The efficiency of noise barriers largely depends on their geometry. In this paper, the performance of noise barriers was simulated using the numerical Boundary Element Method (BEM). Traffic noise was particularly considered with its standardized noise spectrum adapted to human hearing. The cross-section of the barriers was varied with the goal of finding the optimum shape in comparison to classical rectangular barriers. The barrier performance was calculated at different receiver points for a fixed barrier height and source position. The magnitude of the insertion loss parameter was used to evaluate the performance change, both in one-third octave bands and as the broadband mean insertion loss value. The proposed barriers of varying cross-section were also compared with a typical T-shape barrier of the same height.

This paper presents the estimation of nine types of utility function parameters for the application in EVA mode choice model for the city of Ljubljana, Slovenia. Four different modes (private car, public transport, bike and walking) and five purposes (work, education, shopping, leisure and other) were taken into consideration. This paper presents first the design of the Stated Preference survey, then a brief review of the EVA model, different types of utility functions and the estimation method. The final log-likelihood enables comparison of different types of utility functions. The results show that absolute differences in final log-likelihood among most types of utility functions are not high despite the different shapes, which implies that different functions may best describe different variables.

Although much is known about the operation of signalized intersections, little or no empirical research has been conducted regarding bicycle capacity at these locations and the correspondent contributory factors. The purpose of this study is to accurately quantify the capacity of bikeway at signalized intersection through a fluid dispersion approach, and ultimately the lane group capacity. Using this total dispersion of bicycle flow, a relationship is also described between bicycle volume per hour and per unit width, signal parameters (length of signal cycle and green time), bicycle flow (arrival rate, density, moving velocity) and geometric intersection distance. Through the videotaping of four intersections that have significant bicycle traffic around Xiaozhai in Xi’an, China, it is ascertained that bicycle capacity varies linearly (but limited by an asymptote domain) associated with the adjustment of these parameters. The analytical results indicate that the impact saturation flow of lane groups containing right-turning vehicles and pedestrian flow at signalized intersections on bicycles is being underestimated. If this is the case, then capacity is being overestimated through the HCM 2000 capacity model and JJ37-90 approach and intersections are not being adequately designed, due to the neglect of conflict nature of mixed traffic arrivals in competing for space.

Energy saving is necessary in accordance with the principles of sustainable development. Energy consumption is increasing, and the production capacities are limited. The three main railway segments such as: railway infrastructure, traffic management and dynamic train movement have an important impact on energy consumption for train haulage. The aim of the research presented in this paper is to determine energy consumption efficiency for train haulage, by choosing optimal construction parameters of railway lines, modern design of railway stations, optimal traffic management and energy efficient dynamic train movement. The paper gives a concrete presentation of energy consumption in all three segments of railway traffic and proposals for rationalization of energy consumption. The infrastructure managers and rail carriers should cooperate in the process of efficiency consumption of energy for train haulage. Saving of energy is a never-ending process.

A survey was performed in 2008 on a representative stratified sample of 245 railroad employees in Slovenia (168 blue-collar and 77 white-collar workers) with the aim of exploring different dimensions of workers’ lifestyle health. For this purpose a special questionnaire was developed. The intensity of perceived job stress was measured with one general index based on a 4-point ordinal scale. There were 54.3% of employees who perceived their work as stressful or very stressful. No significant differences between blue- and white-collar workers were found. Twenty-six dimensions of lifestyle were measured. There were 66.9% of interviewed employees who were found to be overweight or obese (BMI 25 or higher). Differences in lifestyle between blue- and white-collar workers were not significant at the level of 0.05, except for some dimensions: blue-collar workers spend more time in the open air and sunlight and consume lunch as the main meal more regularly. In general, lifestyle was not confirmed as statistically significant (at 0.05 level) moderator of perceived job stress, explaining just 11% of variance. However, there are some dimensions that are significantly (P<0.05) associated with occupational stress: employees that have regular bowel movements, sleep well and evaluate that they do not eat too much perceive their work as less stressful.

The Butterfly Flower Shower (BFS) Human Behaviour Model describes human behaviour in each demanding, possible accidental situation. The BFS human behaviour model is presented for a traffic situation. The key elements (perception, cognition, reaction) of the human behaviour are identified. Also possible limitations and errors in all elements of human behaviour are presented. The model is presented as the butterfly on the flower under the shower of interventions. The flower is environment describing traffic infrastructure composed of the environment, technology and organization. The body of the butterfly is human cognition with personality and motivation. The left wing of the butterfly is the driver’s perception. The right wing of the butterfly is the driver’s reaction. The butterfly presents the driver, the flower presents the road – the traffic infrastructure and the shower presents the shower of humanization interventions into the traffic infrastructure and into the driver. The drops from the shower are related to identified limitations in the traffic infrastructure and to the driver. They are focused on the improvements of perception, cognition and reaction abilities of the driver also with investments into the traffic infrastructure.

The long-term sustainable provision of new and high quality maintained road stock is vitally important, especially in times of economic constraint such as Europe is currently experiencing. The Private Finance Initiative (PFI) is one method of financing such large-scale, capital intensive projects. An important aspect of this form of financing projects is that the risks are borne not only by the sponsors but are shared by different types of investors such as equity holders, debt providers, and quasi-equity investors. Consequently, a comprehensive and heuristic risk management process is essential for the success of the project. The proposition made within this paper is that the PFI mechanism provides a Value-for-Money and effective mechanism to achieve this. The structure of this PFI finance and investment on a particular road project therefore enables all project stakeholders to take a long-term perspective. This long-term perspective is reflected in the mechanism of a case study of UK – Class A trunk roads which are examined in detail. This paper presents a novel solution to a modern dilemma.

Young drivers are over-represented in crash and fatality statistics. One way of dealing with this problem is to achieve primary prevention through driver education and training. Factors of traffic accidents related to gender, age, driving experience, and self-assessments of safety and their relationship to perceptual learning styles (LS) preferences have been analyzed in this study. The results show that auditory is the most prominent LS. Drivers in general, as well as drivers without traffic accidents favour visual and tactile LS. Both inexperienced and highly experienced drivers show relatively high preference of kinaesthetic style. Yet, taking into account driving experience we could see that the role of kinaesthetic LS is reduced, since individual LS has become more important. Based on the results of this study it can be concluded that a multivariate and multistage approach to driver education, taking into account differences in LS preferences, would be highly beneficial for traffic safety.