Tourism in Turkey has passed a certain developmental stage, but today increases an opportunity to broach a new stage in the development of alternative types of tourism. Together with appropriate development of transport infrastructure, may be developed the other less visited regions of Turkey. The government of Turkey is good aware of this fact and concerned departments approach to this challenge with proper importance. Thus, it could be expected a positive result.

Claiming that the state of transport infrastructure is an important indicator of country´s competitiveness, not many would polemicize. The question of an appropriate method of ensuring the infrastructure financing can, however, raise disagreement. The reality of regular deficit financing of public expenditure, combined with a view of gradually declining support for transport infrastructure from the EU funds, provides space for alternative forms of infrastructure provision also in Central Europe. The aim of this work is to point out the financing via public-private partnerships (i.e. PPP), which is currently not very used form in the region. I will highlight the advantages, disadvantages and risks associated with this form by evaluating the cost side of concrete implemented PPP project in Slovakia (R1 expressway) and validate the hypothesis that despite the method of funding transport infrastructure through PPP projects is more expensive than the public procurement case, the "value for money" factor compensates the higher price.

This Master Thesis is focused on road, railway, air, river and bicycle transport infrastructure of Czech Republic with detailed focus on the city of Roudnice nad Labem and its sorroundings. Except for basic information about the infrastructure of transport modes in Roudnice nad Labem is the objective of the Thesis analysis of road transport and traffic situation in the city. The work gives a detailed analysis of the main city roads including their strengths and weaknesses, followed by a summary and comprehensive view of the traffic in the city, supported by traffic survey.

The major aim of the study was to examine the short and long-run relationships and directional causality flow between road transport infrastructure development and economic growth in Namibia for the period 1990-2014. To achieve this objective, the study adopted the auto regression distributive lag (ARDL) Bounds testing approach to co-integration, to examine the short-run and long-run relationship between economic growth and transportation infrastructure in Namibia. The data was sourced from the World Bank Database on GDP from 1990 to 2014, the Namibia National Planning Commission MTEF (Medium-Term Expenditure Framework from 1990-2015) and the Roads Authority Annual Reports from 1999 to 2014, which were imported into the E-view tool to run quarterly regressions from 1990 - 2014. The results confirm a relationship among the variables. The Bounds test results indicated that there exists a long-run relationship among the variables under study. The estimated long-run model showed that there is a statistically insignificant positive relationship between expenditure on road transport and economic growth as well as between information communication technology and economic growth in Namibia. However, the short-run model revealed a positive and statistically significant relationship between expenditure on road transport and economic growth. Conversely, both the long-run and short-run estimates showed a statistically insignificant and negative relationship between foreign direct investment and economic growth. Lastly, the Granger causality test results showed no causality between expenditure on road transport and economic growth in Namibia. The present study offers fresh insights to policy makers on crafting appropriate policies to regulate tax consolidation revenue and infrastructure levies collection; secondly, to boost public sector borrowing on international capital markets through bond issues, infrastructure funds and revenue bonds; thirdly, to develop partner financing business models through sector budget support; fourthly, to secure private sector financing through a private debt, private equity or capital structure leveraging business model; and lastly, implementing fast-tightened fiscal and monetary policy measures on foreign direct investment which currently severely affect Namibian capital outflows.

How are the neighborhoods of Aspudden, Telefonplan and Älvsjö perceived by the local population? And what role does transport infrastructure play in the construction of these neighborhoods? With modern-day planning ideals focusing on sustainable mobility and human-centered living environments, this thesis examines the subjective perception of the physical landscape and how neighborhoods are felt and experienced. By conducting qualitative mental mapping interviews, I aim to highlight and comprehend landscapes of everyday life. As this thesis studies what is considered important for the subjectively defined and constructed neighborhoods, and also what elements the neighborhoods consist of in terms of transport infrastructure and how these are perceived, a larger understanding of what qualities an area possess or lacks can be given. In relation to this thesis’ theoretical framework, I argue that mental mapping interviews provide good knowledge on how a neighborhood is constructed, both physically and socially. The created maps are compared to topological landscapes where focus is put on certain highlighted elements put in relation to each other, making neighborhoods flexible. Additionally, the results also point to the importance of transport infrastructure and of how it contributes to a mobile understanding and creation of neighborhoods. Large emphasis is put on the delineating characteristics of large-scale transport infrastructure but equally much on how the neighborhood is constructed through the relationship to other geographical locations. This thesis therefore contributes to the research field by shedding light on subjective understandings of the neighborhood impacts of transport infrastructure.

Increasing cycling and making it safer has been a policy at the national level in Sweden for nearly two decades. However, the policy has yielded limited success. Insufficient funding for safe and attractive bicycle infrastructure have been singled out as a key factor. The aim of this study is to examine the intersection where the policy at the national level in Sweden is to be translated into transport planning budgeting and the impediments for the allocation of funds. The method consists of analysing key texts and performing 28 interviews with government officials and national and regional planners to examine professionals’ views on budgeting prac-tices. Actor-network theory (ANT) is applied for the analysis. Impediments are found in disappearing funds, responsibility-delegation to municipalities, unbeneficial cost-benefit methods and organisational hypocrisy. The national transport planning system, as it is enacted in terms of legislation, objectives and practices, is in some aspects rigged in disfavour of cycling investments.

Die Verkehrsanlagen sächsischer Gebietskörperschaften stellen einen großen Anteil des kommunalen Gesamtvermögens dar. Dieses Vermögen muss nach geltenden gesetzlichen Bestimmungen pfleglich behandelt, effizient bewirtschaftet und für zukünftige Generatio-nen erhalten werden. Die Herausforderungen für die kommunalen Baulasstträger sind enorm, denn der allgemeine Zustand der Straßenverkehrsinfrastruktur verschlechtert sich, die finanziellen Mittel für Investitionen und Erhaltung sind und bleiben wohl auch künftig knapp. Zusätzlich ist mit der Einführung des neuen Kommunalen Haushalts- und Rechnungs-wesens (Kommunale Doppik) ein neuer, ressourcenorientierter Ansatz in der Bewirtschaf-tung des kommunalen Vermögens gefordert. Eine Möglichkeit, dieses Ziel mit Hilfe eines professionellen Erhaltungsmanagements zu erreichen, wird in diesem Beitrag ausführlich vorgestellt. Ferner wird im Detail auf die bedeutsame Unterscheidung zwischen Ausgaben für Investitionen und Ausgaben für Erhaltung im Rahmen der Doppik eingegangen. Am Schluss der Betrachtung steht ein knapper Abriss über derzeitige und zukünftige mögliche Finanzierung im Bereich der kommunalen Verkehrsinfrastruktur.

Det finns betydande behov av att utveckla befintlig och ny transportinfrastruktur i Sverige. Dessa projekt är ekonomiskt utmanande och begränsas ofta av offentliga budgetar. I avsikt att utöka finansieringskapaciteten har värdeåterförande metoder införts som fördelar ansvaret på fler parter. Det senaste tillskottet är medfinansieringsersättning som innebär att en kommun som medfinansierar statlig eller landstingskommunal transportinfrastruktur i sin tur får förhandla med fastighetsägare och exploatörer om att frivilligt ersätta kommunen för deras bidrag. Ersättningen kan aktualiseras förutsatt att en kommun medfinansierar, fastigheter antas öka i värde och kommunen har riktlinjer för tillämpningen.  Medfinansieringsersättning regleras sedan april 2017 i plan- och bygglagen. I lagstiftningen finns tolkningsutrymme för det praktiska utförandet, varför arbetet belyser hur kommuner tillämpar och kan tillämpa ersättningen. Studien sammanställer bl.a. nio Stockholmskommuners förhållningssätt, baserat på intervjuer och kommunala handlingar. Resultaten visar att en övervägande del av kommunerna har börjat eller ska börja använda medfinansieringsersättning. Det finns noterbara skillnader i tillämpningen som beror på skilda förutsättningar avseende exempelvis stadsbild, markägoförhållande eller politisk vilja. Inom vilka geografiska områden som avtalande om ersättning blir aktuell framgår av kommunens influensområden som definieras utifrån transportinfrastrukturens värdepåverkan. Generellt betalas ersättningen som ett belopp per kvadratmeter byggrätt vid exploatering av bostäder och kontor inom 1 000 meter från stationslägen. I influensområdena kan ersättningsnivån variera med faktorer som exempelvis avstånd till station eller tid till driftstart.  Ersättningen motsvarar ungefär 5 % av byggrättsvärdet, men nivån kan variera mellan ca 0-10 % beroende på kommunens antaganden och förhållningsätt. Flertalet kommuner bestämmer ersättningsnivån genom att fördela medfinansieringsbidraget på planerat antal byggrätter istället för att utgå från en värdering av värdeökningen. Orsaken är att kvantifiering av värdeförändringen bedöms för oklar och svårbestämd. Samtidigt är det få som ifrågasätter att transportinfrastruktur medför värdepåverkan. I varje enskilt fall där värdeökningen kan antas större än ersättningen bör därför överenskommelse vara möjlig. Medfinansieringsersättning kan inte anses vara så förhandlingsbart och frivilligt som lagstiftaren hade intentioner om. Att nå en frivillig överenskommelse begränsas av att parterna inte är jämnstarka till följd av kommunens planmonopol samt att likabehandling, transparens och förutsägbarhet ska upprätthållas. Erläggande av ersättningen kan snarare ses som en förutsättning för att få en detaljplan inom influensområdet. / There is a considerable need to develop new and existing transport infrastructure in Sweden. These projects are economically challenging and often limited by public budgets. To expand the financial resources, methods of land value capture have been introduced to allocate responsibility to more parties. The latest addition is “co-financing compensation”, which means that a municipality that co-finances transport infrastructure can negotiate with a property owner or developer to voluntarily compensate the municipality for their contribution. The compensation can be actualized provided that a municipality co-finances, the real estate is assumed to increase in value and that the municipality has guidelines for its application. Co-financing compensation was introduced in the Planning and Building Act in April 2017. The legislation is relatively vague, which creates opportunities for interpretation of the practical implementations. Therefore, the work sheds light on current and potential ways for municipalities to apply this compensation. The study compiles how nine municipalities within the Stockholm region use the compensation, based on interviews and municipal documents. The results show that a majority of the municipalities have begun or will begin to use co-financing compensation. There are notable differences in the application due to conditions such as cityscape, landownership or political intention. The catchment area, defined by the municipality, shows which areas are eligible for the compensation and depends on how the transport infrastructure impacts the monetary land value. In general, the compensation is paid as an amount per square meter of the building rights when developing buildings within 1 000 meters from train stations. Furthermore, in the catchment areas, the compensation level may vary with factors such as distance to station or time to station opening of the transport infrastructure. The co-financing compensation corresponds to approximately 5 % of the building right value, but the level may vary between 0-10 % depending on the municipality's adoptions and approaches. Most municipalities determine the level of compensation by allocating the co-financing contribution to a planned number of building rights instead of appraising the value increase. The reason is that quantification of the change in value is considered to be unclear and difficult. At the same time, not many people questions the notion of transport infrastructures impact on property values. In each case where the increase in value can be assumed to be greater than the compensation, an agreement should be reachable.

During the last decades the road traffic has increased tremendously leading to congestion, safety issues and increased environmental impacts. As a result, many countries are continuously trying to find improvements and new solutions to solve these issues. One way of improving the traffic conditions is by the use of so called intelligent transport systems, where information and communication technologies are being used for traffic management and control. One such system commonly used for traffic management purposes are variable speed limit systems. These systems are making use of signs to show speed limits adjusted to the prevailing road or traffic conditions. The rapid development in telecommunication technologies has enabled communication between vehicles, and between vehicles and the infrastructure, so called cooperative systems. This opens up for  the possibility to further improve the performance of a standard variable speed limit system by adding cooperative system features. The overall aim of this thesis is to investigate the potential benefits of incorporating infrastructure to vehicle communication and autonomous control to an existing variable speed limit system. We show how such a cooperative variable speed limit system can be modeled and evaluated by the use of microscopic traffic simulation. Results from the evaluation indicate increased flow harmonization in terms of narrowing of the acceleration rate distribution and reduced exhaust emissions. Further, we compare four control algorithms for deciding on speed limits in variable speed limit systems. Differences in the resulting traffic performance between the control algorithms are quantified by the use of microscopic traffic simulation. It is concluded that the dened objective for the algorithms have a decisive influence on the effects of the variable speed limit system. The results from this thesis are useful for further development of variable speed limit systems, both with respect to incorporating cooperative features and by improving the speed setting control algorithms.

Financial management of funds The theme of this thesis is analysis and evaluation of financial management of funds as a possible way of financing certain areas of public sector. The focus of this thesis is primarily on general conception of public funds, their legal basis, structure and characteristic. More specifically it deals with State funds in the Czech Republic and the analysis of the budget of particular fund and its income and expenses. Special attention is paid to the State Transport Infrastructure Fund. The text is structured into three main parts, which are then subdivided into chapters and subchapters. Brief definition of the theme, motivation for its selecting, main goals of the thesis and resources that have been used are mentioned in the introduction. The first part of the thesis deals with general characteristic of financial management of funds, discusses the basic concepts, definitions and structure of funds, followed by analysis of selected public funds on the state level, level of local self- governing units and on European level. The second part of the work analyses the management of State funds in the Czech Republic in detail. The introduction characterises State funds in general, their legal regulations and common elements of these funds. In further subchapters are analysed...