Crossfall of the carriageway is generally oriented to one side and changing is implemented in principle over the entire length of the transition curve. In the case where crossfalls are reversed, this changeover section is potentially dangerous for aquaplaning (safety problem especially for high speeds). The main parameter for this analysis, relative grade ∆s [%], is the difference between the longitudinal gradient along the edge of the carriageway and the longitudinal gradient along the axis of rotation (∆s ≥ ∆smin). Guidelines and regulations of different countries offer some standard solutions for design of these critical zones, but there are also some differences and special solutions (wedge-like crossfall changing – inclined superelevation). This paper shows the analysis of Bosnian and Herzegovinian, Croatian, Serbian, Austrian, German, Swiss and TEM guidelines.

Free flow speed is used as a parameter in transportation planning and capacity analysis models, as well as speed-flow diagrams. Many of these models suggest estimating free flow speed according to measurements from similar highways, which is not a practical method for use in B&H. This paper first discusses problems with using these methodologies in conditions prevailing in B&H and then presents a free flow speed evaluation model developed from a comprehensive field survey conducted on nine homogeneous sections of state and regional roads.

The paper presents a comparison of the possibility and complexity of the calibration process of two microsimulation models. The first model CORSIM is simple for use while the second named S-Paramics is more complex software. For research purposes, a model of street network with defined geometry (number, width and purpose of lanes) has been made. The volume and distribution of traffic as well as the data about traffic signals were input in the models. Numerous simulations were performed, first with the default parameters of models, and then with the calibrated parameters. Both programs have resulted in very good prediction of the intersection capacity and discharge volumes. However, for the calibration of speed more time and effort have been made in S-Paramics in which the average speed may be higher than the defined free-flow speed. This can present a problem in determining the level of service and comparing the S-Paramics results with other simulation models and analytical method results. On the other hand S-Paramics has greater capabilities than CORSIM (roundabouts modelling, dynamic traffic assignment, opportunity to interact with traffic signals...). Thus, for each specific task, one should carefully choose an appropriate program which would result in necessary and reliable output data with minimum effort and time consumed.

The HYDROGUARD project is being developed with a view to the efficient and rational management of means of preventing and combating flooding, pollution, and marine submergence. The first targeted regions are Languedoc-Roussillon and PACA. The project aims at developing autonomous technologies and equipment to be put in place across the territory (storm basins, streams, outputs from wastewater treatment plants, hydraulic structures, lagoons and shoreline...) in order to contribute to the monitoring and ongoing management of coastal and surface water bodies and territories, especially during crisis situations (flooding, accidental pollution, marine submergence). Topics taken into consideration in the framework of the HYDROGUARD project keep the focus on present concerns about risk management. The overall system, consisting of especially developed buoys embedding a brand-new reliable Decision Support System and high-speed telecommunicating facilities, can be static - located in sensitive areas - or dynamic - deployed over operational areas in the case of an alert. In case of an alarm, the proposed mechanism is the optimal tool for anticipating actions, contributing to decision-making, and guiding relief measures by means of the range of information acquired through the detectors / sensors. Once the alert is over, the system returns to relaying relevant information to State services, communities, individuals, managers of industrial sites and delegated services. The originality of the system lies in its decentralization, proximity, redundancy and interoperability with other existing systems. This project is directly linked to the recommendations of the French Ministry of Environment, Ecology, Energy, Sustainable Development and the Sea (MEEDM), regarding knowledge, prevention, prediction and early warning; and the Water Framework Directive, for which it is necessary to develop suitable devices, in particular with regard to monitoring, improving the chemical status of water bodies, and maintaining quality resources. Finally, an evaluation of the benefits of such a system will be assessed, by means of economic Costs-Benefit Analysis (CBA). The actual project team is multi-disciplinary. The end-users targeted by the system are municipalities and local authorities, ports, firefighters and other safety personnel, as well as engineers or industrialists in the framework of their missions of prevention, protection, fighting against floods, and management of water resources.

Optimal design of urban intersections geometry and signal timing plans has a great impact on traffic flow quality at signalized intersections because these are locations of great congestions and interruptions on street network. The primary measure of effectiveness for defining level of service for signalized intersections is average control delay which can be measured in the field or estimated by a model. Since the HCM is the most often used traditional methodology for traffic operational analysis, HCM 2000 is briefly described and used as an analytical model example. The CORSIM model is chosen and described as an example of simulation models because it is also one of the mostly used models in the area of traffi c simulation. Delay estimates obtained by these two models are tested and compared with fi eld data samples measured at signalized intersections in Split and Mostar.

Istice se važnost racunala za simulaciju odvijaja prometnih tokova. Ukratko je opisan mikroskopski simulacijski model CORSIM te su prikazani rezultati analize osjetljivosti određenih ulaznih parametara koji se upotrebljavaju pri analizi ucinkovitosti semaforiziranih raskrižja. Dobiveni rezultati upozoravaju na utjecaj pojedinog parametra na procjenu prosjecnog zakasnjenja po vozilu te koji od njih je potrabno kalibrirati s obzirom na lokalne uvjete odvijanja prometnog toka.

Reconstruction of the state road D8, section Plano – Solin, has been proposed within the "Program of construction and maintenance of Croatian public roads". This road has been classified as a main road for fast-moving traffic. However, in the study "Physical planning with traffic analysis of state road D8, section Solin – Plano" it was proposed that the subject 9 km long four-lane road with a central reserve should be provided with eight traffic signal controlled at-grade intersections. As state roads by their basic function and under the Croatian Public road act are defined as "public roads, which connect the entire territory of the Republic of Croatia and provide connections with the network of main European roads", our opinion is that they should be connected only to county roads and main urban roads. In view of the existing traffic flows such connections should be made as grade-separated facilities. In this paper, besides comparison of resulting performance measures such as average delay and other, the cost-benefit analysis for the two variant solutions was performed.

The invention concerns a device for data flow exchange between a client device (3) provided with an Internet file and a server (4) adapted to provide on request from the client device (3), at least a service for transforming said file, the communication between the client (3) and the server (4) being based on a protocol of adaptation of Internet file content of the Internet Content Adaptation Protocol (iCAP) type. The device comprises a adaptor (5) of iCAP type data flows into files adapted to be used directly by said server (4) or by said client device (3); the adaptor (5) comprises means for communicating with the client device (3) and the server (4) and configuration file wherein is/are stated the transformation service(s). FIG. 3: 3 CLIENT INTERNET CONTENT ADAPTATION PROTOCOL 4 SERVER INTERNET CONTENT ADAPTATION PROTOCOL A OUTPUT FILES B INPUT FILES