvergne, cette étude propose de s’intéresser à la matérialité des routes antiques et à leur niveau d’équipement au sein de deux territoires de Gaule centrale, les cités arverne et vellave, situées dans la partie montagneuse du Massif central. En prenant en compte l’ensemble de la documentation historique, épigraphique et archéologique disponible, cette recherche vise à établir la diversité structurelle des infrastructures routières, leurs caractéristiques techniques et géométriques ainsi que leur équipement (bornes routières, ouvrages de franchissement de cours d’eau, établissements d’accueil). L’aménagement du réseau routier est appréhendé à travers trois approches : technique, chronologique et hiérarchique. L’analyse des contraintes et des ressources environnementales, qu’elles soient topographiques, hydrographiques ou géologiques, met en évidence de nombreuses solutions techniques. La dimension chronologique et hiérarchique permet quant à elle de caractériser la variabilité et les constantes d’aménagement du réseau en fonction de l’échelle territoriale des axes (long, moyen et petit parcours), de leur période de construction et de leurs maîtres d’œuvre. / Establishing a documentary synthesis missing until now for Auvergne, this study focus in themateriality of the antique roads and in their level of equipment within two territories ofcentral Gaul, arverne and vellave cities, situated in the mountainous part of Massif Central.By taking into account the whole available historic, epigraphic and archaeologicaldocumentation, this research aims at establishing the structural diversity of the roadinfrastructures, their technical and geometrical characteristics as well as their equipment(boundary stones, works of crossing of streams, accommodations). The planning of the roadnetwork is study through three approaches : technical, chronological and hierarchical. The analysis of the constraints and the environmental resources, whether they are topographic,hydrographic or geological, highlights numerous technical solutions. The chronological andhierarchical dimension allows comprehending of the variability and the constants ofplanning of the network according to the territorial scale of axes (long, average and smallroute), their period of construction and their project managers.