New technologies introduce more services which will call for significant advances and changes in IP networks. Networks will have to go in the direction of network programmability, virtualization and cloud-based services. In this paper, Quality of Service (QoS) is configured in two different environments: (i) in traditional IP network using QoS policy-maps and (ii) in Software Defined Network. Two scenarios are compared in order to emphasize the benefits of using SDN technology when providing QoS provisioning mechanisms.

Wide GNSS (Global Navigation Satellite System) availability has its advantages, however, in that case the system is exposed to a large number of external influences, from interference with other signals to deliberate blocking and jamming. There is also a huge increase in GNSS user number for both professional and private purposes. The technology of protection and regulation is partly behind the technological development and leaves room for undesired impacts from both natural and artificial causes. Through this paper GNSS errors are described using an android mobile application, "GNSS Analysis Tool", that allows observation of the GNSS signal characteristics.

Software Defined Networking (SDN) is a promising solution because of many advantages over the traditional network. Due to these advantages, SDN can be considered as a tool for energy efficiency in ICT (Information and Communication Technology) networks. In this paper, we have made a comparison between energy consumption in real IP/MPLS (Internet Protocol/Multi-Protocol Label Switching) network and designed SDN network. The results show that a significant reduction of energy consumption is achieved for a scenario with designed SDN solution.

Six Sigma is a version, a philosophy, a strategy and a set of tools for improvement of the quality services and processes. Till now, this method was mostly used in the world of manufacture. Telecommunication is the industry that is based on the service, where the customers are the main focus, and their needs very often seem unpredictable. In this work, a critical review had been given to the application of the Six Sigma methodology in the department of customers support of a telecom company. Through SWOT analysis, given is a review of the opportunities and challenges of this methodology, and also what is necessary to be changed for this methodology to have a purpose and application in one telecommunication company.

Software Defined Networking (SDN) is considered as a promising solution for optimizing network energy consumption. This paper analyzes possible energy savings that could be achieved by turning off underutilized network links. It presents the energy consumption of a real IP/MPLS network and issues that prevent IP/MPLS from being more energy efficient. The paper proposes the SDN as an approach with a global view of the network and easier link management. A small experiment shows how easy it is for SDN to monitor and shut down unneeded links. This could enable a significant energy saving when using an SDN solution.

New technologies introduce more services which will call for significant advances and changes in Multiprotocol Label Switching (MPLS) networks. Networks will have to go in the direction of network programmability, virtualization and cloud-based services. In this paper, we examined Software Defined Wide Area Network solution, its architecture and benefits of use. In order to analyze benefits of using SD-WAN two scenarios are compared: (i) Policy-based routing on WAN links in classical IP/MPLS network, and (ii) Using SDN controller to manage traffic on WAN links. Aim in both scenarios is to use the most optimal path for specific network.

Aim of this paper is to explore latency in reconvergence after link failure when using BGP-LS/PCEP as southbound protocols in IP/MPLS network with centralized controller. Controller in network is PCE element in charge of Traffic Engineering management. Scenario in this paper describes an IP/MPLS network with four routers, fours links and four tunnels passing through multiple links. In case of a link failure, affected tunnels must be rerouted to alternative links evenly distributing traffic across the links. Therefore, it is necessary to have a central controller that will have a complete knowledge of the network in order to evenly and efficiently redistribute traffic. Our IP/MPLS network contains multi-vendor devices and do not support OpenFlow protocol hence as a southbound protocols standardized BGP-LS and PCEP are used. BGP in general is designed as a very slow protocol. Additional, BGP-LS has to wait for the internal routing protocol on the routers to update the Traffic Engineering Database before the BGP-LS signals change event to its peers. Therefore, we will explore some possibilities of reducing the latency in reconvergence after link failure.

Routing process should encompass finding the best route through the network according to different criteria, with respect to the principle of load balancing, dynamic adaptation to current network conditions, special treatment of traffic based on QoS levels, as well as minimum energy consumption through energy-aware routing. The emergence of the IoT paradigm, 5G networks, increased number of real-time and mobile applications, as well as the increasingly complex requirements in terms of QoS, have put a grave task ahead of the researchers and the industry. Adaptive and efficient management of current network and traffic, and basis for making the networks resistant and ready for the inevitable changes in the foreseeable future, must be ensured. The idea of software-defined networks has offered a new architecture that seeks to overcome the disadvantages of classical network architectures. This approach has enabled direct programmability of the network, faster and simpler introduction of innovations, greater granularity of routing criteria, implementation of consistent and comprehensive policies, real-time response to changes, etc. This paper is a state-of-the-art overview of SDN traffic routing benefits in different network environments, as well as open issues and challenges to be addressed in future research.

An enormous amount of data in real space and better means of collecting, storing, analyzing and modeling are available through to the use of modern ICT solutions. Geographic Information Systems (GIS) are developed to make their basic operations a matrix for a thorough knowledge of the real world. With the development of modern information and communication technologies, these systems have become the means of an integrated, multidisciplinary approach to research, regardless of the space size and the dynamics of phenomena in it. Using the power of GIS systems, it is possible to improve and facilitate operations in all segments of traffic engineering, from planning to traffic management by performing spatial analyzes with appropriate visualization. Real benefits of using GIS are reflected in possibility of integrating spatial data with other types of information, such as various measurements in traffic and traffic statistics, into a single application for complex analysis. GIS enables the detection of patterns that would otherwise be difficult or impossible to notice, and provides additional assistance in essential understanding of complex real systems such as the transport system itself.

Eco-driving is an efficient way to preserve energy resources and limit environment impacts. It is first of all a question of driver behaviour and motivation, vehicle characteristics, but infrastructure parameters could favour - or impede- ecodriving. This study aims to qualify this infrastructure influence, for the speed sectioning parameter of roads. A research evaluating the adequacy between speed changes along a route, vehicle dynamics and the road gradient constitute the frame of this work. Indeed this adequacy has been proven to be descriptive of the ecodriving potentiality of a route, as detailed in a previous experimental evaluation in France (Coiret et al [1]). It is reinforced here with the help of experimental evaluation in Bosnia, with a metro-logical reinforcement : differential gps, temporal tagging system at points of interest, roof anemometer for the influence of wind, is now used to have more accurate data. In particular the better altitude measurements increase results quality, with achievable reductions of 5 % of energy consumptions for given route sections with sectioning optimisation (ie : simple speed limit panels repositioning) We have also researched crucial points on how to compare different countries and their legislation, geography, and traffic conditions. Bosnia and Herzegovina and France are in the context, to indicate that an assessment of quality level in eco-driving of the two countries is taken in consideration. Perspectives are given in terms of traffic software generalization of the experimental results and in terms of speed sectioning revisions in order to reduce linked energy losses and CO2 emissions. A route model could then be evaluated, for which speed-sectioning and positioning of amenities (speed bumper, traffic lights) could be optimized in energy use of infrastructure, with a concern not to alter the security features.

Previous experience in the development of intelligent transportation systems (ITS) systems have shown some difficulties in planning, development and implementation. Analysis of the dynamics of development and deployment of ITS services throughout the world have shown that the development of ITS is slower than originally foreseen and it is therefore necessary to identify the factors that hinder its development. Studies have shown that limitations are not technical nature (European Action Plan, American development plan ITS) than that of the main obstacles lie in the institutional and commercial considerations. For the development of ITS is important that the institutions and the creation of the legal framework governing their tasks and responsibilities in the process of its planning and implementation.

The implementation of information and communication technologies (ICT) is becoming an inevitable factor in optimization of transport processes. In that way, positioning of the vehicle represents an essential element for transport companies in their intention to improve fleet management. There are various technologies applicable for this purpose, but the one discussed in this paper and given as possible solution is using a platform of multiservice telecommunications system (IMS). This solution is represented in a form of Server-based IMS application whose performance results in fleet management control by transport companies. To enable this kind of control it is necessary to perform vehicle position tracking i.e. to define the route of movement. For vehicle location adequate calculations are used based on the vehicle position in relation to the existing infrastructure of mobile networks (global system for mobile communications (GSM), universal mobile telecommunications systems (UMTS)). The application based on this system allows its users to access the desired information from any place, at any time, receiving alarm in the form of short message service (SMS), multimedia messaging service (MMS), e-mail, and to be informed about the possible diversion of the pre-set route. For vehicle location here appropriate algorithm has been implemented on the standard database with input data that refer to the vehicle position obtained on the basis of information of the base stations and any types of standard maps, Google and the similar.

This paper presents a strategy and action plan was implemented in the Federation of Bosnia and Herzegovina within the Ministry of Interior within 5 years. Given are the steps to achieve the strategic objectives.

The city of the future, in terms of traffic safety is represented in the paper that shows the capabilities and utilization of surfaces with conceptual designs and safer transportation and movement of passengers, cyclists and pedestrians. This paper presents four conceptual solutions as an improvement of the alternative form of transportation and movement of cyclists and pedestrians, and by increasing safety, of environmental sustainability as well. The conceptual design presents a bicycle route along the river on both sides, and the bike route on the tram tracks relation; conceptual design of travelator for public transport of passengers; conceptual design of lowering the tram route in the trough by glass covering roof and outside visual communication; covering by domes of pedestrian flows in the area of the Main street and as the fourth, conceptual design in the segment of pedestrian flows by covering the main pedestrian zone with movable transparent roofs. All the solutions have been analyzed in terms of the role and importance of safety and environmental feasibility of the development function of the city and communication of citizens. Solutions of traffic, transport and mobility offered in this paper had not been present in this region and they are not known to the wider areas in the development of the cities and they should serve as an idea for the increasing problems of developing towns in the area with insufficient space for pedestrians and cyclists as well as an offer for bigger and more massive transportation of persons in the urban area. All of the innovative ideas have been conceptually implemented in the form of simulations of the City Sarajevo which has about half a million citizens.

Cost analysis of road traffic accidents in the Federation of Bosnia and Herzegovina showed that the costs of fatalities in traffic are substantial. The social and economic losses resulting from traffic accidents in the Federation were calculated using the gross output method or methods of human capital - a recognized methodology that is used in many countries. These are the estimated costs of administration; medical expenses, property damage and lost output/productivity of the killed or injured, and they include compensations for pain, grief and suffering. Given the current gross domestic product (GDP) in the Federation of Bosnia and Herzegovina (FB&H) (KM 14,161,972,692.00 in 2010), the total costs of road traffic accidents in the FB&H (823.80 million KM (421.00 million EUR)) represent an average of 5.8% to GDP in 2010.