Studying the impact of AVs on our road infrastructure offers a lot of potential in the transportation domain; one of these issues is how capacity will be affected. This paper presents a contribution to this research area by investigating the impact of AVs on the capacity of single-lane roundabouts using a microsimulation model. For the development of the model, a roundabout situated in Győr (Hungary) was selected and field data on the roundabout geometric characteristics as well as traffic volumes were used. Simulations using Vissim were run for various scenarios based on varying input traffic volumes and market penetration rates of AVs to assess queue lengths. The highway capacity manual (HCM) roundabout model was used to estimate the capacity of the existing roundabout. Values of follow-up times and critical gaps were set to decreasing as the penetration rate of AVs increases. The results demonstrated that 20% and 40% AVs in the flow would increase leg capacities by about 10% and 20%, respectively. Furthermore, a reduction in excessive queue lengths was estimated and capacities and queue lengths were calculated by legs. It was found that these are highly influenced by the distribution of flows among legs, and the share of flows in various directions.

The smart cards conquered a serious space in the traffic in the past years. The cards are used like an automatic fare collection system by the different public transport companies. The fare collection is easier, faster and last but not least more efficient with this method. However the generated data are utilizable for other aims apart from the original aim.The origin-destination matrix plays a key role in a transport company's life. We may adapt to the travel demands efficiently in the knowledge of the matrix. Thanks to the proper service the passengers will be satisfied, and they use the service with pleasure. The additional benefit, that the unnecessary capacities can be forced back in the knowledge of the demand, and thereby the expenses of the service provider's decrease. The origin-destination matrix was able to create only with classical counting and interview methods till now. Their disadvantage, that the production consumes considerable workforce and time with a method like this, and hereby the costs are higher. The counting concern to a given time only and the sampling proportion compared to the number of travels of the year is quite slight. Because of that the distortion effect is considerable, the matrix cannot reflect the effects of an intervention. These effects get into the system only after the next counting.The penetration of the smart cards increases, the card user passengers’ number increases continuously. Thanks to that, not only the cost efficiency of the fare collection is growing, but at the same time the statistical sample size too. If more passengers from young persons to older ones accept the usage of the cards, we may receive more accurate picture about the transportation network.If the fare collection system was built up somewhere, the origin-destination matrix can be manufactured with lower expenses, and because of the continuous usage the matrix will be current always, the changes become traceable. We may know the demands in all the moments, the origin-destination matrix may change dynamically in function of the weather, time of the day, season and so on. The check-out data can be manufactured from exclusively check in data with different algorithms. The passenger's boarding and alighting places become known on the given route. Linking the sections belonging to a single trip and defining the target point, the origin destination matrix can be developed

The planning process for any transport system can be considered complete if it is accompanied by a modeling system to evaluate the intervention. The study area should always be divided into traffic zones. Correct zoning is the key to any transport system study. The basic principles of zone creation require a thorough understanding of the area and local traffic conditions. However, this is not always a given, especially if a universally applicable assessment system is to be developed. This has led to the need to develop an algorithm that is able to provide an estimate for the definition of traffic zones based on some automatically observable or measurable phenomena or sequence of events. The aim of this research is to identify the observable events that are suitable for characterizing the area, so that an automatic zone definition procedure can be developed based on these. In this paper, automatic WAZE-generated congestion data were processed in a selected district of Budapest. During the processing, the area was divided into a grid network and time series were developed that show the traffic flow on the grid network as a function of the congestion level. The area subdivisions were then clustered using spectral clustering to create spatially distinct districts with identical traffic behavior.

The aim of motorway networks is to ensure smooth, high volume road traffic. The problem of anomalies in the system has been a long-standing concern for researchers, and with the widespread use of motorway networks a series of studies have been published on the subject. Speed limitation is one of the most important tools of mitigating disturbances. This study is looking for a solution to the problem known as the "shock wave effect". The research is based on a simulation method in a PTV VISSIM environment. The software can be used to examine certain traffic conditions, and then apply dynamic speed limitation based on these conditions. The Built Environment Information Platform (BENIP) is based on the idea that the built environment, the traffic, and the flow of information between them are closely related. The relevance of the study lies in the fact that a point-based notification of speed limits can be used for vehicles – a technology that is available in most cases at the infrastructure level on motorways – thus, improving road capacity and traffic safety.

Napjainkban az autópályák forgalma rendkívül zavarérzékeny. A helyzetet tovább rontja az inhomogén sebességválasztás. Mikroszkopikus forgalomszimulációs eljárással megvizsgáltuk az M1 autópálya Győr- Budapest szakaszát. A vizsgálat során arra kerestük a választ, hogy a tervezett utazási sebességhez, mint átlagsebességhez képest mekkora késedelmet szenvednek el az utazók különböző célsebességek esetén. A kutatás távlati célja, hogy bemutassa a sebességhatárok megváltoztatásának hatását a forgalmi áramlat homogenitására, a forgalmi áramlat összesített időveszteségére, valamint a forgalom társadalmi költségére tekintettel.